ENVIRONMENTAL IMPACT ASSESSMENT M2 SARATENI – S O R O C A – UNGURI
MCC Moldova Roads Rehabilitation Program
SUBMITTED TO Millennium Challenge Corporation
SUBMITTED BY Nathan/URS/Universcons
UNDER CONTRACT NO. MCC-06-0086-CON-90/TO1
NOVEMBER 23, 2009
Environmental Impact Assessment Moldova Road Improvements Project M2 Sarateni – Soroca - Unguri
Table of Contents 1. EXECUTIVE SUMMARY ...... 1-1 1.1 Background ...... 1-1 1.2 Scoping ...... 1-1 1.3 Policy, Legal, and Administrative Framework ...... 1-2 1.4 Baseline Data ...... 1-3 1.5 Environmental Impacts ...... 1-3 1.5.1 Protected Areas ...... 1-3 1.5.2 Fisheries, Aquatic Ecology ...... 1-3 1.5.3 Wetlands ...... 1-4 1.5.4 Forests ...... 1-4 1.5.5 Rare, Endangered Species...... 1-4 1.5.6 Animal Migration ...... 1-5 1.5.7 Natural Industry ...... 1-5 1.5.8 Soil Erosion and Siltation ...... 1-6 1.5.9 Local Flooding ...... 1-6 1.5.10 Stream Channel Regime Changes ...... 1-6 1.5.11 Landslides ...... 1-6 1.5.12 Air Pollution ...... 1-7 1.5.13 Noise ...... 1-7 1.5.14 Surface Water and Groundwater Quality ...... 1-8 1.6 Socio-economic Impacts ...... 1-8 1.6.1 Potential Positive Impacts ...... 1-8 1.6.2 Summary of Potential Negative Social Impacts ...... 1-11 1.6.3 Human Trafficking, Drug Use, HIV/AIDS, and STIs ...... 1-11 1.6.4 Traffic Safety ...... 1-13 1.6.5 Cultural Resources ...... 1-13 1.6.6 Potential Resettlement ...... 1-13 1.7 Transboundary Impacts ...... 1-14 1.8 Analysis of Alternatives ...... 1-14 1.8.1 Background ...... 1-14 1.8.2 No Action ...... 1-14 1.8.3 Alternative Concepts...... 1-15 1.9 Environmental Management Plan ...... 1-15 1.10 Consultation ...... 1-16 1.11 Conclusions ...... 1-16 2. PROJECT DESCRIPTION ...... 2-1 3. METHODOLOOGY AND SCOPING ...... 3-1 3.1 Study Methodology ...... 3-1 3.1.1 Environmental Classification ...... 3-1 3.1.2 Approach ...... 3-1 3.2 Summary of Scoping Process ...... 3-2 3.2.1 Scoping Meeting in Soroca (9 October 2008) ...... 3-2 3.2.2 EIA Approach to Addressing Scoping Comments ...... 3-3
M2 EIA – Moldova Road Improvements Project -- November 2009 i 4. POLICY, LEGAL, AND ADMINISTRATIVE FRAMEWORK ...... 4-1 4.1 National Policy on Road Sector ...... 4-1 4.2 National Policy on Environmental Protection...... 4-1 4.3 Moldovan Legislation and Administrative Framework ...... 4-2 4.4 MCC Requirements ...... 4-8 4.5 Administrative Infrastructure ...... 4-9 4.6 Environmental Impact Assessment ...... 4-10 5. BASELINE DATA ...... 5-1 5.1 Ecological Information ...... 5-1 5.1.1 Flora ...... 5-1 5.1.2 Fauna...... 5-1 5.1.3 Sensitive Ecosystems and Habitats ...... 5-4 5.1.4 Protected Areas ...... 5-5 5.2 Physical Background ...... 5-7 5.2.1 Geology and Hydrogeology ...... 5-7 5.2.2 Hydrology ...... 5-8 5.2.3 Natural Disaster Risks ...... 5-11 5.2.4 Soils ...... 5-14 5.2.5 Climate ...... 5-15 5.2.6 Water Use ...... 5-16 5.2.7 Traffic ...... 5-17 5.2.8 Air Quality ...... 5-18 5.2.9 Noise ...... 5-20 5.2.10 Landscape ...... 5-23 5.2.11 Existing Sources and Levels of Soil or Water Contamination...... 5-24 5.3 Assessment of Existing Social Conditions in Project Area...... 5-25 5.3.1 Overview ...... 5-25 5.3.2 Summary of Key Broad Social Development Issues Relevant to the M2 Project ...... 5-25 5.3.3 Socioeconomic Profile of M2 Project Affected Communities ...... 5-32 5.3.4 Water and Sanitation ...... 5-39 5.3.5 Traffic Safety ...... 5-40 5.3.6 Cultural Resources ...... 5-43 6. ENVIRONMENTAL AND SOCIAL IMPACTS ...... 6-1 6.1 Impact Significance ...... 6-1 6.1.1 Magnitude of Impact ...... 6-1 6.1.2 Duration ...... 6-1 6.1.3 Compliance with Standards ...... 6-2 6.2 Ecological Impacts ...... 6-2 6.2.1 Protected Areas ...... 6-2 6.2.2 Fisheries, Aquatic Ecology ...... 6-3 6.2.3 Wetlands ...... 6-6 6.2.4 Forests ...... 6-8 6.2.5 Rare and Endangered Species ...... 6-10 6.2.6 Animal Migration ...... 6-11 6.2.7 Natural Industry ...... 6-12 6.3 Physical Impacts ...... 6-14 6.3.1 Quarries, Soil Erosion and Siltation ...... 6-14 6.3.2 Local Flooding ...... 6-14 6.3.3 Stream Channel Regime Changes ...... 6-16 6.3.4 Landslides ...... 6-17
M2 EIA – Moldova Road Improvements Project -- November 2009 ii 6.3.5 Air Pollution ...... 6-20 6.3.6 Noise ...... 6-23 6.3.7 Surface and Groundwater Quality ...... 6-26 6.4 Socio-economic Impacts ...... 6-28 6.4.1 Methodology and Study Execution ...... 6-28 6.4.2 Social Development Issues in Roads and Transport Sector Projects ...... 6-31 6.4.5 Summary of Project‘s Beneficial Social Impacts ...... 6-38 6.4.6 Summary of Potential Negative Social Impacts ...... 6-41 6.4.7 Traffic Safety ...... 6-41 6.4.8 Cultural Resources ...... 6-43 6.4.9 Potential Resettlement ...... 6-43 6.4.10 Policy Recommendations on How to Address Key Social Development Concerns ...... 6-44 6.5 Proposed M2 Project HIV/AIDS Mitigation Plan ...... 6-54 6.5.1 Rationale ...... 6-54 6.5.2 Key Objective of the HIV/AIDS Mitigation Plan...... 6-55 6.5.3 Description of Activities by Components ...... 6-56 6.5.4 Costing of HIV/AIDS Mitigation Plan ...... 6-58 6.5.5 Implementation Arrangements ...... 6-59 6.6 Transboundary Impacts ...... 6-59 7. ANALYSIS OF ALTERNATIVES ...... 7-1 7.1 Alternative Actions Considered in Development of the Compact Proposal ...... 7-1 7.2 No Action ...... 7-1 7.3 Alternative Concepts ...... 7-2 8. ENVIRONMENTAL MANAGEMENT PLAN ...... 8-1 8.1 Introduction ...... 8-1 8.2 Objectives of the Project and EMP ...... 8-1 8.3 Project Activities ...... 8-2 8.4 Environmental Management Specifications ...... 8-2 8.5 Summary of Environmental and Social Impacts ...... 8-2 8.5.1 Construction Phase ...... 8-3 8.5.2 Operation Phase ...... 8-4 8.6 Environmental and Social Safeguards ...... 8-4 8.7 Mitigation Measures ...... 8-4 8.7.1 Design Phase ...... 8-5 8.7.2 Construction Phase ...... 8-7 8.7.3 Operational Phase ...... 8-15 8.8 Environmental Monitoring Plan ...... 8-24 8.9 Institutional Arrangements ...... 8-28 8.9.1 Overview ...... 8-28 8.9.2 Key Agencies ...... 8-28 8.9.3 Role of Involved Agencies ...... 8-28 8.9.4 Reporting and Followup ...... 8-28 8.9.5 Public Complaints ...... 8-29 8.10 Implementation Schedule ...... 8-30 9. CONSULTATION ...... 9-1 9.1 Approach to Public Consultation ...... 9-1 9.1.1 Background ...... 9-1 9.1.2 Public Involvement Objectives ...... 9-1 9.1.3 Public Involvement and Communication Techniques ...... 9-2
M2 EIA – Moldova Road Improvements Project -- November 2009 iii 9.1.4 Resources ...... 9-4 9.1.5 Tentative Schedule for Initial Meetings ...... 9-5 9.2 Public Consultation Meetings for the M2 ...... 9-5 9.2.1 Representative Communities ...... 9-5 9.2.2 Meeting in Negureni Village ...... 9-5 9.2.3 Meeting in Badiceni Village ...... 9-6 9.2.4 Meeting in Arionesti Village ...... 9-8 9.2.5 General Conclusions Related to All the Public Meetings ...... 9-9 9.3 Consultation with International, National, and Local Agencies ...... 9-10 9.3.1 State Environmental Expertise and State Environmental Inspectorate ...... 9-10 9.3.2 World Bank‘s Office in Moldova ...... 9-11 9.3.3 Ministry of Economy ...... 9-11 9.3.4 Ministry of Education ...... 9-12 9.3.5 Ministry of Construction and Regional Development ...... 9-13 9.3.6 Ministry of Local Public Administration (does not exist in new government) ...... 9-14 9.3.7 Ministry of Labor, Social Protection and Family ...... 9-15 9.3.8 Ministry of Healthcare ...... 9-16 9.3.9 Ministry of Transport and Roads Infrastructure ...... 9-16 9.3.10 World Health Organization Regional Office for Europe ...... 9-16 9.3.11 UNDP Integrated Local Development Program ...... 9-17 9.3.12 International Labor Organization/PEC ...... 9-18 9.3.13 Conclusions Regarding Agency Interviews ...... 9-19 9.4 Consultation with Non-Governmental Organizations ...... 9-19 9.4.1 Environmental Non-Governmental Organizations ...... 9-19 9.4.2 Social Non-Governmental Organizations ...... 9-21 9.5 Consultation Trip to Ukraine ...... 9-23 9.5.1 Scope of the Trip ...... 9-23 9.5.2 The Bridge between Bronniki and Unguri ...... 9-23 9.5.3 Bronniki Meeting ...... 9-23 9.5.4 Conclusions ...... 9-24 9.6 Interviews and Consultation for the Social Impact Assessment ...... 9-25
List of Figures
Figure 1: Vicinity Map of the M2 Project ...... 2-2 Figure 2: EIA Approval Process ...... 4-11 Figure 3: Forested Areas in the Vicinity of Road M2 ...... 5-3 Figure 4: BIOTICA NGO Ramsar Unguri-Holosnita Natural Area Map ...... 5-5 Figure 5: State-Protected Natural Areas ...... 5-7 Figure 6: Streams in the Project Area ...... 5-9 Figure 7: Minimum - Maximum Range and Average Temperatures for Soroca ...... 5-15 Figure 8: Average Monthly Precipitation at Soroca (1980-2007) ...... 5-16 Figure 9: Typical Vehicle Class Distribution on the M2 ...... 5-18 Figure 10: Typical Noise Levels ...... 5-21 Figure 11: Existing Peak-Hour Noise Levels Near the M2 ...... 5-23 Figure 12: Locations of Cultutal resources Near M2 ...... 5-44 Figure 13: Areas of Landslide Risk Potential ...... 6-19
M2 EIA – Moldova Road Improvements Project -- November 2009 iv Figure 14: 8-Hour CO Concentration Variation by Speed and Distance (2010 and 2030)...... 6-22 Figure 15: PM10 Concentration Variation by Speed and Distance (2010 and 2030) ...... 6-23 Figure 16: Peak Traffic Hour Noise Levels near the M2, with the Project (2030) ...... 6-25 Figure 17: Peak Traffic Hour Noise Levels near M2, ―No Action‖ Alternative (2030) ...... 6-26 Figure 18: Work Flow for EMP Implementation ...... 8-30
List of Tables
Table 1: Environmental Classification of Project Roads ...... 3-1 Table 2: Approach to Addressing Scoping Comments ...... 3-3 Table 3: Summary of Republic of Moldova Laws and Relevance to the M2 Project ...... 4-2 Table 4: Natural Areas Protected by State ...... 5-6 Table 5: Ponds in the Vicinity of the M2 ...... 5-10 Table 6: Major Earthquakes in Moldova ...... 5-12 Table 7: Soil Types along M2 Route ...... 5-15 Table 8: Distribution of Groundwater Reserves as of 1/1/2005 ...... 5-16 Table 9: Assumptions Affecting Traffic Growth along the M2 ...... 5-17 Table 10: Forecast Average Daily Traffic (ADT) along the M2 ...... 5-17 Table 11: Ambient Air Quality Guidelines for CO and PM10(µg/m3) ...... 5-19 Table 12: Fixed Source Air Pollutant Emissions (kt/year) from 1990 to 2005...... 5-20 Table 13: WHO Guideline Values for Community Noise in Specific Environments ...... 5-22 Table 14: Landscape Description ...... 5-23 Table 15: Population Trends for Moldova ...... 5-28 Table 16: Incidence of STI Recorded during 2007 ...... 5-31 Table 17: STI by Gender Recorded in 2007 ...... 5-32 Table 18: Population of M2 Project Area by Age and Gender ...... 5-32 Table 19: Ethnic Composition of the Project Area of M2 (Percent) ...... 5-32 Table 20: Pre-school Institutions in the M2 Project Area ...... 5-33 Table 21: Total Number of Schools, Secondary Schools, and High Schools in the M2 Project Area as of January 1, 2008 ...... 5-33 Table 22: Availability of Institutions of Secondary Education the M2 Project Area ...... 5-34 Table 23: Main Socio-Economic Indicators Characterizing the Incomes and the Living Standard of the Population (January 2008) ...... 5-34 Table 24: National Monthly Average Nominal Wage (January 2008) ...... 5-34 Table 25: Monthly Average Nominal Wage in the M2 Project Area ...... 5-35 Table 26: Percent of Working Population Earning Each Income Level (Urban versus Rural) ...... 5-35 Table 27: Main Industrial Indicators in the M2 Project Area for 2007...... 5-36 Table 28: Agricultural Production in Current Prices ...... 5-36 Table 29: Net Profit (Loss) in Agricultural Enterprises in the M2 Project Area ...... 5-36 Table 30: Number of Persons Employed in the Labor Field and Released During 2007 ...... 5-37 Table 31: Status of Health Care in 2008 ...... 5-38 Table 32: Road Fatality Rates in European Countries in 2007 ...... 5-40 Table 33: Comparative Road Accident Data in Moldova, 2004 ...... 5-41
M2 EIA – Moldova Road Improvements Project -- November 2009 v Table 34: Injury-Accidents in 2008, Project Roads ...... 5-41 Table 35: Causes of Accidents as Attributed by Police, 2008 ...... 5-42 Table 36: Bureau of Statistics Traffic Injury-Accident Data 2000-2007 ...... 5-42 Table 37: Cultural/Natural Monuments Near the M2 Corridor ...... 5-45 Table 38: State Protected Areas near the the M2 Corridor ...... 6-2 Table 39: Description of Wetland Locations along the M2 Corridor ...... 6-7 Table 40: Typical Construction Equipment noise Levels Before and After Mitigation ...... 6-24 Table 41: List of Surveyed Communities ...... 6-29 Table 42: Summary Environmental Management Plan ...... 8-17 Table 43: Monitoring Plan ...... 8-26 Table 44: Indicative EMP Implementation Schedule ...... 8-31 Table 45: Public Meeting Agenda ...... 9-3 Table 46: Interviews and Focus Group Locations and Participation ...... 9-25
ANNEXES (bound separately)
1. List of Preparers 2. Environmental Screening 3. Summary of Environmental And Social Impacts 4. Recommended Special Specification Contract Clauses for Environmental and Social Protection During Construction 5. Results of Interviews and Focus Groups for Socio-Economic Study 6. Resettlement Policy Framework
M2 EIA – Moldova Road Improvements Project -- November 2009 vi Abbreviations and Acronyms
AIDS Acquired Immunodeficiency Syndrome AP Affected person BMP best management practice CO carbon monoxide CPM Center for Preventive Medicine CSE Construction Supervising Engineer CSW commercial sex work EIA Environmental Impact Assessment EIMI evaluation of the impact on the environment EMP Environmental Management Plan EU European Union FGD focus group discussion FS Feasibility Study FSU Former Soviet Union FSW female sex worker GoM Government of the Republic of Moldova HIV Human Immunodeficiency Virus IDU intravenous drug user ILO International Labour Organization IMF International Monetary Fund IOM International Organization for Migration IUCN International Union for Conservation of Nature kt/year Thousands of tonnes per year MAFP Mobility and Access Facilitation Plan MCA-Moldova Millennium Challenge Account - Moldova MCC Millennium Challenge Corporation MEM Ecological Movement of Moldova ME Ministry of Environment MSM men who have sex with men MTRI Ministry of Transport and Road Infrastructure NGO Non-governmental organization
NO3 nitrate PAP project affected person PCDP Public Consultation and Disclosure Plan PM10 Particulate matter less than 10 microns PMU Project Management Unit PLWHA People Living with HIV/AIDS RAP Resettlement Action Plan RASI rapid assessment of potential social impacts RFP Request for proposal ROW right-of-way
M2 EIA – Moldova Road Improvements Project -- November 2009 vii RPF Resettlement Policy Framework RPFPG Resettlement Policy Framework and Procedural Guidelines SEA Sectoral Environmental Assessment SEE State Ecological Expertise SEI State Ecological Inspectorate SIA Social Impact Assessment SRA State Roadways Authority SSI semi-structured interview STI sexually transmitted infection TB Tuberculosis UAE United Arab Emirates UNAIDS Joint United Nations Programme on HIV/AIDS UNDP United Nations Development Programme UNICEF United Nations Children and Education Fund UNIFEM United Nations Development Fund for Women WB World Bank WHO World Health Organization
M2 EIA – Moldova Road Improvements Project -- November 2009 viii 1. EXECUTIVE SUMMARY
1.1 Background The Government of Moldova, having made a proposal to repair five roads totaling 540 kilometer (km) in extent with Millennium Challenge Corporation (MCC) funding, intends to apply part of the proceeds of this grant to fund reconstruction and repair to the following three roads, which have been prioritized for consideration under phase 1. M14: Balti – Criva (134 km) M2: Sarateni – Soroca – Unguri (135 km) M21: Chisinau – Nistru River (36 km) The main objectives of the proposed road rehabilitation project are to: Enhance income levels of local population through reduced transport costs and cost of goods and services Reduce loss to national economy caused by poor condition of the roads Reduce road accidents through improved traffic conditions The above objectives will be achieved through the rehabilitation of the three identified roads, of which the M2: Sarateni – Soroca – Unguri road is being assessed herein for environmental and social impacts of rehabilitation and subsequent operation. The proposed rehabilitation work of the M2 will generally be carried out on the existing road formation, and within the existing right-of-way (ROW). One alternative includes a new section of road around Arionesti village, down through a forested area (Ramsar site), and joining the road along the Nistru River through Unguri to the existing (unused) bridge to Ukraine. The ROW for this new section of road is already owned by the State Roadway Authority (SRA), and preliminary works (grading, some retaining walls, etc.) have been completed, in some cases up to 20 years ago. However, this original option of routing the M2 around Arionesti and down to Unguri has been shown to be technically, environmentally, socially, and economically unjustified in the feasibility study, and is not recommended. The interventions proposed for rehabilitation of the roads, in general, are surface treatment, shape correction, resurfacing and strengthening by overlay, strengthening by reconstruction, repair and replacement of elements to ensure traffic safety, rehabilitation of bridges and foot bridges, rehabilitation of the roadside drainage system, and improvements to a number of intersections.
1.2 Scoping Preliminary screening carried out on behalf of MCC resulted in the environmental classification of the proposed road as Category A, because the road traverses a Ramsar site with a designation of international importance and because of the possible presence of karst geologic structure. MCC requires the development of a full Environmental Impact Assessment (EIA) and Environmental Management Plan (EMP) for Category A projects. A public scoping meeting was held in Soroca in October 2008. The Project proponents, the SRA and Millennium Challenge Account-Moldova (MCA) hosted the meeting and presented the basic components of the project. The meetings were attended by 12 individuals in Soroca, including non-governmental organization (NGO) representatives, government officials, and members of the public. Issues raised by the participants during the discussion included the following:
M2 EIA – Moldova Road Improvements Project -- November 2009 1-1 The EIA will need to clearly describe what is meant by ―rehabilitation,‖ i.e. the extent to which it means more than the provision of new pavement, and clearly set out where and how the ―widening‖ will take place. New amendments to the Moldovan Law on Protected Areas will need to be taken into account in the EIA. Impacts to biodiversity will need to be considered in the EIA, particularly in terms of the ―ecological corridors‖ set out in the National Ecological Network that might be affected by the project. Possible impacts on archeological sites should be investigated in the EIA. It is very important that consultation with all stakeholders take place throughout the EIA process and that the findings of the EIA be disseminated using a variety of ―channels.‖ The importance of safety was emphasized—better sign posting (speed limits) is needed, as well as measures to ensure the safety of non-motorized road users, e.g., bicyclists, horse-drawn carts, pedestrians, etc. The need to provide ―animal crossings‖ for both wild and farm animals, particularly cows, was raised. The EIA should address the potential impacts of heavy metals contamination to soil and water. The EIA should consider noise (e.g., the need for ―shock absorption pavement‖). Landslides should be addressed. Rehabilitation works should consider bypasses for villages and a reduction in the number of curves in the existing road. Drainage/flooding issues should be considered. There is a need to reconstruct bridges. In summarizing the discussion, the SRA representative assured the participants that all their comments and suggestions would be conveyed to the consultants preparing the EIA and incorporated in their work. The EIA addresses all these concerns in various sections of the report.
1.3 Policy, Legal, and Administrative Framework The EIA includes a chapter on the policies, legal, and administrative framework in place in the Republic of Moldova regarding environmental evaluations and the road sector. The chapter also describes potential new legislation and regulations that may affect the project and the requirements of the MCC with respect to its Environmental Guidelines and Gender Policy. Protecting Moldova‘s core national road network from further degradation and creating an adequate institutional and financial framework for the sustainable development of road infrastructure and transport services are the main objectives of the Moldovan Road Sector Program. The strategy of the national program is to improve conditions of the existing public road network, establish the financial and technical environment to bring the road network to the level of European Standards, and develop an express road network in stages. Achieving the objectives of this Project (discussed in section 1.1) will support the national program. National Policy on Environmental Protection in Moldova is well developed, and is structured around the concept of sustainable development and protection of natural resources. Moldova is signatory to numerous international environmental conventions, although compliance with these has sometimes been
M2 EIA – Moldova Road Improvements Project -- November 2009 1-2 hindered by lack of resources and capacity. Since funding for the M2 Project will come from the MCA, the Project will have to comply with the requirements of the MCC Environmental Guidelines and the Gender Policy. This EIA is designed to comply with MCC and Republic of Moldova environmental documentation requirements. Gender issues as they may affect the M2 Project are also addressed in this EIA and will continue to be integrated into the final design and construction stages. The EIA also describes the environmental administrative framework that will implement the Project.
1.4 Baseline Data Baseline information is required in order to gauge the impacts of a project on the physical, ecological, and social environments. The EIA includes considerable baseline information on flora, fauna, sensitive ecosystems, and habitats (including the Ramsar site near the north end of the Project), protected areas, geology and hydrogeology, hydrology, natural disaster risks, soils, climate, existing traffic conditions, air quality, noise, landscape features, and existing sources and levels of soil or water contamination. As available, the baseline data has been selected to refer specifically to the M2 Project area, although in some cases it was necessary to use national or regional information. The EIA also presents a socio-economic profile of Project-impacted areas, an assessment of poverty, a discussion of gender-specific considerations of the Project, population and demographics, access to education, income and principal occupations and industry, human migration and resettlement, water and sanitation, health services and disease control, and traffic safety.
1.5 Environmental Impacts Environmental and social impact significance can be determined on the basis of an impact‘s magnitude, duration, and compliance with accepted standards. Application of the appropriate mitigation as described in the EIA and EMP aims to reduce significant negative impacts to a less-than-significant level. If mitigation measures cannot sufficiently reduce the negative impact, the EIA reports that the impact will remain significant after mitigation actions are completed.
1.5.1 Protected Areas The M2 corridor is adjacent to the Unguri – Holosnita Ramsar site. The performance of minimal maintenance work on sections of the M2 corridor located next to this site between Grigorauca and Arionesti is not expected to have any negative environmental impact to the Ramsar site. The areas of the Ramsar-protected wetlands are not immediately adjacent to the M2 corridor and the increased disturbance to the road surface and adjacent shoulders during surface treatment, shape correction, resurfacing, and strengthening construction activities is not expected to have a negative environmental impact to the site. New road construction around Arionesti though a section of the Ramsar site to Unguri is expected to have potential negative impact to species habitat, forested areas, and streams located within this area.
1.5.2 Fisheries, Aquatic Ecology In early 2009, a research field reconnaissance survey was conducted along the M2 corridor (Saratenti to Soroca to Unguri) route to observe current field conditions of natural resources occurring within the SRA road ROW. Literature review indicates that all streams, rivers, and wetlands in the Republic of Moldova have been negatively affected by sedimentation and chemical runoff associated with the agriculture dominated landscape. During the construction and performance of minimal maintenance work on sections of the M2 corridor located near stream or river crossings, minor temporary negative environmental impact to the fisheries or aquatic resources is expected, but considered a minor, short-term, and reversible negative impact. Applying mitigation measures for existing erosion control best management practices (BMPs) will greatly reduced the impact. Mitigation measures will decrease the amount of contaminants entering the local water resource and reduce the overall cumulative effect the contamination would have on that resource. Only when vehicles are involved in major accidents resulting in a major spill of fluids or
M2 EIA – Moldova Road Improvements Project -- November 2009 1-3 chemicals near the watercourse would the impact be rated as moderate or severe, and long lasting or permanent.
1.5.3 Wetlands In Moldova, wetlands have traditionally been treated as lands of low value. Data on wetland loss in literature is difficult to interpret because the wetland definition used for classifying wetlands is ambiguous (i.e., includes some non-wetland habitats). During the field reconnaissance, five potential wetland areas were observed along the M2. Four are associated with streams and one is associated with a pond. Surface treatment, shape correction, resurfacing, and strengthening construction activities increase the amount of disturbance to the road surface and adjacent shoulders, raising the risk level for environmental impact to wetlands. Rain events occurring during the construction phase of the project would allow the disturbed soils/road material to be easily transported by stormwater runoff into the nearby stream or river system and adjacent wetland areas. Mitigation measures to limit the negative impact would include delineation of the wetland area boundary and avoiding the wetland if at all possible during the work phase using existing erosion control BMPs, such as silt fencing and hay bales to provide a barrier between the construction area and wetland area, using rubber mats for heavy equipment to travel on in the floodplain/wetland area, thus reducing soil disturbance and permanent damage to vegetation, and scheduling the construction work on or near bridges and culverts to be performed during the dry season to minimize the chances of wetland destruction from occurring. If proper BMPs are utilized, the potential negative environmental impact is considered a minor short-term, reversible, and local negative impact with no loss of wetland.
1.5.4 Forests
The majority of Moldovan forests were cleared during the twentieth century, so that the remaining forest stands are mostly the result of cultivation plantations. Forests areas are extremely limited and due to severe human encroachment (primarily land cultivation), the remaining tracts are seriously degraded. Along the M2 corridor, six forest areas have a part of their tree stand located adjacent to the road ROW. No negative environmental impact to forests or protection strips is anticipated between Saratenii and Arionesti. However, an area of concern is the forest area where the M2 corridor crosses through the Unguri – Holosnita Ramsar site between Arionesti and Unguri. Road construction through this area began over 20 years ago and was never completed. This area is now designated as a protected area and the removal of trees is considered a significant negative environmental impact due to habitat loss for rare or endangered species occurring within the Ramsar site. Whether the road is completed through the forest or not, logging would mostly likely continue. Access to the Ramsar forest already exists along paved and unpaved roads. Building a paved road through this section of Ramsar may actually reduce access to the forest by removing access onto current dirt tracks used for logging that adjoin the main track between Arionesti and Unguri.
1.5.5 Rare, Endangered Species Presently, 129 plant species and 116 animal species are included in the second publication of the Red Book of the Republic of Moldova (2001). The Red Book contains a listing of species that are rare or endangered, following the listings developed by the International Union for Conservation of Nature (IUCN). Based on available information, habitat types that once dominated the Moldova countryside have been greatly reduced due to the heavy agricultural use across the landscape. Endangered species of insects, mammals, bats, birds, invertebrates, and plants have been identified as occurring near the area the M2 road crosses through the Ramsar site. New construction activities would cause loss of habitat and a negative environmental impact to endangered species. This is a moderate permanent impact and is considered a significant impact. Mitigation will require that an endangered species study be conducted by expert personnel qualified in actuate species identification prior to any road construction work taking
M2 EIA – Moldova Road Improvements Project -- November 2009 1-4 place in this area to determine if species of concern do occur within the ROW or not. If species do occur within ROW, they should be relocated to a suitable alternative habitat location. Even with relocation of species, the loss of habitat is still considered a significant impact.
1.5.6 Animal Migration A portion of the M2 project corridor route is located within and adjacent to an avian migratory flyway zone along the Nistru River from Soroca to Otaci. Minimal maintenance (patching, crack sealing, vegetation control, guardrail repair, and replacement) work, as well as work to do surface treatment, shape correction, resurfacing and strengthening by overlay, and strengthening by reconstruction would only impact surface areas on the roadway and shoulders within the ROW zone and would not affect feeding or nesting habitat used by migrating birds. Negative environmental impact to avian species from the rehabilitation work is not anticipated. These impacts are expected to be less than significant. Mammal migration is local and does not include cross-boundary migration, as for birds. A mammal migration pattern for known species occurring in the Republic of Moldova (Rabbits, boars, deer etc.) is typically limited to only a few kilometers in distance and mainly within the fields and/or forest areas adjacent to the M2 corridor. When animals cross the roadway, they are at risk of being hit by moving vehicles, thus resulting in possible fatality to the animal, to vehicle occupants, or both. Since the M2 roadway is a preexisting roadway, this potential hazard already exists, although it may be exacerbated in the part that passes through the Ramsar site because of the additional traffic expected on this section. As a mitigation measure, areas known to have a high number of animal crossing/collisions should have warning signs installed indicating an animal crossing zone. These impacts are expected to be less than significant, with mitigation.
1.5.7 Natural Industry The Republic of Moldova has several natural industries, including mineral mining, fisheries, and agriculture. The small mineral industry is primarily engaged in mining and production of industrial minerals and products, including cement, dimension stone, gypsum, limestone, and sand and gravel. The country has more than one hundred deposits of industrial minerals and small oil and gas reserves, which it hopes to develop with the aid of foreign investors. Streams and rivers in the Republic of Moldova have been negatively impacted by sedimentation and chemical runoff associated with the agriculture- dominated landscape. Consequently, aquatic biodiversity has declined significantly, and the local and commercial fisheries have been reduced. The majority of commercial fisheries are located in the constructed impoundments placed within the channels of streams, small rivers, and tributaries to the Nistru River and the Prut River with more than 3,450 ponds and 80 reservoirs established. Forest areas are extremely limited, and due to severe human encroachment (primarily land cultivation), the remaining tracts are seriously degraded. Based on available data, no wood product industry exists in Moldova. A large number of forest protection strips, which were established to combat soil erosion provoked by wind are planted on agricultural lands, on river banks, along roadways, and around cities and industrial areas. Many of these protection strips contain walnut trees and the Walnut Producer Associations do harvest some of these nuts for commercial sale both in Moldova and internationally. Trees along the ROW are the property of the SRA. If too many of the walnut trees are removed, there could be financial implications to the Walnut Producer Associations even if they don‘t own the trees. These impacts are considered significant and require the implementation of mitigation measures into the road rehabilitation design to reduce the impacts to a less-than-significant level. Mitigation measures, including proper planning and scheduling of construction and decommissioning activities and the avoidance or reduction in the number of trees removed or damaged during these phases, would reduce negative impact to these industries.
M2 EIA – Moldova Road Improvements Project -- November 2009 1-5 1.5.8 Soil Erosion and Siltation Soil erosion from construction activities will be controlled through the application of design measures and BMPs during construction. These mitigation measures will reduce negative impacts of erosion and siltation to a less-than-significant level.
1.5.9 Local Flooding Moldova is a country with significant flood risks, especially along the smaller internal rivers. Data on the extent of flood damage and location is not often available because local floods are not always reported, and individual victims and private damages may not be recorded. Flooding of Moldova‘s transboundary rivers have been a significant threat in the past, but the Prut and Nistru Rivers are effectively controlled by infrastructure works undertaken in the 1960s and 1970s and have not been problematic in recent decades. On smaller rivers, the level of flood protection depends very much on the current state of the dams and dikes, which are now in need of substantial repair. In August 2008, a flood event impacted many areas in the north, east, and southern portions of Moldova. Based on available information provided in the drainage report prepared for the M2 corridor, 22 culverts and one bridge are either undersized for the original design flow or do not provide adequate flow volume for high flood water due to structural damage or clogging with debris. One additional area is also identified as not having any structure in place, allowing the road to act as a dam to water flow. Flood water pools against the shoulder and eventually flows over the roadway. During the bridge or culvert replacement portion of the rehabilitation process, heavy equipment working in the floodplain to decommission the old bridge span or culvert, as well as any vehicle by-pass road (if installed), would damage local vegetation and highly disturb the soil. Soil disturbance caused by heavy equipment within the floodplain could cause severe erosion gullies to form, stream channel bank stabilization to fail, and stream channel pathway to alter during storm events. These impacts are considered significant and require mitigation measures to be incorporated into the road rehabilitation design. If proper BMPs are utilized, the potential negative environmental impact would be a minor, short-term, reversible, and local negative impact.
1.5.10 Stream Channel Regime Changes The M2 corridor crosses over 18 water (stream or river) courses between Sarteni and Unguri. Rain events occurring during the construction phase of the project would allow the disturbed soils/road material to be easily transported by stormwater runoff into the nearby stream or river system. The additional siltation load to the watercourse can cause sediment aggregation within the channel if the system is not able to accommodate and transport the load downstream. Bridge or culvert replacement, if part of the rehabilitation process, may see heavy equipment working in the floodplain decommissioning the old bridge span or culvert, and any vehicle by-pass road (if installed) would damage local vegetation, and highly disturb the soil. Soil disturbance caused by heavy equipment within the floodplain could cause severe erosion gullies to form, stream channel bank stabilization to fail, and stream channel pathway to alter. If proper BMPs are utilized, the potential negative environmental impact would be a minor, short- term, reversible, and local negative impact. Currently, no stream channel relocation or realignment is proposed. Should this requirement change, stream channel relocation or realignment would be considered a significant impact, and would require the implementation of mitigation measures during road rehabilitation.
1.5.11 Landslides Landslides are common in Moldova due to the clay soil profile and groundwater levels, and occur mostly during winter and spring months when precipitation rates increase, snow melts, and the soil is highly saturated. Landslides may be triggered by earthquakes, soil disturbances such as building or road
M2 EIA – Moldova Road Improvements Project -- November 2009 1-6 construction, intensive agriculture, deforestation, or rising groundwater tables. On average, 15,000 landslides covering 30,000 hectare (ha) occur annually, with an annual increase of 1,000 ha. Landslides can kill or displace local residents and damage or destroy buildings, farm land, and surface water resources such as streams or impoundments and roadways. Although the performance of minimal maintenance work on sections of the M2 corridor in areas at risk for landslides should not have any negative environmental impact, road construction activities in general could be a trigger. Vibrations from heavy equipment, soil disturbance from grading, excavation, or slope cutting could cause the surrounding top soil layer to become unstable and begin a slide. This would create a health and safety risk for road construction workers and other motorists in the area. This is considered a significant impact and requires the implementation of mitigation measures during road rehabilitation to stabilize the surrounding area and reduce landslide potential.
1.5.12 Air Pollution Air pollution along the M2 during the construction stage can be attributed to traffic congestion, particularly in urbanized areas due to temporary partial or full road closings or deviations; increased emissions from heavy machinery used for construction; and emissions from asphalt batch plants and quarries, and dust from borrow areas. These impacts will be temporary and of short duration, and will be mitigated through specifications that will be part of the construction contracts. These specifications should include the proper maintenance of vehicles, dust control at work sites, traffic circulation maintenance, and proper location of borrow pits, quarries, and asphalt batch plants away from villages and other sensitive sites. With the implementation of these mitigation measures, air quality impacts during construction are expected to be less than significant. Air pollution along the Project corridor during operation (after rehabilitation) will primarily result from exhaust fumes from vehicles (e.g., carbon monoxide [CO], PM10, etc.) using the Project road. After the Project is completed, the volume of traffic that will travel the M2 will increase due to the increased capacity of the roadway. This will increase the emission of pollutants. However, vehicles will operate at higher and more efficient speeds, thereby reducing the amount of pollution they emit per kilometer traveled. The background concentrations of PM10 are expected to remain significantly higher than the additional contribution resulting from rehabilitation, and will be the primary cause for any future exceedances of national air quality standards.
1.5.13 Noise During the construction period, heavy equipment, pile driving, and other activities are expected to increase noise levels along the corridor. Traffic noise in the Project corridor already approaches or exceeds the guidelines established by the World Health Organization (WHO). Therefore, any increases in noise levels during construction can be considered a significant negative impact. Construction equipment likely to be used for the Project emits noise at levels that generally exceed the WHO guidelines for receptors closer than 15 meters (m). Because of the nearness of the surrounding buildings in populated areas, and the fact that traffic will be very near to the construction activities, large numbers of people are anticipated to be subjected to noise levels that exceed the guidelines. This will be mitigated through contractor requirements, but will likely remain a significant impact even with mitigation. By the year 2030, the Project roads will carry more vehicles (up to 3.7 times as many) at greater speeds than they do currently. As such, ambient noise levels are expected increase in the vicinity of the Project. Peak-hour noise levels during operation will exceed the WHO guidelines within a distance of approximately 200 meters from the edge of the roadway. In populated areas, the shielding effect of the first row of buildings along the roadway will decrease the noise levels rapidly beyond the buildings. Noise impacts are considered significant. Mitigation includes enforcing slower speeds in populated areas
M2 EIA – Moldova Road Improvements Project -- November 2009 1-7 with speed bumps, public awareness campaigns, signage, and/or other approaches. In particularly sensitive locations, such as hospitals, sound barriers should be considered. No such sensitive receptors were identified for the M2 during the screening survey.
1.5.14 Surface Water and Groundwater Quality The water quality of Moldova‘s water resources is considered the poorest in Europe. Contamination of Moldova‘s water resources comes from local surface runoff, runoff from rivers flowing into the country, and groundwater. Water pollution is a serious concern with lowland water sources heavily polluted by agricultural chemicals, industrial waste, and sewage. Most potable water resources are contaminated to some extent, with nitrites, nitrates, fluoride, and residues of pesticides. There are about 120,000 water wells in use, 60 percent of which show high nitrite concentrations. Most rural drinking water wells are shallow aquifer wells tapping into the phreatic aquifers that lie on top of a thick clayey formation separating them from the deeper aquifers. The base of these shallow aquifers is generally found at a depth between 3 m and 30 m. Recharge occurs by infiltration of rainfall into the soil in the upper hills and slopes, flowing downgradient as groundwater, and discharging into depression areas or local streams. There are no natural barriers protecting the shallow aquifers from the sources of anthropogenic pollution on the soil surface, allowing pollutants to easily migrate down into the aquifers. Pollution sources are usually directly related to land use. The water quality of the deep wells differs significantly from that of shallow groundwater with a much lower hardness, higher pH, and a total absence of nitrate (NO3). Pollution of surface waters by phenols, hydrocarbons, copper, manganese, zinc, and nitrates exceeds current Moldova regulatory levels, and coliform bacteria levels in reservoirs and water supply systems are at dangerous levels in many areas; gastrointestinal disease is common. During the performance of maintenance work on sections of the M2 corridor located near stream or river crossings, minor, temporary, and negative environmental impacts to surface water quality are expected. These impacts are less than significant. In areas selected for asphalt plant operation, pollution to both surface water and groundwater could occur from spills or leaks of chemical compounds used in asphalt production or improper storage of lubricants or construction materials. Areas used for quarrying or borrow may intercept groundwater tables exposing groundwater to direct local contamination. Also, materials removed from borrow areas may contain higher levels of contaminants than the areas where the material may be placed for roadway rehabilitation. These possibilities can cause negative impacts to surface water and groundwater quality. In addition, improper sewage facilities and/or improper storage of construction materials for road rehabilitation workers could increase negative impacts to both surface and groundwater quality. These impacts are considered significant and require the implementation of mitigation measures. Mitigation measures, such as proper site selection for asphalt plant operation; proper storage of chemicals, lubricants, other hazard materials, and construction materials; proper sewage facilities for accommodation facilities; proper disposal of waste materials; and testing contaminant levels of borrow material, would reduce potential negative impacts. During the operation phase, SRA should work closely with police, fire, and other emergency responders to develop a procedure to handle accidents likely to cause impacts to surface or ground waters. With the implementation of proper BMPs, surface water and groundwater impacts are expected to be less than significant.
1.6 Socio-economic Impacts
1.6.1 Potential Positive Impacts Based on analysis of data collected among the Project-impacted communities, review of available secondary data, as well as the stakeholder consultations, the Project is expected to have various positive social impacts. Overall, the Project will:
M2 EIA – Moldova Road Improvements Project -- November 2009 1-8 Enhance rural connectivity of Project affected population both locally and nationally, includining improved and reliable access to urban centers, the capital city, as well as neighbouring countries (Ukraine and Russia) Bring major development initiatives into the region, which will potentially trigger a chain of other developments such as local tourism Facilitate better access to social infrastructure located in and outside the Project area Lower transport costs, especially for the poor and vulnerable groups (women, elderly, and youth ) Shorten travel times, including local travel (between the villages), and rural-urban travel especially for women and elderly Reduce deterioration of vehicles and maintenance costs for local population Increase local and international travel, including travel between Moldova and the Ukraine and Russia Facilitate services targeting road users (including pedestrians), small vendors withwomen, elderly, and the poor among them Create ample and mid-term income-generating opportunities for the impacted communities, including the poor, women, and youth, such as small- and medium-sized businesses of local importance Create business opportunities for enterprises producing building/rehabilitation materials Create work opportunities for vendors and other retail sector workers, particularly for women, young people, and the elderly, where entry to the roads is allowed Reduce the time needed to get products to market and increase marketing opportunities for agriculture and horticulture production, thereby increasing incomes for the rural communities, particularly for women, elderly and young people Increase availability of agricultural inputs and lower their costs Increase non-agricultural incomes, especially for women, young people and the elderly Strengthen social interactions and social cohesion among rural communities locally, regionally and nationally The Project is expected to create a number of income-generating opportunities for the Project-affected communities, including women, youth, and the unemployed, during: (i) the construction/rehabilitation phase and (ii) the operation phase. Key Social Benefits: The most direct social benefits of the Project will be associated with civil works to be created during the rehabilitation and operation of the M2 Road. The jobs created by the Project will have at least three types of impacts: (a) direct, (b) indirect, and (c) multiplier. Direct impacts include the jobs to be created during rehabilitation and operation through the civil works contractors for the Project and the local road maintenance units. Indirect impacts include jobs created by suppliers of goods and services during rehabilitation and operation. The multiplier effect includes opportunities created by the increased economic activity associated with the direct and indirect benefits. Given the level of local and international travel on the existing road, which is in poor condition and unsafe, broader positive impacts of the Project are likely to be major and sustainable. Gender-Specific Potential Benefits: The Project is expected to provide safer, faster, and more reliable services to women, including young women, women with children, and elderly women. These women will have better access to health, educational, and recreational facilities. Women of working age will also
M2 EIA – Moldova Road Improvements Project -- November 2009 1-9 be able to seek opportunities outside of their localities for work (trading at local markets) and income- generation, and will have better access to financial institutions (local banks). Women will also benefit from local, small-scale contracting jobs. Better Opportunities for Women, Youth, and Poor: While many of the rehabilitation jobs tend to be filled by men, a significant number of the jobs and roads station jobs may be also filled by women and the elderly. This will provide an opportunity for women to contribute to the household incomes and will be particularly helpful for women-led households that rely on low wages and pensions to provide for education and medical care. During construction, the provision of food and other necessities to the work crews will provide additional job-creating benefits, especially for women and youth. Restaurants, rest areas, and other retail facilities are likely to be built to accommodate the contractors and drivers. Many of the jobs that will be created are likely to be targeted at women and youth (e.g., catering, cleaning, and roadside services). In addition to permanent roadside jobs, including management and supervision, and providing food and other services to passengers, many jobs will be available to the unemployed youth and women. Potential job opportunities include selling necessities, as well as newspapers and magazines. Such jobs will provide opportunities for poor families to generate income for their households. These types of jobs are expected to increase significantly as the M2 road begins operation. Long-term Income-Generating Opportunities: Jobs that will be created as a result of the Project will potentially help communities sustain their livelihoods. For example, roadside station/rest areas will likely become places for long-term job creation as passengers traveling to and from the roads will require permanent services such as food, gas, shopping, and rest area facilities (e.g., employment in food and retails sectors, new hotels, or tourist sites). All of these businesses require permanent workers, many of them unskilled. Expanding job availability will enable the poor, women, and youth to find employment to supplement and ultimately help improve their lives. Addressing Rural Out-migration: If the Project provides stable income-generating opportunities for the local communities, young people and men will likely migrate (to other parts of Moldova or outside the country) at lower rates than currently experienced. Strengthening of Social Cohesion: Opportunities created under the Project will help strengthen social cohesion at both the household and community levels. Jobs will bring revenues to the communities, and women and youth in particular will be provided with better opportunities to generate income and be employed, and thus remain in the communities. Project affected communities will also have better opportunities to invest in education, health care, and the social/cultural life. Increased Demand for Skilled Labor: Some of the roads rehabilitation is expected to require highly skilled and moderately skilled workers with technical experience that are available locally.Consultations in the Project communities indicated that teams of skilled workers already engage in local roads rehabilitation worksoften includingwomen and young people.Such teams are available at rayon levels with essential staff on fixed salaries while skilled workers are contracted individually for the duration of a contract. Increased Demand for Unskilled Labor: In addition to the direct rehabilitation jobs, a substantial number of unskilled jobs will be created by the local industries that will supply the building materials for the Project. Major quantities of sand, rock, brick, gravel, ballast, and cement will be used and these materials maybe produced locally. Following rehabilitationphase, jobs will be created for the maintenance phase. Given the expected high level of road transport, the number of jobs that will be created to operate the M2 from the first year of Project operation is likely to be high. In addition, new jobs will be created for the maintenance of roadside stations and bridges that will be built or rehabilitated. Low-skilled and unskilled workers will be required for maintenance, cleaning, errands, and a range of other activities.
M2 EIA – Moldova Road Improvements Project -- November 2009 1-10 Potential for Local Tourism Development: Local and international tourism has been limited in the Project area. However, when the M2 is rehabilitated, it is likely that more national and international tourists will visit historic, cultural, as well natural sites that are located in proximity to the Project area. Tourism could become a priority growth industry because it could contribute in generating jobs for the poor, women, and youth at as guides, vendors, and sales persons of local food or handicrafts. It could also generate jobs in hotels, restaurants, and other services, both formally and informally. As the number of domestic and international tourists grows, there may be opportunities to develop regional tours as well as tours of archeological or other cultural sites, including places of recreation and worship such as a number of churches of regional and national significance. At the same time, regional tours would allow for the introduction of some lesser-known sites, which will bring additional tourists and recognition. The demand for tourism may lead to the increased demand for special ecotourism tours, cultural tours, and historical tours. Developing such tours would also provide an opportunity for extensive community interaction and poverty reduction.
1.6.2 Summary of Potential Negative Social Impacts According to the field observations, consultations with the communities, as well as review of secondary data, a number of negative social impacts may also arise as the result of the Project. They include: Increase in traffic of long distance trucks and buses may have an adverse impact on the safety of pedestrians, especially women, children and elderly; this is particularly evident in communities of M2 that are located within the close proximity to ROW (5-10 meters) such as Codrul Nou, Prudanesti, Capriesti, Rublenirsca, Grigorauca, and Unguri;
Traffic increase may also contribute to the increase in noise and vibration and thus may cause deterioration of buildings, especially houses located in close proximity to the ROW, particularly in the villages of Codrul Nou, Prudanesti, Capriesti, Rublenirsca, Grigorauca, and Unguri
Improved connectivity of the rural and mostly remotely communities to urban areas, especially to Chisinau, as well as abroad (Ukraine, Russia, countries of Southern and Western Europe) may increase outmigration of the working-age populations, especially young men and women;
Improved connectivity of rural communities will significantly increase social interactions between the communities and thus may contribute to the spread of communicable diseases, including STIs and HIV/AIDS;
During construction phase, the influx of outside labor force (construction workers, transport workers, etc.) and more importantly their interaction with local communities, especially women and young people may also contribute to the spread of communicable diseases, including STIs and HIV/AIDS;
The villages of Unguri, Calarasovka and Arionesti may be the most affected communities due to potential significant impact with regards to their proximity to the Ramsar Site, as well as the allocation of land for the road, primarily agricultural land;
1.6.3 Human Trafficking, Drug Use, HIV/AIDS, and STIs Human trafficking. In the last decade, Moldova has become one of the countries with the highest incidences of human trafficking of young women and children, mostly to Russia, the Ukraine, Turkey, Western Europe, and United Arab Emirates UAE for sexual and labor exploitation. According to the U.S. Department of State, one to two million people are trafficked each year worldwide. In 1997 alone,
M2 EIA – Moldova Road Improvements Project -- November 2009 1-11 trafficking involved 175,000 women and girls from Central and Eastern Europe and the Former Soviet Union1, including Moldovans. Tens of thousands of Moldovan women, most from rural areas, are estimated to be victims of human trafficking. Economic hardships and ignorance turn young girls into easy targets for traffickers. According to an International Labour Organization report, Moldova‘s national Bureau of Statistics estimates that there were over 25,000 Moldovan victims of human trafficking for forced labor in 2008. Moldovan women are trafficked primarily to Turkey, Russia, Cyprus, the UAE, and also to other Middle Eastern and Western European countries. Men are trafficked to work in the construction, agriculture, and service sectors of Russia and other countries. There have also been cases of children trafficked to neighboring countries for begging. Girls and young women are trafficked within the country from rural areas to Chisinau, and evidence suggests that men from neighboring countries are trafficked to Moldova for forced labor. The small breakaway region of Transnistria in eastern Moldova is outside the control of Moldova‘s central government and appears to be a location for trafficking. Major methods of recruitment include false promises of employment abroad, false promises of marriage, and kidnapping. After recruitment, traffickers withhold documents and impose slave-like terms of employment. Victims are afraid to turn to the police because many traffickers can locate and threaten victims‘ families. Traffickers and other exploiters restrict women‘s movement and subject them to beatings, rape, and sometimes death.2 Commercial sex work (CSW) as a result of trafficking of women is a critical social issue in Moldova. According to official statistics, there are approximately 5,200 CSW workers in the country, but this number is generally acknowledged to be an underestimate. Elsewhere, women from Moldova are working in the commercial sex industry in Italy, Greece, Albania, Turkey, France, Romania, and Russia. CSW is also associated with an unprecedented increase in the incidence of sexually transmitted infections (STIs), particularly syphilis, and has also contributed to a rise in HIV infections. Syphilis infections grew from 7.1 to 200.1 per 100,000 from 1989 to 1999. Fifty-three percent of syphilis patients are in the 18–29 age group. Epidemiological projections in the year 2000 indicated that in the absence of effective interventions, HIV/AIDS prevalence would reach 1.9 per 100,000 by the year 2011 (World Bank 2009). The number of new cases of common STIs, including HIV, is estimated to be around 239,000 per year. Furthermore, STI cases are severely underreported, as many patients and providers prefer to treat these diseases without reporting them (World Bank 2009). HIV/AIDS in Moldova is characterized by a concentrated/low prevalence epidemic largely among high- risk groups such as the intravenous drug users (IDUs), female sex workers (FSWs), prisoners, and men who have sex with men (MSM). The first outbreak of the epidemic occurred in 1996 mainly among IDUs, and to a lower degree the incarcerated populations. At the end of the 1990s the number HIV cases decreased among the IDUs, while the number of HIV cases via sexual transmission increased, signaling that the virus had started to spread outside the high-risk populations. The gender impact of the epidemic shows that in 2000 women represented no more than one quarter of all infected persons, around in 2004 they represented 49 percent of people living with HIV/AIDS. According to the 2006 Informational Bulletin from the National Scientific Center for Preemptive Medicine, 3,400 persons were infected with HIV, 314 persons had AIDS, and 187 deaths were reported as a consequence of AIDS-connected illnesses. HIV/AIDS continues to be a major concern for public health, with sudden increase tendencies both in absolute numbers and in the infection rate. In 2006, 616 new cases were reported (14.72 to 100,000) compared to 2001, when only 210 new cases were reported (5.81 to 100,000). The first sudden increase was noticed when the number of reported cases jumped from 7 to 48, and in 1997 the number reached 404. After 1997, the number of new cases per year settled at around 400 to 500, until 2006 when 616 new cases were reported.
1 World Migration Report, 2008 International Organization for Migration 2 Moldova Gender Profile, World Bank, 2005
M2 EIA – Moldova Road Improvements Project -- November 2009 1-12 Key challenges of HIV/AIDS in Moldova include: (i) young people becoming engaged in IDU and risky sexual behavior in very high numbers, putting them at high and immediate risk of infection; (ii) drug trafficking and drug use, especially IDU, and CSW continue to increase; (iii) until recently, a low level of awareness among decisionmakers about HIV/AIDS/STIs and their potential impact on the society and economy; and (iv) stigma and discrimination against people living with HIV/AIDS still persists, and is compounded by a misconception that HIV/AIDS only affects ―undesirable‖ populations. In addition, Moldova has a TB (Tuberculosis) epidemic that involves TB and HIV co-infections. TB has seen continued growth over the last decade due to a worsening of economic and social conditions that increase susceptibility to disease and reduce access to care. Improper identification and treatment of TB patients is common, as well as a shortage of effective anti-TB drugs. According to official data, the TB incidence increased by 53 percent during the 1990s, and has increased even more in the last couple of years—from 62 cases per 100,000 people in 1999 to 82 cases per 100,000 people in the first half of 2001. According to expert opinion, the actual incidence is much higher, around 120 cases per 100,000 people in 2001. If interventions are not put in place, the TB epidemic will worsen, especially as HIV/AIDS spreads, as TB is the most common opportunistic infection of HIV/AIDS.
1.6.4 Traffic Safety Traffic safety was one of the primary concerns expressed during the scoping meetings and in the public and stakeholder consultation process, especially along the 25 surveyed villages. Main concerns include the safety of children, women, street vendors, and pedestrians at large. Lack of traffic sings and lights make traffic safety more problematic in the communities that are located exactly on the 30-m ROW. Consequently, traffic safety has been integrated into the design by applying safety standards regarding sight distances, vertical and horizontal alignments, signage, crossing and parking protection, the introduction of roundabouts at dangerous intersections, guard rails, and appropriate speed limits. As a result, this potentially significant impact has been reduced to a less-than-significant level.
1.6.5 Cultural Resources Due to the distance from the road of all the identified cultural rersources and monuments no impacts are anticipated during construction. The EMP presents measures that should be taken to protect hitherto undiscovered cultutral resources should they be found during construction. Simiularly, no significant negative impacts are expected from the operational phase of the M2. A potential positive impact would be that improved access on the M2 to the identified cultural sites and monuments could increase the visitation rates to these sites.
1.6.6 Potential Resettlement For the most part, the proposed improvements to the M2 will require neither widening nor modification of the existing alignment. A total of 2.24 ha of additional land will have to be acquired along the M2 primarily to address geometric deficiencies (unsafe curves, etc.), but the specific locations will be determined during the final design. Civil works will generally be restricted to improvement of the existing carriageway and are unlikely to require either substantial land acquisition or destruction of private or public infrastructure. Possible exceptions to this include the need to reposition a few utility poles and several wells in the village of Grigorauca and elsewhere. Depending on the alternative chosen, a few community wells may be affected. There will, of course, be some disruption caused during implementation of engineering works though without anticipated loss of income either to private households of business enterprises. Some temporary land acquisition will be necessary for works site offices, material storage, and parking areas for the engineering plant. An estimated three such sites will be required: one of around 5,000 m² and two each of 1,500 m². It is understood that land acquisition is under the jurisdiction of the Ministry of Land.
M2 EIA – Moldova Road Improvements Project -- November 2009 1-13 While large scale resettlement issues are not foreseen, a Resettlement Policy Framework (RPF) has been prepared to guide mitigation and entitlement assessment (Annex 6). The RPF is consistent with the international resettlement requirements of the World Bank and MCC. Beyond these general comments, reference must be made to possible more significant resettlement issues associated with the final few kilometers between the existing M2 highway and the bridge across the Nistru River at Unguri. Any estimate of these issues will only be possible in sight of the final alignment and design of agreed engineering works. The two principal options will both entail significant, though limited, social impacts unlikely to necessitate the preparation of a full resettlement plan.
1.7 Transboundary Impacts The Republic of Moldova is a signatory to the Convention on Environmental Impact Assessment in a Transboundary Context (Espoo, 1991) - the 'Espoo (EIA) Convention'. The Espoo Convention sets out the obligations of signatories to assess the environmental impact and to notify and consult each other on all major projects under consideration that are likely to have a significant adverse environmental impact across boundaries. Potential impacts of the M2 Project across Moldova‘s borders were investigated. Of primary concern were impacts due to increased vehicular traffic that the Ukrainian road system would not be able to handle and the potential for human trafficking in either direction at the border. The M2 technical analysis indicates that the increase of traffic will not be sufficient to cause traffic-related impacts in Ukraine, whether the road improvements continue to Unguri or Otaci or stop well short of the border. The approach and mitigation measures presented in this EIA to control human trafficking and other negative social impacts will also serve to reduce or prevent these types of impacts on both sides of the border. A consultation was held at Bronniki village (the nearest Moldovan village is across the Dniester river– Unguri) to discuss these issues and ask if other negative impacts were expected on the Ukrainian side. The people interviewed support the planned rehabilitation of the M2, indicating that this will positively affect their economy, tourism, and cultural exchange between the countries, which is in line with the intentions of their Governments and the European Union. No negative aspects were mentioned.
1.8 Analysis of Alternatives
1.8.1 Background The World Bank supported an assessment of the Moldovan road sector. The main objectives of the Government‘s Road Sector Program are: (1) to protect Moldova‘s core national road network from further deterioration; and (2) to create an adequate institutional and financial framework for the sustainable development of road infrastructure and transport services. A Sectoral Environmental Assessment (SEA) of the Program considered, among other things, alternative approaches to the enhancement of the country‘s road network. This SEA identified only two strategic alternatives with respect to the road network: (1) no rehabilitation and/or maintenance; or (2) rehabilitation and/or maintenance. Complete reconstruction of roads was not considered because the cost would be greater than the Program could meet. The SEA concludes that the ―no rehabilitation/ maintenance‖ (or ―no project‖) alternative is ―not a good environmental option which being chosen may provoke adverse environmental effects/environmental risks over time.‖ Further, ―the ―rehabilitation and/ or maintenance‖ approach, proposed by the Moldova‘s Road Sector Program is a better environmental alternative, as most of impacts described in previous chapter are temporary, local, easily recovered and managed.‖
1.8.2 No Action The ―No Action‖ alternative consists of not improving the M2 between Sarateni and Unguri, including not developing a new section of road around Arionesti village. The unfinished roadway between Arionesti
M2 EIA – Moldova Road Improvements Project -- November 2009 1-14 and Unguri through the Ramsar site would remain unfinished and difficult to traverse during the winter months, but the impacts to the Ramsar site would be eliminated. The current inadequate schedule of maintenance for the M2 would continue to be applied, and the road would deteriorate further. The ―No Action‖ alternative would not meet the main objectives of the Project, to enhance income levels of the local population through reduced transport costs and cost of goods and services, reduce loss to the national economy caused by the poor condition of the roads, and reduce road accidents through improved traffic conditions. Further, the cost of repair would be far higher as the road continues to deteriorate. Because of these increasingly negative environmental, social, and economic impacts, and because the objectives of the Project would not be met, the ―No Action‖ alternative was not considered further.
1.8.3 Alternative Concepts In general, the design process considered rehabilitation of the road within its current ROW. As needed, minor changes in vertical or horizontal alignments were designed to improve the roads. Some bridges and many culverts require re-design as part of the road rehabilitation. The feasibility study process also investigated the need to widen or add lanes to certain sections of the roadway, but this was deemed not necessary for the M2 and a two-lane road was considered to be adequate for the lifetime of the project, through 2030. Changing the alignment outside of the ROW could result in significant additional costs (including land acquisition and resettlement) that would make the project economically not viable. As a result, no alternative concepts, such as widening to four lanes or building the road outside of the current ROW were considered. Alternatives were investigated in terms of the alignment of the M2 from Arionesti to the Nistru River. One section of proposed road within the MCC program at the northern terminus of M2/R9 would possibly extend from the town of Arionesti to an existing major bridge structure at Unguri. It presently consists of a dirt track and it is the only segment of road within the program that could be considered new construction. Detailed analysis indicates that this alignment is not acceptable from an engineering, economic, social or environmental standpoint. The location for the proposed road goes through the ecologically sensitive Ramsar site. From km 1.5 to 4.0 the proposed longitudinal gradient of this road is 8 percent and the proposed road alignment would be through a dense protected forest. This section of the road would require a retaining wall of a minimum of 1 km in length to prevent slope failure.
In addition, the traffic forecast analysis based on the traffic survey and the Origin-Destination survey concluded that traffic flow on this section will be insignificant (less than 1,000 vehicles / day) and therefore, construction of this road would not result in a positive economic rate of return. Consequently the construction of this road is not feasible according to the HDM-4 economic model results and it is not recommended for construction within the MCC program. The current preferred alternative includes improving the road to Otaci. 1.9 Environmental Management Plan The Law of the Republic of Moldova on Environmental Review and EIA stipulates that Environmental Impact Statements prepared under the law contain a ―description of planned actions of forestalling, liquidation, minimization and compensation of the impact on the environment.‖ Appendix D of the Environmental Guidelines of the MCC also requires that an EMP be prepared as part of the EIA report. A detailed EMP has been prepared and is included in the EIA (See Chapter 8). The EMP: Outlines measures to be adopted in project planning and design to avoid or minimize adverse impacts on both the environment and community Formulates specific mitigation measures to avoid or minimize the adverse impacts of pre- construction, construction, and post-construction phases of the road development
M2 EIA – Moldova Road Improvements Project -- November 2009 1-15 Prepares a plan to monitor the implementation of the mitigation measures and their effectiveness in combating adverse impacts Establishes an institutional mechanism for EMP implementation, monitoring, and reporting
1.10 Consultation Communities identified as potentially impacted by the Project comprise any number of groups, differentiated along socio-economic, demographic, and cultural make-up, but also by nature and/or severity of impact. Each of these groups have different transport requirements and/or aspirations, have different capabilities, levels of education, health, and/or access to capital resources. Social analysis and consultation is paramount to ensure that participating members of these varied groups are first identified and their opinions and aspirations recorded. The EIA report includes a Social Impact Assessment (SIA), the compilation of which includes public consultations. The SIA reflects both national statistics as well as results from field enquiries. It indicates how the proposed Project will directly or indirectly contribute to poverty reduction and how it will ensure that Project impact populations, including women, elderly, the poor, young people, and other vulnerable groups, benefit proportionately. In addition, meetings and consultation were held with government agencies involved with the Project and with NGOs with interests in development and environmental and/or social issues. The consultation process is described in Chapter 9.
1.11 Conclusions This document presents an evaluation of impacts from the rehabilitation and operation of the M2 from Sarateni to Unguri (135 km). The findings of this EIA are that the M2 road rehabilitation project supports the objectives of the MCA to enhance income levels of the local population through reduced transport costs and cost of goods and services, to reduce losses to the national economy caused by the poor condition of the roads, and to reduce road accidents through improved traffic conditions. Consultation with local authorities, relevant national and international agencies, NGOs, and the public led to the investigation and resolution of a number of issues of importance. The vast majority of the people and entities consulted support the roads improvement project, and have provided information and opinions on how to make the project better. The original option of routing the M2 around Arionesti, down through the Ramsar site to Unguri, has been shown to be technically, environmentally, and economically unjustified in and is not recommended in the Feasibility Study or this EIA. This would eliminate the potential negative impacts of going through the Ramsar site and potential resettlement needs. Given the implementation of the mitigation measures presented in this document, implementation of the EMP, the avoidance of the routing through the Ramsar Site, and the addition of special specifications to the bid documents and the construction contracts proposed in EIA Annex 4, the M2 rehabilitation project can and should be implemented in an environmentally and socially responsible manner.
M2 EIA – Moldova Road Improvements Project -- November 2009 1-16 2. PROJECT DESCRIPTION
The Government of Moldova having made a proposal to repair five roads totaling 540 km in extent with MCC funding, intends to apply part of the proceeds of this grant to fund reconstruction and repair the following three roads which have been prioritized for consideration under phase 1. M14: Balti – Criva (134 km) M2: Sarateni –Soroca – Unguri (135 km) M21: Chisinau – Nistru River (36 km) The main objectives of the proposed road rehabilitation project are to: Enhance income levels of local population through reduced transport costs and cost of goods and services; Reduce loss to national economy caused by poor condition of the roads; Reduce road accidents through improved traffic conditions. The above objectives would be achieved through the rehabilitation of the three identified roads of which the M2: Sarateni –Soroca – Unguri road is being assessed herein for environmental impacts of rehabilitation and subsequent operation. The proposed rehabilitation work of the M2 road will be carried out, as much as possible, on the existing road formation, and within the existing ROW. A new section of road extending from the existing M2 roadway around Arionesti village, down through the forest (Ramsar site), and joining an existing roadway along the Nistru River through Unguri to the existing (unused) bridge to Ukraine is under consideration for construction. The ROW for this new section of road is already owned by SRA, and some of the preliminary work has taken place, in some cases up to 20 years ago. Further construction on this section of roadway was discontinued at that time due to lack of funds. The interventions proposed for rehabilitation of the roads, in general, are surface treatment, shape correction, resurfacing and strengthening by overlay, strengthening by reconstruction, repair and replace elements for ensuring traffic safety, rehabilitation of bridges and foot bridges, and the rehabilitation of the road side drainage system. Rehabilitation of the M2: Sarateni –Soroca– Unguri road may require different types of construction work ranging from minimum maintenance work (patching, crack sealing, vegetation control, guardrail repair and replacement), to surface treatment, shape correction, resurfacing and strengthening by overlay up to strengthening by reconstruction in different road segments. In addition, cross drainage structures such as run-off trenches, water by-passes and bridges may have to be repaired or cleaned in some locations. The precise locations where each type of work needs to be performed will be identified in the final design. The proposed rehabilitation activities will mainly be limited to the existing alignments and right of way as no road widening or extensions are anticipated for this road. Therefore, social impact of resettlement is not anticipated.
M2 EIA – Moldova Road Improvements Project -- November 2009 2-1
Figure 1: Vicinity Map of the M2 Project
M2 EIA – Moldova Road Improvements Project -- November 2009 2-2 3. METHODOLOOGY AND SCOPING
3.1 Study Methodology
3.1.1 Environmental Classification Preliminary screening carried out on behalf of MCC resulted in the environmental classification of two of the proposed roads as category A and the other as Category B, as shown in Table 1.3 MCC requires the development of a full EIA and EMP for Category A projects, and an environmental assessment supporting an EMP for Category B projects. See Annex 1 for list of perparers of this EIA.
Table 1: Environmental Classification of Project Roads Primary Rationale for Road Classification Classification Work to be undertaken within existing M14: Balti – Criva Category B ROW Road intersects Ramsar site near Unguri; presence of karst geologic M2: Sarateni – Soroca – Unguri Category A structure under roadbed between Soroca and Unguri Possible road widening from two to M21: Chisinau – Dubasari – Goieni Category A four lanes along 10 km stretch outside Chisinau
3.1.2 Approach The EIA / EMP work was launched with a scoping meeting in Soroca in October 2008 (see Section 3.2.1, below). The Nathan/URS Consultant4 team used this information to inform the approach to the studies that have resulted in this EIA / EMP. The work consisted of the following steps:
1. Mobilization of the environmental and engineering teams in Moldova (See list of preparers in Annex 1). Work commenced based on the Consultants‘ Terms of Reference (see Footnote 3). In general, the EIA has been developed to follow the MCC Environmental Guidelines. 2. Review of existing information and initial consultation. As a follow-up to the scoping work of 2008, this included numerous interviews with local officials, NGOs and other cognizant groups to obtain information and views regarding the project. 3. Project screening. The MCC Rural Roads checklist and screening form were used to document a detailed environmental and social screening survey of the road (See results in Annex 2). 4. Compilation of baseline information which is presented in Chapters 4 and 5.
3 Millennium Challenge Corporation Request for Proposal (RFP) No. Mcc-08-RFP-0019 – Feasibility Study, Environmental and Social Impact Assessment, and detailed Design – Moldova Roads 4 Millennium Challenge Corporation Contract No MCC-06-0086-CON-90/TO1,
M2 EIA – Moldova Road Improvements Project -- November 2009 3-1 5. Definition of the Project and its alternatives. This information was obtained by the environmental team from the engineering feasibility study group, and from SRA. This has been documented in Chapters 2 and 7. 6. Assessment of positive and negative impacts was carried out for each of the environmental and social resources described in Chapter 6. The particular methodologies employed for the assessment of impacts for each resource are presented in each of the subsections of Chapter 6. Of particular interest was the use of rapid assessment of social impact (RASI) described in Section 6.4.1. This involved field trips to 25 villages located on the M2 and the conduct of structured interviews and focus group discussions. 7. Development of an environmental management plan (EMP) consistent with MCC Guidelines addressed the impacts identified in Chapter 6. The plan contains a listing of potential impacts and mitigative measures that are to be applied during the design, construction, and operation of the M2. This can be found in Chapter 8. 8. Consultation has continued throughout the development of the environmental studies and will continue during the final design and implementation stages. In addition to the information received from the RASI approach, the environmental and social team held numerous formal public involvement sessions and hosted workshops with interested environmental and social NGOs. Government agencies with institutional responsibilities in the work, and international organizations such as the World Bank were also consulted.
3.2 Summary of Scoping Process This section summarizes the results of scoping meeting held in Soroca in October 2008.5
3.2.1 Scoping Meeting in Soroca (9 October 2008) Over 30 letters of invitation were sent out but, apart from MCC/MCA/SRA officials, only 12 individuals attended. They included the local representative of the largest and oldest environmental NGO in Moldova (the Ecological Movement of Moldova (MEM), Mrs. Jalba, the Mayor of Unguri, the Vice President of the Soroca County Government, a land-use specialist, the Head of the Soroca State Ecological Inspectorate, a representative of the NGO, Bioteca, and a reporter from a local newspaper. Presenting the MCA-Moldova project information were: Mr. Valentin Bozu (MCA-Moldova Lead Economist), Mr. Ciobanu (SRA), Mr. Vaceslav Vladicescu (SRA consultant), and Mr. Bill Kennedy (MCC Consultant). The meeting began with introductory statements from Mr. Bozu (on the overall Compact and the work of MCC/MCA, and the scope of the proposed road rehabilitation projects), Mr. Kennedy (on MCC‘s and Moldova‘s environmental requirements related to road projects and specifically on the purpose and need for scoping), and Mr. Vladicescu (on the potential environmental impacts associated with the road project, possible alternatives, and the content of the EIA and Public Consultation and Disclosure Plan [PCDP], which will be prepared on the project.) In his introductory remarks, Mr. Vladicescu pointed out that the proximity of the Ramsar site was of particular importance vis-à-vis environmental impact and the main ―trigger‖ for the classification of the project in Category A.
5 Bill Kennedy, MCC/ESA Trip Report – Moldova – Road Rehabilitation Project Scoping Meetings 4–11 October 2008
M2 EIA – Moldova Road Improvements Project -- November 2009 3-2 Issues Raised Issues raised by the participants during the discussion included: The importance of safety was emphasized—better sign posting (speed limits) is needed, as well as measures to ensure the safety of non-motorized road users, e.g. bicyclists, horse-drawn carts, pedestrians, etc. The need to provide for animal crossings for both wild and farm animals, particularly cows, was raised. The EIA should address potential impacts of heavy metals contamination to soil and water. The EIA should consider noise (e.g., the need for ―shock absorption pavement‖). Landslides should be addressed. Rehabilitation works should consider bypasses for villages and a reduction in the number of curves in the existing road. Drainage/flooding issues should be considered. There is a need to reconstruct bridges. Traffic security should be increased, i.e. better enforcement of speed limits and response to traffic accidents. Public consultation—the NGO representative and the locally elected officials were concerned about the need to inform and consult with the local populace during the preparation of the EIA. The NGO reps were particularly vocal, suggesting a need to establish a specific, interactive Web site related to the project (perhaps as part of SRA‘s Web site), as well as going door to door to inform local residents about the Project. The only comment about the Table of Contents of the EIA was that it should include an appendix with maps. In summarizing the discussion, Mr. Vladicescu confirmed that all the comments and suggestions would be conveyed to the consultants preparing the EIA and included in the scope of their work. He also asked the participants to follow up with specific suggestions on the best way to disseminate EIA information in the future and said he would look into the possibility of expanding SRA‘s Web site to deal specifically with the EIA for the Project.
3.2.2 EIA Approach to Addressing Scoping Comments Table 2 lists the major issues identified at the scoping meetings and how they are addressed in this EIA.
Table 2: Approach to Addressing Scoping Comments
Issue Approach EIA Sections Clear project description: What Include design information from the Chapter 2 is ―rehabilitation‖ Feasibility Study (FS) New amendments to the Review legal structure and take into Chapter 4, Sections 4.3, 5.1.4, Moldovan Law on Protected consideration in appropriate EIA sections 6.2.1 Areas
M2 EIA – Moldova Road Improvements Project -- November 2009 3-3 Issue Approach EIA Sections ―Ecological corridors‖ set out in Identify and consider these in the ecological Sections 5.1.1, 5.1.2, 5.1.4, the National Ecological sections 6.2, 6.2.6 Network Impacts on archeological sites Identify and consider these in the Sections 5.3.6, 6.4.8, 8.7.2.10 appropriate sections, particularly the EMP Consultation with all Consultation is an on-going process. It Chapter 9 stakeholders began with the scoping and continued with two rounds of consultations during the EIA development. It will continue with participatory involvement of the public during the design and construction stages. Traffic Safety Apply appropriate traffic safety design Sections 5.3.5, 6.4.7 criteria in the FS and obtain input from the consultation process to enhance the traffic safety designs. This will include design elements to improve crossing safety. Soil and water contamination Identify and consider these in the Sections 5.2.4, 6.3.1, 6.3.7, appropriate sections, particularly the EMP 8.7.2.2, 8.7.2.5, 8.7.2.6, 8.7.2.7, 8.7.2.8 Noise Identify noise-sensitive areas and provide Sections 5.2.9, 6.3.6, 8.7.2.4, for mitigation as appropriate 8.7.3.2 Landslides The FS designs will seek to minimize this Sections 5.2.3, 6.3.4, 8.7.2.6 risk Alignment changes and The FS designs will consider alignments to Section 7.3 improvements to bridges bypass villages, improve vertical and horizontal curves, rehabilitate bridges and culverts, etc. Drainage/flooding The FS designs will provide for adequate Sections 5.2.2, 6.3.2, 8.7.1.2, road drainage to protect the road and 8.7.2.5 adjoining properties
M2 EIA – Moldova Road Improvements Project -- November 2009 3-4 4. POLICY, LEGAL, AND ADMINISTRATIVE FRAMEWORK
4.1 National Policy on Road Sector Protecting Moldova‘s core national road network from further degradation and creating an adequate institutional and financial framework for the sustainable development of road infrastructure and transport services6 are the main objectives of the Moldovan Roads in the 21st Century Program. The Road Transport Infrastructure Sector Strategy was developed by SRA to facilitate this program. The objectives of the strategy are to improve conditions of the existing public road network, establish the financial and technical environment to bring the road network to the level of European Standards, and develop an express road network in stages. In the short-term, the strategy aims to achieve rehabilitation and maintenance of the road network to stop its exponential degradation and change relevant laws contributing to an autonomous road administration with its own financial sources. The long-term strategy envisages to bring the main national road network to the level of European Standards and to develop the remainder of the national road network as well as the main network of local roads to an acceptable condition. The main provision of the strategy has been applied for preparation of the Transport Sector Program for 2008–2017, which includes a Transport Sector Strategy and a prioritized 10-year Transport Investment and Expenditure Plan that was adopted in December 2007. The Sector Strategy, while addressing the underlying causes and issues of the road infrastructure crisis, proposes legal, institutional, and physical measures to overcome this situation. Main objectives of the Road Sector Program are to protect Moldova‘s core national road network from further degradation and to create an adequate institutional and financial framework for the sustainable development of road infrastructure and transport services. Other relevant plans for road development in the country are the European Union -Moldova Action Plan, 2005, and the Concept of Organization and Development of Automobile Transport in the Republic of Moldova, 2006. The European Union -Moldova Action Plan incorporates the implementation of the national transport strategy including development of transport infrastructure and implementation of selected measures and reforms in the road transport sector. The Concept of Organization and Development of Automobile Transport in the Republic of Moldova determines and establishes priorities, strategic goals, and priority actions towards development of passenger automobile transport until 2010.
4.2 National Policy on Environmental Protection The National Policy on Environmental Protection in Moldova has been structured and determined by a number of concepts and programs as described below.
Concept of Sustainable Development of Localities in Moldova, 2001 The main goal of the Concept is to promote principles of sustainable development in the process of town planning and territorial development and its implementation inter alia by means of protection, conservation, or evaluation of the national heritage value.
The Concept of Environmental Policy of the Republic of Moldova, 2001 Main objectives of the environmental policy are to coordinate the environmental policy priorities with socio-economic changes in Moldova and with global and regional tendencies, programs, and plans, to prevent and mitigate the effect of economic and any other activities on the environment and natural resources, and to ensure ecological safety.
6 Moldova: Transport Strategy Update with Emphasis on the Road Sector, World Bank, December 2002
M2 EIA – Moldova Road Improvements Project -- November 2009 4-1 National Program on Securing of Ecological Safety and Action Plan, 2003 Under the program, all aspects of ecological safety are considered with general types of activity (transboundary contamination, wastes generation), extraordinary situations (floods, landslides), and sectoral impacts (industry, agriculture, power engineering, transport etc.). Organizational activities (monitoring, risk assessment, ecological insurance, prevention and warning system, international and regional cooperation) and actions to be taken to secure ecological safety are also described in the action plan.
4.3 Moldovan Legislation and Administrative Framework Republic of Moldova Legislation and regulations pertaining to the environment and its protection have been analyzed herein to ascertain the country requirement for environmental protection and approval of development projects, in general, and road development projects, in particular. Although the national requirement for environmental assessment of projects are provided mainly by the Law on Ecological Expertise and Evaluation of Environmental Impact, other laws and codes that could have a bearing on and facilitate environmental protection and road development are also discussed below and summarized in Table 3. Republic of Moldova Legislation represents a large framework of legislative, normative, and organic acts. Often, these acts are incomplete or incorrectly harmonized and sometimes this leads to legislative deficiency. A series of international acts and conventions to which Moldova is a signatory are not applied in practice neither at a ministerial nor at local level. The FS and project design take into account all these legislative, normative, and organic provisions to prevent situations in which infringement of national laws may lead to blocking road construction works by state supervisory entities and legal challenges. Another legislative provision is the participation of the public in environmental decisionmaking. The Republic of Moldova has signed and ratified Aarhus Convention, which led to the incorporation of new clauses in national legislation, the Law on Ecological Expertise and Evaluation of Environmental Impact, the law regarding environmental protection, the Water Code, the law regarding atmospheric air quality, and other legislative acts and provisions.
Table 3: Summary of Republic of Moldova Laws and Relevance to the M2 Project
Law/Code Year Relevancy to the Project Law on Ecological Expertise and 1996 Provides for environmental assessment of the project Evaluating of Environmental Impact Law on Environmental Protection 1993 Stipulates that construction, re-construction, and modernization of public facilities are subject to ecological expertise procedures and that certain activities, some of which are envisaged under the project, require permits Law on Atmospheric Air Protection 1997 Requires maintaining standards of air quality and regulation of measures for air pollution management The Law on Regime of Harmful 1997 Addresses licensing, production, storage, transportation, Products and Substances and use of harmful substances that may be used in road construction works Law on Production and Domestic 1997 Regulates management of wastes, including waste Wastes generated from road works Law on State Land-Tenure Regulations, 1992 Deals with land tenure and land-use regulations—this law State Land Survey and Land Monitoring may become relevant in land acquisition
M2 EIA – Moldova Road Improvements Project -- November 2009 4-2 Law/Code Year Relevancy to the Project Law on the Payment for Pollution of the 1998 Provides a system of economic activity that makes it Environment unprofitable to inflict any damage to the environment, therefore minimizing volumes of pollutant emissions and discharges into environment Law on Natural Resources 1997 Providing for protection of natural resources—this law will be relevant in land clearing Law on Technological and Households 1997 Provides for reducing production and promoting Waste maximum recycling of waste, including construction waste Law on Roads 1995 Provides for specific conditions to be adhered to in road design Law on Transport 1997 Stipulates that transport enterprises comply with environmental legislation Water Code 1993 Ensures sustainable water use and protects water resources from pollution and contamination for construction of new facilities Land Code 1991 Stipulates that in designing, siting, constructing, and implementing new and re-constructed objects, land protection must be considered and implemented Forest Code 1996 Stipulates that in designing, constructing, and implementing new and re-constructed objects, rehabilitation and forest protection must be planned and implemented Motor Transport Code 1998 Regulates activities in the field of motor transport and determination of rights, obligations, and responsibilities of transport entities and provision of motor transportation services
Law on Ecological Expertise and Evaluating Environmental Impact,
No. 851 of May 29, 1996, amended in 1997, 2001, 2003, and 2007 The Law on Ecological Expertise and Evaluation of Environmental Impact sets the aims, objectives, and principles of ecological expertise and evaluation of environmental impact, and also the basic rules of environmental protections organizations and performance thereof. This law establishes the objectives of the state ecological expertise system, purposes of ecological expertise, and the authorities responsible for conducting ecological expertise. It provides for ecological expertise to be conducted by the state and departments, as well as the non-governmental sector, defines the State Ecological Expertise System and Non-Governmental Ecological Expertise System, and establishes the process for both systems. Further, the law covers all aspects of conducting environmental assessment for all planned development projects, which are subdivided into projects that are to be subjected to State Ecological Expertise and Environment Impact Assessment. The regulations included as an annex to this law set the purpose of development of documentation on the evaluation of the impact on the environment (EIMI), procedure of EIMI, requirements imposed on the documentation of EIMI, manner of development, its coordination and approval. It also provides a list of objects and activities for which documentation on EIMI is required. Thirty-two types of projects require an EIMI, including: Construction of highways, roads arranged for high speeds, long-distance railroads, airports with the length of main runways and strips of 2,100 m and
M2 EIA – Moldova Road Improvements Project -- November 2009 4-3 more; plants for processing and burning wastes; and any construction activity on the river banks, along protection lines of rivers and water basins, inter alia. The Ministry of Environment may require EIMI for other types and scales of projects on case-by-case screening, but criteria and procedures for this decision are not specifically stipulated in the Law. In case the impact of projects and scheduled activities on the environment have a transfrontier character EIMI is conducted according to the Convention on Environmental Impact Assessment in a Transboundary Context (Espoo, 1991) - the 'Espoo (EIA) Convention' to which the Republic of Moldova is a signatory. The EIMI should be conducted at an early stage of the project, before the design stage, following the defined methodology, report structure and documentation requirements.7 The Espoo Convention sets out the obligations of signatories to assess the environmental impact and to notify and consult each other on all major projects under consideration that are likely to have a significant adverse environmental impact across boundaries.
Law on Environmental Protection
No.1515-XII of June 16, 1993 and amended in 1997 This law was enacted to establish the general framework for environmental protection and options for sustainable development. The law provides a legal foundation for developing normative acts and regulations applicable to different environmental aspects to provide protection for land, underground resources, water, and air from impacts of chemical, physical, and pollution from other sources. This law sets the basic principles of environmental protection, including the priority of environmental goals, mandatory environmental compliance, environmental liability, prohibition of implementation of any programs and projects without a positive conclusion of the state ecological expertise and concurrence by population in the area of impacts, payments for use of natural resources, and charges for non- compliance with environmental protection requirements. According to the Law projects for construction, re-construction, and modernization of public facilities are subject to ecological expertise procedures. The Law also stipulates that irrespective of type of ownership, economic agents are required to obtain permits from ecological expertise for use of natural resources and implement measures for prevention of landslides, soil erosion, and compaction, and introduce low-wasting and resources-saving technologies. The new draft law provide a set of principles and strategic elements to ensure citizens‘ rights to a clean environment, and integration of the law into other sectorial policies. The draft environmental law provides for future compatibility with EU laws through harmonization, elimination of inconsistencies and establishing a legal framework to promote a set of legal regulations with EU legislation. It also facilitates the regulation of activities that have an impact over environment and provides for the continuous development of all components of the environment as a whole including social aspects.
Law on Atmospheric Air Protection
No. 1422-XIII of December 17, 1997 The law on Atmospheric and Air Protection provides for maintenance of clean air, improvement of air quality, prevention and mitigation of harmful physical, chemical, biological, and radiological impacts on air quality, and accordingly, protection of human health and environment. The law also provides for establishing responsibility of various ministries and departments in the field of air protection; participation of juridical and other persons in actions directed at air pollution prevention; maintaining standards of air quality; regulation of measures to be undertaken toward protection of air quality, etc.
7 Details on the Espoo process can be found at http://www.unece.org/env/eia/guidance/practical.html
M2 EIA – Moldova Road Improvements Project -- November 2009 4-4 Draft regulation has been prepared on Norms and Special Ecological Requirements regarding hazardous pollutants emitted by vehicles includes all aspects of road security. However, this regulation has become obsolete following the recent change of government and state institutions structure, and the availability of a supreme law the regulation will be replaced with one that provides and maintains road safety.
The Law on Regime of Harmful Products and Substances Nor. 236-XIII of July 03, 1997, amended in 2002 This law was enacted to establish the roles and responsibilities of the Government, Ministry of Healthcare, Ministry of Agriculture, Ministry of Ecology and Natural Resources, State Emergency Department, and other ministries and local authorities to undertake measures in order to prevent and liquidate harmful impacts on human health and environment. It also describes the regime of harmful products and substances (licensing, production, storing, transportation, use, registration, neutralization, import, and export).
Law on Production and Domestic Wastes
No. 1347- XIII of October 09, 1997 This law establishes basic principles in waste management and regulates management of wastes generated during the process of production and consumption, and aims to reduce and prevent environmental pollution in conformity with the Law on Environmental Protection. The new Law on Waste Management establishes the overall regulatory framework on waste management to protect human health and the environment The draft regulations have been formulated following Directive 2008/98/EC of the European Parliament and Council of 19 November 2008 on wastes.
Law on State Land-Tenure Regulations, State Land Survey, and Land Monitoring
No. 1247-XII of December 22, 1992 This law establishes the basic principles of state land-tenure regulations including use of land resources for society‘s benefit, introduces advanced methods of economic activity and functions of the State Land- Tenure Regulations Service, substantiates and delimits land plots‘ boundaries, developing of projects on land demarcation, regulates existent land boundaries, delineates plots and outlines the preparation of documents for land rendered into use, etc.
Law on the Payment for Pollution of the Environment
No. 1540-XIII of February 25, 1998 The objectives of this law are to establish a system of economic activity that makes it unprofitable to inflict any damage to the environment, encourage introduction of non-pollution technologies, effect measures aimed at minimizing volumes of pollutant emissions and discharges into environment and generation of production wastes, and stimulate activities to improvement of environmental quality.
Law on Natural Resources
No.1102-XIII of February 6, 1997 The law regulates the utilization, protection, and renewal of natural resources in order to ensure ecological security and sustainable development of the country. It defines natural resources and provides for classification and ownership of national resources. It also addresses management structure and administrative regulation of natural resources and state control, department control, and public control, and liability for breach of regulations in the use of natural resources
M2 EIA – Moldova Road Improvements Project -- November 2009 4-5 Law on Technological and Households Waste
No.1347-XIII of October 9, 1997 This law regulates, in accordance with the dispositions of the Law on the Protection of the Environment, the management of technological and household waste with the purpose of reducing such waste production and its maximum recycling in economic activities preventing pollution of the environment.
Law on Roads
No.509-XIII of June 22, 1995 The Law on Roads specifies that road design and road works be implemented in accordance with norms, approved technical specifications, and established standards. It also stipulates that road design consider their functional indications and technical category; economic, social, and defense factors of the country; conditions of rational use of land and environmental protection; town-planning issues; and territorial development. The Law also stipulates that alienation of lands for road construction, as well as compensation for damage to property owners, be implemented in accordance with the law.
Law on Transport
No. 1194-XIII of May 21, 1997 This law provides that transport enterprises and facilities ensure sustainable use of land; prevent water- logging, reduction of land quality, and soil contamination; prevent erosion and landslides; and comply with environmental legislation. It also directs transport enterprises to protect the environment from adverse impacts of transport activities, ensure compliance with environmental legislation, standards, and labor norms, as well as certify transport activities and facilities in accordance with applicable international standards. The law specifies that transport facilities that handle explosive, flammable, radioactive, poisonous, and toxic substances should not be located close to residential areas and protected natural areas. Appropriate minimum distances have to be approved by special legislation and norms.
Water Code
No 1532-XII of July 22, 1993 revised and amended in 2003 The Water Code contains provisions to ensure sustainable water use and protect water resources from pollution, contamination, and depletion. It is also intended to prevent adverse impacts from polluted waters on human health. It further stipulates that design, construction, and implementation of any new or reconstructed facility or other object be permitted only after completion of a state sanitary- epidemiological expertise. This expertise opinion will be required at the final design stage. The new Water Law derives from the EU Water Framework Directive (WFD) and has received technical support from the EU. Much of the EU support has focused on the water quality components of the river basin consistent with the thrust of the WFD and the associated water quality directives. The draft Water Law redefines the responsibilities of various agencies for water management activities. It proposes that the Public Authority (Apele Moldevei) for Water Management be responsible for implementing the policies in water resources management including, developing and implementing management programs and action plans; managing central irrigation systems; administering and managing water bodies‘ assets including hydrological infrastructure and installations and public property; and ensuring the provision of public services provided for by the Law.
M2 EIA – Moldova Road Improvements Project -- November 2009 4-6 Land Code
No. 828-XII of December 25, 1991 revised in 1993, 1996, 1997, 1998, 1999, and 2000 The land code, which is one of the basic laws regulating land relations in the country, prioritizes the protection of land over other types of land use activity. The Code stipulates that the State shall financially and administratively support, inter alia, development of various types of effective land management and use, including those aimed at reducing land pollution by waste, and research regarding interrelationships between environmental and land protection. The Code requires routine coordination with a national environmental authority regarding any plans for land development and construction and all industrial, communal, and other land users and owners to prevent any negative impacts of agricultural land use. The Code establishes different categories of land based on their use and mandates respective protection regimes. The Code stipulates that land protection measures shall be elaborated and implemented at the planning, design, construction, and operation stages of various facilities and technologies. The Code prohibits operation of any facilities and technologies that do not protect land and also stipulates that to protect land quality, the environment, and human health, the maximum permissible concentrations of chemical, biological, and other active substances in soil shall be defined and approved by separate legislation. The Code requires land protection actions be identified and implemented during the design, siting, construction, and operation of new and re-constructed facilities, as well as for the installation of new technologies affecting land conditions.
Forest Code
No. 887 of July 21, 1996 The Code establishes legal grounds for different aspects of forest management. The code includes provisions for management of forest and hunting funds; use of forest lands; rights and obligations of forest managers and forest users; forest production, taxes, charges, financing, and economic stimulus; regeneration of forests; protection of forest funds; state register; cadastre; monitoring; etc. The code also requires the planning and implementation of forest protection and rehabilitation in coordination with central forest protection and environment protection agencies for the design, siting, construction, and operation of new and re-constructed facilities that may adversely affect forest conditions. Such projects are to be implemented only within the requirements of the Law on Ecological Expertise and Environmental Impact Assessment. This Code is relevant to the potential routing of the M2 through the forested Ramsar site between Arionesti and Unguri, and the design must comply with the requirements of the Code. Article 17 of the Forest Code specifies the method of expropriation and assignment of lands from forest resources intended for purposes other than forest farming. This method is also stipulated in the Land Code. In case of expropriation of forest lands intended for public purposes, the Government makes a decision about forest wood harvesting. Article 19 of the Forest Code governs project design, settlement, construction, and exploitation of objects that may affect forest zones. When a project may affect the condition or regeneration of forests, the project must be coordinated with the Central Forest Authority (MoldSilva) and the Ministry of Environment and Natural Resources. The design of such projects affecting the condition of forests must be in compliance with the provisions of laws on ecological expertise and evaluation of environmental impact.
M2 EIA – Moldova Road Improvements Project -- November 2009 4-7 Motor Transport Code
No.116-XIV of July 29, 1998 The objective of the Motor Transport Code is to regulate activities in the field of motor transport and determination of rights, obligations, and responsibilities of transport entities, provision of motor transportation services, as well as persons using such services.
4.4 MCC Requirements Funding for the M2 Project will come from the Millennium Challenge Account. As such, the Project will have to comply with the requirements of the MCC Environmental Guidelines and the Gender Policy.8 As specified in its Environmental Guidelines, MCC screens projects included in Compact proposals very early in the compact review process, generally before the Compact is signed. MCC funding for Projects requiring a comprehensive EIA will be contingent upon completion of the EIA in accordance with the MCC guidelines. MCC may not provide assistance for any project that is likely to cause a significant environmental, health, or safety hazard and these projects are ―classified as a Categorical Prohibition.‖ The MCC screening process will result in an environmental classification that will determine the extent of the environmental review required. A project is classified as Category A if it has the potential to have significant adverse environmental impacts. The potential environmental impacts are less adverse for Category B projects than those of Category A. Projects with a Category C classification are projects likely to have minimal or no adverse environmental impact. As previously mentioned, the M2 Project is classified as Category A. MCC requires an EIA as a condition for disbursement of funds for Category A projects. Whereas the completion of the EIA is the responsibility of the recipient country, MCC will advise and consult on EIA requirements. MCC will also review the findings and recommendations of the EIA to ensure their consistency with the MCC guidelines, and may require additional assessment work. The MCC Gender Policy states that ―MCC will ensure that gender is considered in the selection of eligible countries and integrated into the development and design of Compact programs, the assessment and implementation of projects funded by the Millennium Challenge Account (MCA), the monitoring of program results, and the evaluation of program impacts.‖ The Policy indicates that consultation should be a key component in the integration of gender into Project development at every step. The Policy poses the following questions to inform the country‘s program design: 1. ―What are the policy, legal and socio-cultural constraints to women and men becoming full beneficiaries of MCA investments, and what design elements are required to remove or compensate for these constraints? 2. What are the different roles and responsibilities of women and men and how do any differences affect the proposed project? How do these gender differences vary by other demographic and social characteristics of the beneficiary population? 3. Are there gender inequalities in access and control of productive resources relevant to the proposed project, and how will they be corrected or mitigated in design? 4. How will the proposed projects meet both practical needs and strategic gender interests, or those interests that correct structural inequalities that are impediments to economic growth and poverty reduction in a Compact program? ―
8 Millennium Challenge Corporation. Environmental Guidelines, 2007; Gender Policy, 2007
M2 EIA – Moldova Road Improvements Project -- November 2009 4-8 Consequently, gender issues as they may affect the M2 Project are investigated in this EIA and will continue to be integrated in the final design and construction stages.
4.5 Administrative Infrastructure The Ministry of Transport and Road Infrastructure (MTRI) is the national authority for the road transport sector in Moldova. MTRI is responsible for development of state policy and normative-legal regulations for all modes of transport, including railways, motorways, waterways, and road management. SRA, which functions under the ministry, is responsible for planning and assignment of construction and maintenance works. The Ministry of Environment (ME) is the central authority responsible for the development and promotion of the state policy in the field of environment protection and use of natural resources and consists of the following departments: Department of environmental strategies and policies Department of natural resources Department of protected areas and biodiversity Department of environment pollution prevention Department of science, technical assistance, and European integration The Ministry has responsibility for a broad spectrum of environmental protection issues, including, inter alia, the supervision of environmental laws, norms, programs, and decrees in the Republic of Moldova. The Ministry‘s basic responsibilities are set out in the Law on Environmental Protection and its regulations. Within the Ministry, State Environmental Expertise (review/evaluation) is performed by permanently employed state experts, but may include additional support from other resources and specialized institutes, such as the Academy of Science, Moldovan State University, Technical University, and state design institutes, if required. The State Ecological Inspectorate (SEI) is a public authority established as a separate legal entity but subordinate to ME. SEI is an environmental protection, regulatory, and enforcement agency executing state control over the rational use and protection of natural resources. In addition to State Environmental Expertise, field inspections and compliance monitoring also fall within the purview of SEI. SEI implements and enforces environmental protection and management through the following divisions of the inspectorate. Division of control of soil, subsoil, wastes, and chemical substances Division of control of water resources and atmospheric air Division of fighting of poaching and illegal cutting Division of physical-chemical and metrological analyses of environmental factors (central laboratory) Responsibilities of SEI include environmental protection, and regulation and enforcement both at the national and rayonel (district) levels. The Head Office of the SEI is located in Chisinau. The Department of Ecological Expertise and Environmental Authorizations is directly responsible for State Environmental Expertise (SEE) and local ecological inspectorates for the 32 rayons, the Autonomous Territorial Unit, and the municipalities. These local level ecological inspectorates are also responsible for performing SEE, but only for projects that are of local importance and where the environmental impacts are deemed to be less significant.
M2 EIA – Moldova Road Improvements Project -- November 2009 4-9 SEI plays a key role in managing development activities to ensure environmental protection through review of environmental assessment reports, design documentation of the proposed projects, and monitoring the implementation of EMPs. In cases of non-compliance, SEI has the authority to stop an activity, initiate criminal proceedings, and impose penalties if laws are breached. SEI monitors all facilities throughout the country with significant environmental impacts and/or high consumption of natural resources. SEI issues permits to relevant operations and carries out enforcement of the permit by inspection visits, monitoring, and levying of fines in cases of non-compliance. The Geological Agency of Moldova is a state agency subordinate to ME. The Geological Agency is responsible for promoting state policy on management and monitoring of subterranean resources in Moldova. Thus, it is responsible for management and protection of groundwater resources, state accounting of groundwater and investigations for estimating groundwater reserves, as well as monitoring of groundwater quality and regime, and its protection. The Ministry of Healthcare is responsible for state sanitary and epidemiological supervision; for sampling and analyzing water quality in water bodies and groundwater used for drinking water supply; and for control over the observance of sanitary, epidemiological, and hygienic regulations. These functions are assigned to the State Scientific and Practical Centre for Preventive Medicine. Its district subdivisions perform periodic sampling and quality analysis of water from centralized water supply systems, artesian wells, and shallow groundwater wells. ―Apele Moldovei‖ is a state-owned company established under the Ministry of Agriculture and Food Industry. It consists of specialized divisions in the fields of water use, flood prevention, and design and investigation of surface and underground water sources. The Ministry of Public Administration is charged with town planning and development mentioned above in the Law on Roads. In particular for the M2, the Ministry of Public Administration would be responsible for developing/approving any land use mitigations for the Unguri border crossing. However, the Ministry of Public Administration is new and their specific duties are vague.
4.6 Environmental Impact Assessment The basic requirements for conducting an EIA and documentation (mentioned as EIMI in the regulations) and the process of its approval are provided in the regulations for the Law on Ecological Expertise and Evaluation of Environmental Impact. The project proponent or developer is responsible for organization of the EIA study, conducting consultations and public hearings, presentation of EIA documentation for SEE, and also financing. The project proponent prepares the EIA according to the regulatory requirements and presents it to the relevant Local Public Authorities and relevant Ministries and Departments for SEE. The EIA should also be subjected to review by NGOs and the Public. Thus, the EIA is subjected to state ecological expertise as well as public ecological expertise. The principal objective of the SEE is to check if all environmental standards/ principles are adhered to, and environmental protection measures are addressed. A positive SEE decision on the EIA provides the official basis to initiate detailed design of the project. The complex process of EIA approval from submission to final decision by ME is presented as Figure 2 below. Subsequent to the preparation of the technical and economic evaluation (feasibility study) and the detailed design, the EIA is subject to SEE by SEI. The EIA findings including listing of mitigation measures and EMP should be incorporated in the chapter ―Protection of Environment‖ of the Design Report. The SEE at this stage could be conducted by the central office of the ME or by the central office of the SEI (this will be the case for the M2), or alternatively by the local Ecological Inspectorate depending on the scale of the project and its economic significance. Further, in addition to the compulsory SEE, ministerial and public expertise can be voluntarily applied.
M2 EIA – Moldova Road Improvements Project -- November 2009 4-10 Monitoring of the implementation of environmental mitigation is carried out by the respective Local Ecological Inspectorates with coordination and technical input from the head office of the SEI.
Figure 2: EIA Approval Process
M2 EIA – Moldova Road Improvements Project -- November 2009 4-11 5. BASELINE DATA
Baseline information is required in order to gauge the impacts of a project on the physical, ecological, and social environments. The EIA includes considerable baseline information on flora, fauna, sensitive ecosystems, and habitats (including the Ramsar site near the north end of the Project), protected areas, geology and hydrogeology, hydrology, natural disaster risks, soils, climate, existing traffic conditions, air quality, noise, landscape features, and existing sources and levels of soil or water contamination. The baseline data has generally been selected to refer specifically to the M2 Project area, although in some cases it was necessary to use national or regional information where site specific information was not available. The EIA also presents a socio-economic profile of Project-impacted areas, an assessment of poverty, a discussion of gender-specific considerations of the Project, population and demographics, access to education, income and principal occupations and industry, human migration and resettlement, water and sanitation, health services and disease control, and traffic safety. 5.1 Ecological Information
5.1.1 Flora Moldova‘s flora is moderately diverse, with 5,513 plant species (1,989 vascular and 3,524 non-vascular species) recorded to date. Based on information provided on the ―Natural Conditions and Resources of the Republic of Moldova‖ map9, the project corridor crosses the following natural regions: Forest Steppe Region Nistru-Raut (from Sarateni to Ciripcau village) North Moldova Forest Steppe Region These two natural regions are characterized by the presence of the following elements: a) floodable wetlands with species of Agrostis stolonifera, Carex sp., Lolium perene; b) halophyte wetlands with species of Puccinella distans, Juncus gerardii, Salicornia europaea; c) near the city of Soroca and North of this town, forests of common oak (Quercus petraea) d) in some places, near the river Nistru, there are associations with stone vegetation. Figure 3 shows the forested areas in the immediate vicinity of the M2. Species of plants included in the Moldova Red Book grow in the region of the Tatarauca Veche, Tatarauca Noua, Rudi, Arionesti, and Unguri villages. Of note are: Bellis perennis (Common daisy), Melittis mellissophyllum (Bastard Balm), Polystichum aculeatum (Hard Shield Fern), Sternbergia colchiciflora (the autumn bell), Maianthemum bifolium (false lily of the valley), and Cephalanthera damasonium (flower berry).
5.1.2 Fauna Moldova‘s fauna comprises 14,800 animal species (461 vertebrates and 14,339 invertebrates). Of these, some vertebrate and insect species are included in the International Red List of the International Union for the Conservation of Nature (IUCN), which means they are endangered species at the global level. Many species of these listed species are also included in the Red Books of Moldavia and Ukraine and the list of strictly protected species of the Convention on the Conservation of European Wildlife and Natural Habitats, adopted in Berne, of which Moldova is a part. The project corridor, starting at the city of Soroca and running to the Unguri village, is located in the immediate vicinity of avian spring and autumn migration routes (information from the ―The Zoogeographic Division and Birds Migration Routes on the territory of the Republic of Moldova‖ map10).
9 PROTECŢIA MEDIULUI ÎNCONJURĂTOR , 2005 10 PROTECŢIA MEDIULUI ÎNCONJURĂTOR, 2005
M2 EIA – Moldova Road Improvements Project -- November 2009 5-1 Mammal migration, including that of rabbits, boars, deer etc., is local and limited to fields and/or forest adjacent to the M2. Due to habitat destruction in Moldova from agricultural land use, threatened and endangered species are now semi-restricted to habitats in the State Protected Areas. Endangered species of insects, mammals, bats, birds, invertebrates, and plants have been identified as occurring near the area the M2 corridor crosses through the Ramsar site (refer also to 6.2.1).
M2 EIA – Moldova Road Improvements Project -- November 2009 5-2 Figure 3: Forested Areas in the Vicinity of Road M2
M2 EIA – Moldova Road Improvements Project -- November 2009 5-3 5.1.3 Sensitive Ecosystems and Habitats
Wetlands The Ramsar Convention11 is an intergovernmental treaty for the conservation and sustainable utilization of wetlands; Ramsar maintains a List of Wetlands of International Importance called Ramsar sites. A Ramsar site—known as Convention Zone Number 1500 ―Unguri-Holosnita‖ —was officially recognized on September 14, 2005. It occupies 15,553 hectares (ha) and is located mainly in the Soroca county territory, partially in Ocnita County, and a small part in Donduseni County. It includes land and aquatic basins located within the Soroca-Otaci road perimeter and the state border along the Nistru River, and it unfolds from northwest of Calarasovca village to the border of the Holosnita village, in the South East. No special authority has been created to manage Ramsar sites in Moldova. Management of forest areas in the Ramsar sites is administered by local state forestry agencies under the MoldSilva State Agency, management of public areas other than those in Ramsar sites are the responsibility of the local public authorities and management of agriculture areas are under landlords and/or agricultural production co- operatives. Based on current available information no official state management plan has been developed or enforced for the Unguri-Holosnita Ramsar area. However, a Management Scenario for the Unguri- Holosnita Ramsar area has been developed by BIOTICA Ecological Society12 for this site. The proposed road will cross over a 4 or 5 km length of the Unguri-Holosnita Ramsar area in northern portion of the site. No information is available as to the amount or type of impact conditions that would change the site designation from a Ramsar designation should the road be completed through this area. According to a map presented by BIOTICA NGO, the M2 would be located near a few protected zones, but would not cross into them (Figure 5). The final project design and construction phases will need to take into account wild animal crossing facilities, preferably under the road. Due to its heterogeneous nature the Unguri-Holosnita Ramsar area provides habitat for 205 bird species, of which 113 nest at the site. Additionally, the area serves as a stopover point during seasonal migrations or visitations for 198 bird species. Approximately 37 species of mammals, 10 species of reptiles, and 11 species of amphibians are found within the Ramsar site. Some vertebrate species and insects (a total of 8 species inhabits the site permanently) are included in the International Red List of the International Union for Conservation of Nature (IUCN), indicating that they are endangered at the global level. Many of the species are included in the Red Books of Moldova and Ukraine and are on the List of strictly protected species of the Convention on the Conservation of European Wildlife and Natural Habitats, to which Moldova is a Party There are 90 rare species of plants that have been identified in Moldova, including 31plants listed in Moldova‘s Red Book (CRM), 9 listed in Ukraine‘s Red Book (CRU), and 12 species included in both Books13.
11 http://www.ramsar.org/cda/ramsar/display/main/main.jsp?zn=ramsar&cp=1_4000_0__
12 BIOTICA. PROJECT “ MANAGEMENT SCENARIO DEVELOPMENT FOR THE UNGURI – HOLOSNITA NEW RAMSAR SITE AND AWARENESS RISING ON THE RAMSAR CONVENTION WISE USE POLICY”. HTTP://WWW.BIOTICA-MOLDOVA.ORG/NEWS.HTM 11 BIOTICA. PROJECT “ MANAGEMENT SCENARIO DEVELOPMENT FOR THE UNGURI – HOLOSNITA NEW RAMSAR SITE AND AWARENESS RISING ON THE RAMSAR CONVENTION WISE USE POLICY”. HTTP://WWW.BIOTICA-MOLDOVA.ORG/NEWS.HTM
M2 EIA – Moldova Road Improvements Project -- November 2009 5-4
Figure 4: BIOTICA NGO Ramsar Unguri-Holosnita Natural Area Map
5.1.4 Protected Areas The Republic of Moldova has developed a system for protecting important and threatened habitats and landscapes. Between 1962 and 1998 the overall amount of protected areas increased from 3,700 ha to 66,467 ha. Moldova passed the ―Law on State Protected Areas Fund‖ in 1998 that included a classification system with 12 categories (eight according to IUCN criteria and four according to national criteria). The listed protected areas (Table 4) now include categories for ―Rare flora and Fauna Species‖ and ―Secular Trees,‖ bringing the total count of protected areas in Moldova to 1225. Figure 5, the ―State Protected Natural Areas‖ map,14 shows the general location of these protected areas. Eight sites covering five categories are identified as occurring near the M2 corridor. There are four sites listed under Natural monuments categories, two sites under Landscape reservations category, one site under Multifunctional management category and one site under wetlands of international importance category. The first seven of eight sites are not adjacent to the M2 corridor right-of-way. Between Grigorauca and Arionesti the M2 corridor runs adjacent to a Ramsar wetland site (Eighth site, shown on Figure 4). At Arionesti, a new section of the M2 corridor is proposed to cross over a portion of this Ramsar site to Unguri (refer to 6.2.1).
14 Republic of Moldova. Third National Report on the Implementation of the Convention of Biological Diversity. 2005. http://www.cbd.int/doc/world/md/md-nr-03-en.pdf (accessed 5-5-09)
M2 EIA – Moldova Road Improvements Project -- November 2009 5-5 Table 4: Natural Areas Protected by State
Protected Areas IUCN Number Area, ha % of Area Scientific reserves I 5 19,378.0 29.4 Monuments of nature III 130 2,906.8 4.3 Geological and paleontological 86 2,681.8 Hydrological 31 99.8 Botanical 13 125.2 Natural reservations IV 63 8,009.0 12.0 Forests 51 5,001.0 Medicinal plants/herbs 9 2,796.0 Mixed/complex 3 212.0 Landscape reservations V 41 34,200.0 51.5 Resource reservations VI 13 523.0 0.8 Areas with multifunctional management VII 34 1,030.4 1.5 Representative sectors with steppe vegetation 5 148.0 Representative sectors with riparian vegetation 25 674.7 Protective forest belts 2 207.7 Botanical gardens 1 105.0 0.1 Dendrology gardens 2 104.0 0.1 Monuments of landscape architecture 20 191.1 0.3 Zoological gardens 1 20.0 Secular trees (433) Rare flora & fauna species (269 & 215) Total 310 (1225) 66,467.3 100
M2 EIA – Moldova Road Improvements Project -- November 2009 5-6 Source: USAID/Moldova FAA 119 Biodiversity Analysis. 2007
Figure 5: State-Protected Natural Areas
5.2 Physical Background
5.2.1 Geology and Hydrogeology Most of the Republic of Moldova lies within the East European Precambrian Platform. Two stratigraphic layers are distinguishable for this region, the basement and cover. In southwestern Moldova, the
M2 EIA – Moldova Road Improvements Project -- November 2009 5-7 Hercynian basement is overlain by a deep Mesozoic deposit. Elsewhere, a lower crystalline basement consists of strongly deformed Archean and Proterozoic metamorphic rocks. This basement includes granites, granite gneisses, and gabbros. A sedimentary cover deposited on the crystalline basement consists of Riphean, Paleozoic, Mesozoic, and Cenozoic deposits. Some Ordovician deposits are found in western Moldova. Silurian deposits are found widespread throughout Moldova and in the northern region consist mostly of Llandoverian and Wenlockian carbonate deposits. Llandoverian, Wenlockian, and Ludlovian clay-carbonate deposits are predominant in the central region. No lower Jurassic deposits are known in Moldova, but middle- and upper- Jurassic deposits are found widespread in southern Moldova. Middle Jurassic sediments include argillites, aleurolities, and sandstones. Upper-Jurassic sediments include sandstones, limestones and argillites. Cretaceous deposits are found throughout Moldova except in the southwest. Lower Cretaceous sediments are mainly terrigenous rocks. Upper Cretaceous deposits overlie the whole Precambrian platform region containing clays, sandy clays, and sand, with marl and chalk in the northwest and limestone in the southeast. Paleogene deposits are present in central and southern Moldova and consist mainly of marine calcareous rocks with subordinate terrigenous sediments. Miocene deposits are Tortonian rocks consisting of organic limestones, forming reef bodies with subordinate deposits of gypsum. Sarmatian deposits in western Moldova include clayey rocks. Tertiary rocks are found only in the southern region as a thin continental and lake-river deposit. Quaternary deposits are found throughout the region and are represented by alluvial-delluvial formations of the Raut River Terraces, contemporary Tennogene layers, and unstable sliding layers.15 Groundwater is present near the surface as sporadic aqua-ferrous horizons. The depth from the ground surface to this shallow groundwater zone varies from 1 m up to 3-5 m or more. The groundwater source is infiltration of atmospheric precipitation that is stored in sands, loam sands, and sandy clays within this zone. Water from this zone typically has a subsurface flow that moves down-gradient to discharge into lakes and river beds. This shallow groundwater zone is a major contributing factor to the unstable sliding soil layers within the region. The chemical composition of the groundwater is diverse and has been found to contain carbonates, sulphates, and calcium.
5.2.2 Hydrology The Republic of Moldova does not have sufficient surface waters. The river network is dense, but is mainly formed by small rivers with insufficient debit flows that run dry during summer months, resulting in periodic water level decreases. Moldova benefits, however, from a rich groundwater network with water quality adequate for human use. The M2 begins from the crossroad near the Saratenii Vechi village and continues to Gura Camecii village, where it splits: one road leads to Floresti town and the other to Soroca town where it goes around the city on the east side and on to Unguri village. Over its length the M2 crosses numerous rivulets and a multitude of streams (see Figure 6), which run dry during summer.
5.2.2.1 Rivers The M2 crosses two rivers, the Nistru River and the Raut River. The Nistru River forms the border with Ukraine and is the northern terminus of the M2. The Raut River is 286 km long, has a watershed of 7760 km2, an yearly average flow of 313 million m3, and a debit of 9.9 m3/sec. The Raut River flows east from the town of Floresti and near the Gura Camencii village turns abruptly southward. From that point, the Raut River is closer to the M2, flowing in a sinuous line roughly parallel with the M2 to its junction with the Nistru River. In the Saratenii Vechi, the Raut River is embanked.
15 Moores, E. M. and R. W. Fairbridge (eds). 1997. Encyclopedia of European and Asian regional geology. Chapman& Hill, New York. 896pp.
M2 EIA – Moldova Road Improvements Project -- November 2009 5-8 5.2.2.2 Rivulets Three rivulets of note cross the M2: the Camenca, the Serna, and the Dobrusa. The Camenca rivulet joins the Raut River south of Gura Camencii village. The Serna flows into the Raut River and crosses the M2 route south of Ghindesti village. The Dobrusa rivulet also flows into the Raut River and crosses the M2 not far (approximately 5.5 km) from the crossroads near Saratenii Vechi village.
Figure 6: Streams in the Project Area
M2 EIA – Moldova Road Improvements Project -- November 2009 5-9 Twelve streams cross the M2, located near the following locations (enumerated from north to south): 1. Poienita 2. Curesnita Noua 3. Ocolina 4. Alexandru cel Bun 5. South of the crossroad to Redi-Ceresnovat 6. South from the Gura Camencii near Bobulesti village 7. Near Domulgeni village 8. North of Prodanesti village 9. South of Prodanesti village 10. Prodanesti village 11. North of Ordasei village 12. Tintareni
5.2.2.3 Ponds There are a large number of ponds in the vicinity of the M2. The largest is near Ghindesti town, and it is embanked at North and West. Ponds are listed in Table 5 from north to south.
Table 5: Ponds in the Vicinity of the M2 Number of ponds not formed on Location (north to south) rivers, rivulets, or streams Between the M2 and Slobozia Noua village 3 Sobari 1 Near Rublenita village 2 Near Stoicani village 4 South of the crossroads to Redi-Ceresnovat 1 Between the villages Slobozia-Cremene and Solonet 2 East of the M2 in the region of Ciripcau village 1 North of the pond in Ghindesti 2
Number of ponds formed on Location (north to south) rivers and rivulets Arionesti (just east of the proposed new road) 3 Poienita (within village limits) 1 Curesnita Noua (in the vicinity of the river) 1 Alexandru cel Bun (one on each side of the route) 2 South from the crossroads to Redi-Ceresnovat (two on the left 3 side and one on the right side of the route) East of Gura Camencii 3 On the Serna rivulet and on its effluent, south-east of Ghindesti 3 town
M2 EIA – Moldova Road Improvements Project -- November 2009 5-10 Number of ponds formed on Location (north to south) rivers and rivulets Near Domulgeni village 1 North of Prodanesti 1 North of Ordasei village 1 On the Dobrusa rivulet and on its effluent, north of Tintareni 2 village
5.2.3 Natural Disaster Risks
5.2.3.1 Geologic Hazards Certain geologic processes can result in dangerous conditions when they occur within the limits of human habitation, resulting in deterioration of buildings and installations, increased building operational costs, and decreased efficiency of land use. Where complicated geological engineering conditions exist, the affected lands are commonly excluded from use. Considering the negative influence of dangerous ecological processes, and also considering the complexity of engineering – geologic conditions, there have been identified four categories of features on the territory of the Republic. Using categories to describe the influence of the hazards of geologic processes, the M2 is considered to be 85 percent in category III (low negative influence). Category III is characterized as having dangerous geological processes that do not exercise destructive influence on construction and installations; however, if these processes become active, they may cause material damages. The remainder of the M2, 15 percent in the Soroca city region, is included in category II (medium negative influence). Category II is characterized by the following: land is partially under the risk of dangerous geological processes, which means that construction and communications must be placed on stable sectors16.
5.2.3.2 Seismic The territory of the Republic of Moldova is located in the Carpathians seismic area and it is affected by earthquakes having an epicenter within the limit of the crust (crust epicenter with a depth not exceeding 5 km) and within the upper mantle (under crust epicenters with a depth of more than 50 km). The maximal earthquakes of the crust, even at the epicenter, do not exceed the intensity of seismic vibrations caused by earthquake with deeply rooted epicenters , whose depth goes to approximately 180 to 200 km. Defined epicenters are found in limited regions coinciding with the Carpathians Arch and are known under the name of ―Vrancea Epicenter.‖ Their maximum energy reaches (MK) 7.5, decreasing gradually with distance (especially to the north and east); as a result, ground shaking is perceivable even in such distant places as Saint Petersburg, Yaroslav, and Nijnii Novgorod. The Republic of Moldova is near the Vrancea epicenter, resulting in a risk of earthquakes with a magnitude of 6 to 8 on a MK-64 scale (refer to Table 6) The maximum seismicity (VIII degrees Richter) in the region is registered in the southwest before the Prut River. The remainder of Moldova has a seismicity of VII degrees Richter, except in the Transnistrean area, where the seismicity is VI degrees Richter. In accordance with the calculations performed in these seismic areas, the earthquakes with these intensities do not occur more than once in 200 years. However, Moldova experiences many earthquakes with lower intensities (MK ≤5.5), typically as many as 18-20 annually.17 The M2 crosses areas subject to earthquakes of intensities VI and VII on the Richter scale, as follows:
16 Universcons. 2009. Sarateni-Unguri Road Study Report. 17 Universcons. 2009. Sarateni-Unguri Road Study Report.
M2 EIA – Moldova Road Improvements Project -- November 2009 5-11 1. Road section starting in Saratenii Vechi village and ending in Ciripcau village – VII 2. Road section starting from the Ciripcau village - VI Table 6: Major Earthquakes in Moldova Magnitude on Coordinates of the epicenter Date Depth, km Richter scale, (Latitude – Longitude) degrees 9/7/1945 45°9´ 26°5´ 80 VII–VIII 12/9/1945 45°7´ 26°8´ 80 VII 3/4/1977 45°8´ 26°8´ 93 VIII 8/30/1986 45°5´ 26°3´ 137 VIII 5/30/1990 45°9´ 26°7´ 84 VII–VIII 4/6/2001 45°7´ 26°6´ 132 V–VI 5/3/2002 45°7´ 26°3´ 152 IV–V 10/5/2003 45°7´ 26°4´ 150 IV–V 9/27/2004 45°7´ 26°5´ 150 V–VI 10/27/2004 45°78´ 26°55´ 90 V–VI 5/14/2005 45°60´ 26°51´ 140 V–VI 6/18/2005 45°68´ 26°71´ 130 V–VI 2/16/2006 45°59´ 26°72´ 100 IV–V 3/6/2006 45°44´ 26°63´ 100 IV–V 2/14/2007 45°38´ 26°34´ 150 IV–V 2/15/2007 45°72´ 26°81´ 100 IV–V Source: National Bureau of Statistics; http://www.statistica.md/pageview.php?l=en&idc=324&id=2301 (Accessed 20 April 2009)
5.2.3.3 Geologic Processes The following dangerous geological processes are characteristic to the Republic of Moldova: gravitational (landslides, crumbling, falling rocks, detritus), processes generated by the influence of the surface waters (river and rain erosion, diluvium denudation, muddy torrents, land flooding, abrasion), or hazards caused by the increased level of groundwater (groundwater flooding and land swamping, karst generation). Dangerous geological processes present along the M2 are described below
Falling Rocks This geologic hazard occurs in the valley of the Prut and Nistru Rivers and their effluents. Because of rock sliding, rolling, and falling from slopes, stones have accumulated at the base of slopes. The stones are usually not large and typically don‘t exceed 1m3, though isolated boulders can be found, with dimensions of 3 to 5 m3. Sectors with larger boulders are more often found in the surroundings of Soroca city (Bechirov Iar).
Slides Among the dangerous geological process developing and taking place in Moldova, land slides occupy the first place considering the surface of their occurrence and their active development, relief transformation, and damage to the national economy. The landslides preclude faming lands from the agricultural circuit and affect inhabited areas. Landslides result in considerable damage to residential areas, agricultural and industrial objects, railways and roads, electrical transmission lines, telegraph lines and others.
M2 EIA – Moldova Road Improvements Project -- November 2009 5-12 Statistical reports are used as a prognosis method for landslide activity. The oval-prolonged landslides have an increased propagation area around the Solonet – Ciuluc interflow, on the left side slopes fragmenting the western slope of the Nistru plateau (rivers Serna, Dobrusa, Segal, and Cogilnic).
Ravine Erosion Widespread ravine erosion occurs in Moldova. The medium density of the ravine network is 0.39km/km2 with a density of 1.24 ravines per 1 km2. Their presence is highly irregular, which is mainly a result of the economic activity of the population, inhabitance, adjustment of water flows by the building of waterfalls on ponds, and terracing of slopes. The terraced drains and the coastline, the furrows, the ravines and the rifts are met on the valleys of the Nistru, Prut, Raut Rivers and their effluents. In order to improve ravine erosion in accordance with development and environmental protection requirements, it is advisable to perform a series of reclamation works.
Flooding There are various factors that contribute to the flooding of inhabited areas by groundwater that behave differently in different situations. The main factors can be grouped as natural and anthropogenic:
Natural factors: Topographic factors – meadow width (wide, narrow), meadow longitudinal or cross slope, slope inclination, microplateau, ancient riverbeds, silting of riverbed, presence of lateral headsprings. Hydrographic factors – density of water network, uniformity, specific length of riverbeds, and fragmentation of slopes by networks of ravines and valleys. As a general rule, significant water floods are characteristic of areas with higher horizontal and vertical fragmentation of the relief. Hydrologic factors – repartition of rainfalls in territory, their intensity, and the incidence of extremely uneven water accumulation.
Anthropogenic Technogenic factors –Technogenic factors are related to human economic activity, which may have positive influence (clearing and straightening of the riverbed, flow adjustment, etc.), but also a negative influence (narrower rivers due to dikes, bridges, silting of some meadow sectors etc.)18. Due to specific natural and demographic conditions (high fertility of the soil, increased density of population, limitation of water resources), communities have been developed mainly along rivers, rivulets, valleys, and meadows; on the relatively abrupt slopes; or in meadows that flood (thereby using for this purpose those lands with less productivity). An analysis of flooding in Moldova as a consequence of torrential rains indicates that all ponds built without a design basis have been destroyed, often with catastrophic consequences including loss of human life. Some of the ponds built with a design basis have also suffered damages and deterioration due to incorrect operation. The road network and bridges have also contributed to flooding. The main factors that affect whether they contribute to flooding are: Flow capacity. Safety factor for the calculated flow. The calculated flow for drained water torrents under bridges is usually determined depending on the road category. In most cases, for localities, it will be considered a 2 to 3 percent safety factor.
18 Universcons. 2009. Sarateni-Unguri Road Study Report.
M2 EIA – Moldova Road Improvements Project -- November 2009 5-13 Using the factors described above, an analysis was performed to determine flooding risk in Moldova. The results of the analysis indicate that the M2 crosses through five areas that are impacted by flooding (caused by natural factors): 1. Saratenii Vechi village to Domulgeni village: area with significant flood impact 2. Domulgeni village to crossroad to the Ghindesti town: mid-level flood impact area 3. Crossroad to the Ghindesti town to Ciripcau village: area with significant flood impact 4. Ciripcau village to Decebal village: mid-level flood impact area 5. Decebal village to Unguri village: weak flood impact area Swamping There are several forms of swamping in Moldova, determined by hydrogeological, geological, and geomorphologic conditions; landslides; surface water flows; and human economic activity. In all cases, the presence of swamping is determined by a combination of the existence of a layer of impermeable rock immediately under the ground surface and slow drainage of the surface materials. Swamping is typically found on the smooth slopes‘ surface in low and high meadows of the valleys of the Nistru and Prut Rivers, of rivulets, and on the bottom of glens. Here the swamping is caused mainly by a combination of the accumulation of surface water draining to the meadow from adjacent slopes, storm water, and slow surface drainage of the area. Swamp areas typically occur in meadows, on the first terrace above the meadow, and at the tail of ponds19.
5.2.4 Soils Land resources represent the most important economic value. Fertile soils (chernozems) represent 75 percent of Moldova‘s land surface. Soils with major humus concentration occupy a fifth of Moldova‘s land surface, predominantly in the North. Land resources represent the main production resource for agricultural households and also provide an ample base for the location of non-agricultural industrial branches to transport, villages and other economic agents. The land resource Moldova amounts to 3,384,625.57 ha (excluding the land on the left side of the Nistru, 3 million 48 thousands ha). Farm land represents three-quarters of Moldova and is the main type of land allowing agricultural production; plains represent 62 percent of the total surface. The average rate of land ownership per inhabitant is 0.62 ha. The M2 crosses over six soil types. The most common type of soil is levigated chernozem, followed by the mollic grey and clay – silt chernozem; less common are the typical moderate humiferous chernozem, typical low humus chernozem and carbonatic chernozem (refer to Table 7). The levigated, clay-silt moderately and weakly humified, and carbonatic chernozems are rich in high quality humus (3 to 5 percent in superior layer, 0 to 50 cm thick deposit meaning 160-200 ton/ha, a significant quantity). These soils have intense microbial activity, with a good to very good supply of nourishing substances. These are mellow, permeable soils, with adequate water and air content—these are good soils for farming. When farmed, the mollic grey soils become weakly humified (1.5 to 2.5 percent), practically unstructured, with a low acid reaction. The grey soil type is represented by 4 subtypes: albic, typical, mollic and vertisol. The grey soils are located in wet areas; they are under the propitious level of clay – silt chernozem, but not significantly. Being located in the wetter regions, they usually ensure a good water supply to plants. 20
19 Universcons. 2009. Sarateni-Unguri Road Study Report. 20 Universcons. 2009. Sarateni-Unguri Road Study Report.
M2 EIA – Moldova Road Improvements Project -- November 2009 5-14 Table 7: Soil Types along M2 Route Location - Saratenii Vechi - Unguri direction Soil Type Saratenii Vechi and south of Negureni village carbonatic chernozems Negureni village to Ordasei village low humus chernozem In Brinzenii Noi village vertic chernozem Ordasei village to Prodanesti moderate humus typical chernozem Prodanesti village to the northern border of this village levigate chernozem From the northern part of this village to the crossroad to Ghindesti mollic grey soil; town Crossroad to Ghindesti town for approximately 2 km clay-silt chernozem From this point to the entry in the Ghindesti town levigate chernozem From the entry point in the Ghindesti town, for 4 km to the North of typical moderate humifer chernozem Gura Camecii village North of Gura Camecii village to the point of entry in Ciripcau village levigated chermozen From Ciripcau village to the roundabouts of Solonel village, mollic gray soil; From the roundabouts of Solonel village to Alexandru cel Bun levigated chernozem village From Alexandru cel Bun village for 2 km south from the entrance silt chernozem in Soroca city From the entrance in Soroca city to the vicinity of Pocrovca village levigated chernozem From Pocrovca village to near the Arionesti village clay – silt chernozem; From Arionesti Village to Unguri village mollic grey soil; Unguri village levigated chernozem with marne rendzine.
5.2.5 Climate Moldova has a temperate continental climate, with moderately cold winters and warm summers. Temperature ranges for Soroca based on data from 1980 to 2007 are shown on Figure 7. Precipitation variations are shown on Source: National Bureau of Statistics Figure 8 for Soroca, also based on data from 1980 to 2007. Soroca‘s annual precipitation averages 563
30
25
20
15
10
5
0 Temperature(C)
Jul -5 Jan Feb Mar Apr May Jun Aug Sep Oct Nov Dec Annual -10
-15
max min average mm. Source: National Bureau of Statistics Figure 7: Minimum - Maximum Range and Average Temperatures for Soroca
M2 EIA – Moldova Road Improvements Project -- November 2009 5-15
Average Monthly Precipitation (1980-2007)
100 90 80 70 60 50 40 30
20 MonthlyPrecipitation (mm) 10 0 Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec
Source: National Bureau of Statistics Figure 8: Average Monthly Precipitation at Soroca (1980-2007)
5.2.6 Water Use Water supply for towns and villages consists primarily of groundwater—phreatic and artesian—and secondarily the surface waters of the Nistru and Prut Rivers. The water in the Nistru and Prut Rivers is acceptable for all types of use, if adequately treated. The water in small rivers is not potable and is inadequate even as technological water. The main source of potable water in Moldova is groundwater, which supplies 100% of the villages, 30% of the towns and 65% of all Moldova population (refer to Table 8). As a result, the issue of groundwater quality is critical in Moldova, since it affects the quality of the environment and the health of the population. The pollution of groundwater is noticed in counties where water supply inlets are placed, as well as in inhabited areas, in the vicinity of water treatment stations, waste storage facilities, animal farms, etc. It was assessed the unsatisfactory sanitary and technical status of the water inlets, where the sanitation is missing and it is not compliant with the regime of sanitary protection areas. This issue is discussed further in Section 5.3.4, and more information can be found in a recent World Bank study.21
Table 8: Distribution of Groundwater Reserves as of 1/1/2005
Name of the Approved exploitation reserves, thousands m3/day No Territorial Water supply – Water supply – technological Total Administrative Unit household and potable and production 1 Donduseni County 5.0 0.0 5.0
21 Sustainable Devmt Sector Unit (ECSSD). Moldova - National Water Supply and Sanitation Project: environmental assessment. World Bank Report number E1823. 2008. http://go.worldbank.org/7U36WN2Q60 (accessed 6 April 2009)
M2 EIA – Moldova Road Improvements Project -- November 2009 5-16 Name of the Approved exploitation reserves, thousands m3/day No Territorial Water supply – Water supply – technological Total Administrative Unit household and potable and production 2 Floresti County 23.9 23.9 0.0 3 Ocnita County 18.9 17.6 1.3 4 Soldanesti County 5.2 5.2 0.0 5 Telenesti County 15.8 0.0 15.8
5.2.7 Traffic The Feasibility Study report provides information on existing traffic conditions and forecasts potential traffic growth on the basis of economic and other driving forces. Clearly, there is uncertainty in forecasting 20 years into the future, so estimates based on low-, medium-, and high-growth scenarios have been developed, as shown in Table 9. The resulting traffic forecasts for two representative locations along the M2 are shown in Table 10.
Table 9: Assumptions Affecting Traffic Growth along the M2
Low Median High GDP growth 2010 - 2011 2.00% 3.00% 4.50% 2012 - 2019 2.50% 4.00% 5.00% 2020 - 2031 2.00% 3.00% 4.00% Traffic growth 2010 - 2011 3.30% 4.95% 7.43% 2012 - 2019 4.13% 6.60% 8.25% 2020 - 2031 2.80% 4.20% 5.60%
Table 10: Forecast Average Daily Traffic (ADT) along the M2
the M2 South of Floresti km 84 (2009 ADT = 2,340) Year Low Median High 2010 2,417 2,455 2,513 2015 2,935 3,328 3,707 2020 3,546 4,478 5,376 2025 4,072 5,501 7,060 2030 4,674 6,757 9,271
the M2 South of Otaci km 33 (2009 ADT = 698) Year Low Median High 2010 721 732 749 2015 875 992 1,106 2020 1,058 1,335 1,603 2025 1,214 1,640 2,106
M2 EIA – Moldova Road Improvements Project -- November 2009 5-17 2030 1,394 2,015 2,765
Besides the total number of vehicles, Vehicle Class Distribution (M-2 South of Floresti) another important characteristic of traffic on the M2 is the type of vehicles that are 80% using it. The type of vehicle affects, 70% among other things, traffic accidents, noise, and air quality impacts. Noise and 60% air emissions vary significantly with 50% vehicle type. 40% Traffic counts were performed in March 30% and April 2009 as part of the feasibility 20% study. Figure 9 shows the distribution of 10% vehicles on the M2 for a point south of Floresti. 0%
cars buses
microbuses 2-axle trucks 4-axle trucks tractor-trailers trucks with trailer
Figure 9: Typical Vehicle Class Distribution on the M2 5.2.8 Air Quality Ambient air quality is of significant environmental and public health concern. According to the European Environment and Health Committee: ―In the urban areas of the Republic of Moldova, 70% of morbidity among children is due to respiratory disease - in rural areas it is 40%. Since the Budapest Conference a national program to reduce transport emissions has been started and the number of minibuses on the roads is to be cut by half. The levels used for ambient air standards have been those of the USSR but a switch is now being made to EU levels. However, the country currently has no capacity for PM10 or PM2.5 monitoring.‖22 Ambient air quality guidelines and standards have been set by international organizations such as the World Health Organization (WHO) and the European Union to protect human health, as shown in Table 11. These can be used to estimate the potential impacts from concentrations of pollutants associated with roadways. Of particular importance in the vicinity of roadways are the levels of fine particulate matter (dust) and carbon monoxide, especially in areas such as schools and residences situated close to the roads where people spend significant periods of time in close proximity to emitting sources: Particulate Matter (PM10): PM10 refers to both liquid and solid particles that are less than 10 micrometers in diameter, small enough to be inhaled into the lungs. Inhalation of PM10 can cause various respiratory diseases, including cancer. The main sources of PM10 come from motor vehicle exhaust; residential wood burning; dust related to construction activities, landfills, agriculture, wildfires, industrial processes; and windblown dust from traffic. For this project, an
22 See http://www.euro.who.int/eehc/implementation/20050623_3 (Accessed 27 April 2009)
M2 EIA – Moldova Road Improvements Project -- November 2009 5-18 impact significance criterion of 50 µg/m3 averaged over 24 hours is used, based on the European Union and WHO guidelines. Carbon Monoxide (CO): CO is a colorless, odorless gas whose main sources are vehicle exhaust, fires, fuel combustion, and industrial processes. At high concentrations, CO is considered poisonous, and thus poses a serious health risk. In addition to affecting the central nervous system, CO also slows the transfer of oxygen to the body‘s organs. For this project, an impact significance criterion of 10 mg/m3 averaged over 8 hours is used, based on the European Union and U.S. EPA guidelines.
Table 11: Ambient Air Quality Guidelines for CO and PM10(µg/m3) Pollutant and U.S. Environmental European Union WHO - Europe Averaging period Protection Agency (EPA)
PM10 : 24-hour 50 50 150 PM10: Annual 40 20 N.A. CO: 1-hour N.A. N.A. 40,000 CO: 8-hour 10,000 N.A. 10,000 Sources: “DIRECTIVE 2008/50/EC OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL of 21 May 2008 on ambient air quality and cleaner air for Europe” ; Official Journal of the European Union11.6.2008 World Health Organization Europe “Air Quality Guidelines Global Update 2005 – Particulate Matter, Ozone, Nitrogen Dioxide and Sulfur Dioxide” published 2006 US Environmental Protection Agency - National Ambient Air Quality Standards (NAAQS) http://www.epa.gov/air/criteria.html (accessed 22April 2009)
Baseline Air Quality Assessment The main objective of the air quality assessment was to determine PM10 and CO levels. Since air pollutant concentrations have not been measured in the project area, this was accomplished by modeling the pollutants using existing and future traffic conditions on the M2. The Moldova Hydro-Weather Office establishes and publishes information regarding ambient air quality. It uses atmospheric pollution indexes that cover the main sources of atmospheric pollution, specifically vehicle transport, thermal power plants, and industrial activity. Of these, transportation generates 89.7 percent of the emissions, stationary sources such as the thermal power plants 5.04 percent, and industrial enterprises 4.96 percent. In terms of impacts from transportation emissions, different regions of the Republic of Moldova are subjected to different degrees of air pollution, from ―very high‖ to ―significantly lower than average.‖ High – Balti city, regions near Briceni, Soroca; Higher than average – Glodeni, Criuleni, Calarasi, Nisporeni, Straseni, Edinet, Rezina, Rascani, Sangerei, Falesti, Donduseni, Dubasari, Floresti, Soldanesti, Ocnita, Ungheni, Ialoveni; Below average – Anenii Noi, Cantemir, Causeni, Taraclia, Telenesti, Cimislia. In terms of the contributions from industrial enterprises, there are different degrees of exposure, from ―very high‖ to ―much lower than average:‖ Lower than average – Drochia, Edinet, Ocnita, Orhei, Soroca, Ungheni, Floresti, Falesti, Stefan Voda;
M2 EIA – Moldova Road Improvements Project -- November 2009 5-19 Much lower than average – Briceni, Donduseni, Cahul, Cantemir, Calarasi, Causeni, Rascani, Sangerei, Taraclia, Telenesti, Cimislia, Soldanesti, Ialoveni, UTAG. The greatest level of pollution in the general project area of the M2 is in Balti City. The quantity of pollutants (kilotons (kt)/year) is: dust – 307; SO2 – 142; CO – 367; NOx – 47. Air pollution emissions vary by county. In the Telenesti, Soldanesti, and Donduseni counties, the emissions volume in the atmospheric air are below 0.5 kt/year, whereas in the Floresti and Soroca counties emissions range from 0.6 and 0.9 kt/year. It is interesting to note that emissions have generally been reduced between 1990 and 2005 (see Table 12). This may be because of a reduction in industrial activity since 1990 as well as the gradual introduction of cleaner vehicles.
Table 12: Fixed Source Air Pollutant Emissions (kt/year) from 1990 to 2005
Dust* SO2 NOx Cities and counties 1990 1994 2005 1990 1994 2005 1990 1994 2005 1. Donduseni 0.219 0.124 0.052 0.505 0.377 0.068 0.088 0.038 0.009 2. Floresti 1.511 0.587 0.158 7.460 3.147 0.154 0.300 0.117 0.084 3. Ocnita 0.510 0.176 0.115 2.043 1.039 0.026 0.201 0.060 0.002 4. Soroca 0.440 0.253 0.364 0.346 1.117 0.100 - 0.046 0.034 5. Soldanesti 0.334 0.030 0.051 0.130 0.020 0.028 0.035 0.018 0.033 * “Dust” is suspended particulate matter, including PM10 Source: Moldova Hydro-Weather Office 5.2.9 Noise Noise is sound that is unwanted or disagreeable and is generated when an object vibrates and causes minute fluctuations in atmospheric pressure. A human perception of or response to noise depends on various factors, including frequency, magnitude, and duration of the sound wave. Frequency is the number of pressure variations per second (Hertz). Humans can typically hear sound waves with frequencies between 20 and 20,000 Hertz. Since the human range of hearing is so large, noise strength is measured in units of decibels (dB), which is based on a logarithmic scale (base 10). The human ear does not perceive sound at the low and high frequencies as well as at the middle frequencies. To obtain a single number that better reflect the noise level perceived by a human ear, a weighting scale called A-weighting scale (dBA) is typically used. In this scale, the low and high frequencies are given less weight than the middle frequencies. Typically, using this scale, an increase 10 dBA is associated with the doubling of the perceived sound level. Except under laboratory conditions, the human ear does not generally perceive changes of 3 dBA or less. Typical descriptors quantifying noise are described below. A-weighted sound level (Leq) The Leq is an average or constant sound level over a specified period that would have the same sound energy as the time varying A-weighted sound over the same period. Maximum level (Lmax): Lmax is the maximum sound level that is measured over a given period. Figure 10 below gives examples of typical noise levels and the human perception to that sound. Typical conversational noise level is about 65 dBA.
M2 EIA – Moldova Road Improvements Project -- November 2009 5-20 EXAMPLES Decibels Subjective Evaluations Federal Highway Administration Jet Engine 140 Design Noise Levels: One-hour Leq
Pain 130 Deafening Rock Band 120
Motorcycle 110
Auto Horn at 3 m 100 Very Loud Urban Street 90 Noisy Factory 80 FAA, HUD, EPA Standards (24-hour DNL) School Lunch Room 70 Loud Near Major Highway 60
Average Office 50 Moderate Loveland Noise Standards (dBA)
Soft music 40 Average residence 30 Faint
Whisper 20
Human breathing 10 Very Faint
Threshold of audibility 0
Figure 10: Typical Noise Levels
5.2.9.1 Noise Standards The Center for Preventive Medicine provided the following information regarding standards on ambient noise based on former USSR standards since Moldova has not developed a national standard of their own.
a. ГОСТ 12.1.003-83. Occupational safety standards system. Noise. General safety requirements.
b. ГОСТ 12.1.012-90. Occupational safety standards system. Vibration safety. General requirements.
These standards refer to occupational safety rather than ambient community noise. The Center of Preventive Medicine (CPM) does not have an electronic data base on ambient noise measurements taken in the country, and no electronic information relating to project roads or along it is available. The only existing data available is based on measurements taken within the cities of Chisinau and Balti and are not relevant to the project.
M2 EIA – Moldova Road Improvements Project -- November 2009 5-21 For this analysis, it was judged that the WHO noise guidelines would provide the best information on community noise impact (refer to Table 13). These guidelines cover a number of circumstances and specific environments. For noise in populated areas through which the M2 will pass, the appropriate guideline level is Leq = 55 dBA, representing a noise level that has been shown in many studies to produce serious annoyance, but will not cause hearing loss or other permanent damage. Noise levels designed to protect from hearing impairment are applicable in industrial settings, such as factories, and are typically much higher than community noise guidelines.
Table 13: WHO Guideline Values for Community Noise in Specific Environments Time L Leq Amax Specific environment Critical health effect(s) base fast [dB(A)] [hours] [dB] Outdoor living area Serious annoyance, daytime and evening 55 16 - Moderate annoyance, daytime and evening 50 16 - Dwelling, indoors Speech intelligibility & moderate annoyance, 35 16 daytime & evening Inside bedrooms Sleep disturbance, night-time 30 8 45 Outside bedrooms Sleep disturbance, window open (outdoor values) 45 8 60
School class rooms & Speech intelligibility, disturbance of information 35 during - pre-schools, indoors extraction, message communication class Pre-school bedrooms, Sleep disturbance 30 sleeping- 45 indoor time School, playground Annoyance (external source) 55 during - outdoor play Hospital, ward rooms, Sleep disturbance, night-time 30 8 40 indoors Sleep disturbance, daytime and evenings 30 16 - Hospitals, treatment Interference with rest and recovery #1 rooms, indoors Industrial, commercial Hearing impairment 70 24 110 shopping and traffic areas, indoors and outdoors Ceremonies, festivals Hearing impairment (patrons:<5 times/year) 100 4 110 and entertainment events Public addresses, Hearing impairment 85 1 110 indoors and outdoors Music and other Hearing impairment (free-field value) 85 #4 1 110 sounds through headphones/ earphones Impulse sounds from Hearing impairment (adults) - - 140 #2 toys, fireworks and Hearing impairment (children) - - 120 #2 firearms Outdoors in parkland Disruption of tranquility #3 and conservations areas #1: As low as possible. #2: Peak sound pressure (not LAF, max) measured 100 mm from the ear. #3: Existing quiet outdoor areas should be preserved and the ratio of intruding noise to natural background sound should be kept low. #4: Under headphones, adapted to free-field values. Source: http://www.who.int/docstore/peh/noise/ComnoiseExec.htm (Accessed 23 April 2009)
M2 EIA – Moldova Road Improvements Project -- November 2009 5-22
5.2.9.2 Existing Conditions Little or no information on ambient noise levels is available for Moldova. A standard U.S. traffic noise model was used to estimate existing noise conditions near the M223. Figure 11 indicates the maximum Leq noise levels expected based on current traffic levels, speeds, and vehicle mixes at varying distances from the roadway. Figure 11 also shows the WHO guideline level of 55 dBA, and indicates that the WHO guideline level is exceeded at distances less than 150 m from the roadway under current peak-hour traffic conditions.
M-2 Noise Peak Hour Leq
70
65
60
55 Leq
50
45
40 10 30 50 100 150 200 500 Distance from Edge of Road (m)
Leq WHO Guidance
Figure 11: Existing Peak-Hour Noise Levels Near the M2
5.2.10 Landscape The Table 14 presents a brief description of landscape terrains in Moldova, including the particularities of the geological structure, the main basic rocks for soils, soils background of vegetal background.
Table 14: Landscape Description
Landscape Landscape No. I. FOREST STEPPE ZONE Visoca Plateau, formed by clay deposits, with mollic grey soils, podzolit, and levigated clay 1 silt chernozem on loess clays of small thickness, with weak impact of antopogen processes and medium impact from natural processes. Soroca Plateau, formed by alternating horizons of clay and sands, with mollic grey soils, 2 levigated chernozem on loess clays of small thickness, with average impact from anthropogenic processes and very strong impact from natural processes.
23 Model developed based on procedures in: ―Transit Noise and Vibration Manual‖ US Federal Transit Administration, by Harris, Miller, Miller and Hansen (1995)
M2 EIA – Moldova Road Improvements Project -- November 2009 5-23 Landscape Landscape No. Vascauti Plateau, formed by alternate horizons of sands and clays, with mollic grey soils and 3 levigated chernozem on loess clays, with an average impact from anthropogenic and natural processes. B. BALTI – GRASSLANDS - STEPPE PLAIN AND HILLS REGION Baxanilor and Vadenilor hills, formed by aleurit – clay and sand deposits, with typical 1 chernozems, partially levigated, on loess clays of small thickness, with a small impact from anthropogenic processes and strong impact from natural processes. The hilly residual plateau of Solonet, formed by alternated horizons if clays and sands, 2 predominant in typical and levigated chernozems, with fragments of grass, with a weak impact from anthropogenic processes and strong impact from natural processes. Dobrusei Field, formed by clays, aleurites, and sands, more with typical chernozem on loess 3 clays of small thickness, with a weak impact from anthropogenetic processes and strong impact from natural processes. The terraced and meadow field of the lower Raut, with typical chernozem weakly with 35 humus and carbonated chernozems and meadow chernozems with low impact form anthrropogenic factors and strongly influenced by natural processes. Source: A. Ursu, Soils Classification in the Republic of Moldova, 1998
5.2.11 Existing Sources and Levels of Soil or Water Contamination The Republic of Moldova does not have production facilities that produce persistent organic chemicals. All pesticides allowed for use in the country are currently, and in the past have been, imported from abroad. During the time of the Soviet Union, stockpiles of known and unknown chemicals were stored in warehouses across Moldova. After the collapse of the Soviet Union, the Republic of Moldova privatized their lands and warehouses were divided as value share. Some of the pesticides were removed from the warehouse and used by the population without knowing their origin, specifications, and rules for the application. By 2003, about 60 percent of the warehouses had been destroyed or dismantled, while the remaining 20 percent were in a satisfactory condition. Materials from dismantled warehouses were used and are still being used by their owners or sold to third parties at reduced prices for building houses, warehouses for foodstuffs etc. In some areas, large amounts of obsolete and prohibited pesticides which have long since expired are now stored in the open. These chemicals are leaching down through the soil into the local groundwater, being carried across the landscape by surface water during rain events, and dissipated by wind and thus contaminating adjacent plots. The deteriorated packaging of the pesticides enhances the risk of harmful effect to the people‘s health and environment, since some warehouses are located close to residential areas, within irrigation schemes, close to rivers, and other water resources. In 2003 it was estimated that about 1,712 tons of obsolete and prohibited pesticides were stored in warehouses throughout Moldova. Of the identified (known) obsolete and prohibited pesticides, 0.08 tons are heptachlor and 1.60 tons are toxaphene. It is reported that 3.94 thousand tons of pesticides were buried, including 654.1 tons of DDT and 1.303 tons of hexachlorcyclohexane. Since 1995, the amount of obsolete pesticides has decreased by about 600 tons; since 2001, the amount of heptachlor has decreased by 0.2 tons, and the amount of toxaphene by 1.81 tons. The reductions are attributed to illegal burial of pesticides, theft, and inadequate storage. All of these actions are continuing to add to soil and water contamination.
M2 EIA – Moldova Road Improvements Project -- November 2009 5-24 An unidentified amount of pesticides is assumed to be stored in rural households, which is also contributing to contamination. Due to the intensive application of pesticides in the past, their presence is still found today in samples of soil, water, and agricultural products in various localities of the country.24 Other potential comtamination can occur from petroleum sites. Several gas stations were observed along the M2 corridor; however no data was available regarding possible contamination due to leaking storage tanks.
5.3 Assessment of Existing Social Conditions in Project Area
5.3.1 Overview The collection and analysis of primary social data included qualitative participatory methods such as semi-structured interviews (SSIs) and focus group discussions (FGDs) among Project-affected communities along the M2 Road, as well as consultations with NGOs dealing with social issues. In addition, secondary data such as available literature on roads and the transport sector in Moldova, social and human development, as well as socio-demographic and statistical information were reviewed. Specifically, information on social conditions was collected via: Rapid assessment of potential social impacts (RASI) conducted in July 2009 in the 25 villages of the Project area. Detailed information on the locations where the interviews were held is found in Annex 5. Secondary data review including documents of various international development and aid organizations (The World Bank, International Monetary Fund, International Labour Organization, United Nations Development Programme, International Organization for Migration, Joint United Nations Programme on HIV/AIDS, United Nations Children's Fund, United Nations Development Fund for Women, and World Health Organization) with regards to social issues relevant to the roads and transport sector, rural development in Moldova. Gender, poverty, migration, HIV/AIDS, and trafficking of persons and drugs have been looked at with particular attention. Other documents reviewed included a draft report prepared by a Moldovan local consultant team for the RSA in May 2009; national statistical data, including Moldova Statistical Yearbook 2008, Statistical Bulletin, January-June 2009, National Statistical Office report: ―Women and Men in the Republic of Moldova 2008‖; and documents provided by the MCC, including draft Moldova Farm Survey (May 2009), Gender Analysis of the Moldova Farm Survey (June 2009), and an Initial Gender and Social Assessment Field Report by J. Ebbeler (MCC Gender Specialist)
5.3.2 Summary of Key Broad Social Development Issues Relevant to the M2 Project
5.3.2.1 Population and Demographic Trends Moldova has a high population density and the highest percent of rural population in Europe (64 percent). The density countrywide is, on average, 111 persons/km2, and 1,255 persons/km2 in the capital Chisinau. According to the 2004 Census, the total population of Moldova, excluding the region of Transnistria, was 3.6 million with women making 52 percent of the total population while 2007 Human Development
24 Ciubotaru, V., Isac, A., Barbarasa, I. National Inventory of Persistent Organic Pollutants of the Republic of Moldova. 2003 http://www.recetox.muni.cz/coe/sources/workshop_1_rba_pts/II05-Ciubota ... (accessed 28 April 2009)
M2 EIA – Moldova Road Improvements Project -- November 2009 5-25 Report indicates 3.7 million25. The 2004 population figures indicate that the population in Moldova has decreased considerably from the 1989 Census total of 4.3 million. The decrease in the population resulted in the ageing of the population. The ageing factor, which was estimated at 12.8 in 1990, increased to 13.8 in 2004 and remains more or less at the same level. The male to female ratio has not significantly changed. However, a decrease in the population of less than 15 years olds and a parallel growth in the proportion of working age and elderly people (> 60 years) has been observed. A high rate of mortality compared with the birth rate and a surplus of outward migrants over inward migrants is perceived to be the main causes for the approximately 5 percent negative trend in the population. Birth rates per 1,000 people dropped from 18 to 10 between 1990 and 2003, and the female fertility rate decreased for all age groups. In particular, the 2007 fertility rate (births per woman) show a significant decrease from 2.4 children per women in 1990. The mortality rate increased from 10 deaths per 1,000 people to nearly 12 during the same period.26 Moldova has several ethnic groups that are well integrated into mainstream Moldovan society. According to the 2004 Census, Moldovans make up 76 percent of the population, Ukrainians 8 percent, and Russians 6 percent, while Bulgarians accounted for just over 4 percent. The Gagauz minority who live in a compact administrative autonomous region in southern Moldova make up for a little above 4 percent.
5.3.2.2 Poverty The World Bank 2006 Poverty Update, and that despite relatively robust GDP growth (7 percent annual rate), poverty increased by 2.5 percent27. In 2007, the GDP per capita in Moldova has been reported at 1,156 USD.28 The rural poverty rose to 42.5 percent in 2005, while it declined to 14.7 percent in large cities compared to 17.4 percent in 2004. The World Bank report also indicates that farmers suffered a considerable increase in their poverty rates, reaching 48 percent, and it remained high among agriculture workers (50.5 percent), young people (52 percent), less educated (44 percent), the elderly (34 percent), and families with many children (62–72 percent). With regards to absolute poverty, as the 2006 Economic Growth and Poverty Reduction Implementation Evaluation Report (EGPRSP) indicates, 30 percent of Moldovans fall into the category of absolute poor while rural population makes up to 34 percent.29 Poverty in Moldova is multi-dimensional and is associated with reduced incomes, consumption and employment, poor nutrition, poor health conditions, limited access to education and other social services, low levels of participation in decision-making, especially among rural women. It is also characterized by high levels of out-migration (rural-urban, as well as outside the country), trafficking of persons, especially
25 Moldova Human Development Report, 2007 http://hdrstats.undp.org/en/countries/data_sheets/cty_ds_MDA.html 26 UNO Common Country Assessment Republic of Moldova. 2005 Chisinau http://www.un.md/key_doc_pub/doc/CCA_Eng_last.pdf (Accessed 22 April 2009) 27 According to the Poverty Reduction Strategy Paper (PRSP 2004) prepared jointly by the Government of Moldova (GoM), the World Bank, and IMF, the poverty incidence in Moldova in 2002 was 40 percent, with a 12 percent poverty gap, 5 percent poverty severity, and 26 percent extreme poverty incidence. The official unemployment rate has been reported at 6.8 percent. There is a sharp urban-rural divide (53-percent poverty incidence in small towns and 45 percent poverty incidence in rural areas), which also has significant gender, age, household size, and education had been also marked. For example, the poverty incidences among the elderly (over 60) and those over 75 were reported as 43 percent and 52 percent, respectively. Similarly, poverty reached 56 percent among agriculture workers, 47 percent among farmers, and 50 percent among rural children. The poverty incidence among households led by people with some education was 49 percent, while the poverty incidence among household led by those with no education was 59 percent—a large segment of the Moldovan households that accounted for 36 percent of all households. 28 Moldova: Poverty Update, 2006, The World Bank and Human Development Report, 2007 29 Economic Growth and Poverty Reduction Implementation Evaluation Report (EGPRSP), 2006
M2 EIA – Moldova Road Improvements Project -- November 2009 5-26 women and men of working age, and a breakdown of social cohesion at both community and household level. Other factors include escalating degradation of regional economies, low rates of employment and the dominance of low-paid seasonal labor in the agriculture sector, especially among women, rising differences in the compensation of labor and presence of in-kind payments, emergence of a large number of self-employed, non-cash workers, an increased informal sector and higher reliance on remittances from abroad, and weakening of social welfare policies. Poverty is evident among vulnerable populations such as rural women, youth, and the elderly, as well as less educated and unskilled, long-term unemployed workers. Economic disparities among these groups can be contributed to decreasing economic opportunities, loss of employment and stagnant unemployment, and under-employment. In addition, factors such as occupational segregation and wage differentiation, lack or limited access to financial institutions, and inadequate social protection are characteristic of present-day rural Moldova. Finally, health risks, including poor nutrition, STIs, and HIV/AIDS are most evident among the rural poor and women. 30.
5.3.2.3 Gender Concerns In Moldova, women comprise 52 percent of the population and have a higher life expectancy compared to men. They make up over 70 percent of the working-age population.31 However, serious gender disparities make women more vulnerable than men to poverty, unemployment, health problems, lack of education, gender-based violence, and human trafficking. Women make up 68 percent of all unemployed and earn 70 to 80 percent of men‘s salaries; they are also three times as likely to lose their jobs. Female employment declined from 60 percent in 1990 to 50 percent in 2000.32 Moldovan women report lower human development indicators, e.g. the highest regional levels of anemia (45 percent in 2000); and decline in fertility rate from 2.39 births per 1,000 women in 1990 and 1.43 births per 1,000 women in 2000. The number of maternal deaths is 28 per 100,000 live births and is a result of poor nutrition, substandard living conditions, and limited or no access to prenatal care. Men‘s health has also suffered. Poverty and stress have led to higher rates in men of suicide, alcoholism, drug use, and cardiovascular disease, increasing the gap in life expectancy between men and women to 7.5 years. Although women represent 55 percent of students overall, and 57 percent of students attending vocational schools, women lack opportunities to advance in their careers due to the deterioration of social services that put an additional burden on women to care for children, the elderly, and the ill. Also, women hold a majority of the lower-paid jobs because they spend more time in domestic chores that lessen their opportunities to pursue training or gain other skills. Instead they are relegated to unstable, poorly paid, and legally unprotected informal work. Women‘s participation in business is low—only 5 percent of managers are women. Approximately 2 percent of women managers run big enterprises and 10 percent are in mid-sized enterprises. However, 40 percent of women managers are in small enterprises and the other 48 percent are in micro-enterprises.
5.3.2.4 Migration Migration has been one of the most serious social development and economic concerns for Moldova since the transition. The exodus of highly qualified Moldovan workers has been massive. The labor migration involves most levels of Moldovan society and includes men and women of various ages, educational backgrounds, and professions. Initially, ethnic minorities were more active in migration; now all ethnic groups, including ethnic Moldovans, migrate for labor. The economic crisis, industrial decline,
30 According to the UNDP, by 2005 women make 49 percent of all people living with HIV/AIDS (PLWHA) – www.undp.org 31 Women and Men in the Republic of Moldova, 2008 32 Moldova Gender Profile, The World Bank, 2000 and UNDP, 2009
M2 EIA – Moldova Road Improvements Project -- November 2009 5-27 inflation, increases in unemployment, and decreases in social spending have significantly affected the migration situation in Moldova. Since the mid-1990s economic migration among the Moldovan population has been on the rise. Although this has been a pressing issue in Moldova, there are no accurate and exact statistics on the numbers of Moldovans working abroad. Figures from mass media range from 300,000 to 1 million people—a significant part of the Moldovan population. According to the general Census in October 2004, approximately 10 percent of the population had left for employment in other countries. However, unofficial estimates points to as many as 600,000 migrants for 2004. This trend in population decrease has continued as recorded by the National Bureau of Statistics and shown in Table 15. Table 15: Population Trends for Moldova
Year 2004 2005 2006 2007 2008 Population, total 3,607.4 3,600.4 3,589.9 3,581,1 3,572.7 (in thousands) Source: Statistical Year Book 2008
Currently, there is no data to indicate that Moldovan labor migrants return home. Anecdotal data from the field suggests Moldovans likely stay in their countries of migration by shifting to other, lower paid, less secure jobs rather than return home. Most rural areas in Moldova have seen emigration to Italy, France, Germany, Spain, Portugal, Israel, Greece, Turkey, Russia (mostly Moscow), and Romania. The period of migration ranges from 3 months to 6 years. Migration to Russia is seasonal (3–6 months) and migrants work mostly in construction. Usually, men go to Russia right after spring farming and return for harvest. The same situation prevails for emigrants to Israel. In Turkey, Portugal, and Greece, Moldovans harvest fruit and vegetables. Women often choose to go to Italy to work as maids and nurses. Most Moldovans indicate that those working abroad are helping their families by transferring money to them through banks. In addition, most are helping friends and relatives to emigrate as well. According to the International Migration Organization, three quarters of migrants earn between US$100 and US$1,000 a month; only 20 percent make more than US$1,000. In the Commonwealth of Independent States (CIS), the average monthly income is US$368, whereas in Western Europe it is US$600–US$1,000 a month. Construction workers in Moldova make on average US$133, whereas migrants working in Russia earn US$450 to US$750. Migrants employed in the construction sector in the European Union make around US$900 to US$1,500 (Moshneaga, 2006). Migrants‘ remittances are transferred into the country of origin via both official and unofficial channels. The volume of remittances arriving in Moldova via official channels is recorded and has been increasing. According to media sources, total remittances reached US$1 billion in 2005, significantly surpassing Moldova‘s national budget. Around 60 percent of remittances originate from European Union countries, 25 percent from CIS countries, and the rest from other countries. Unofficial numbers for remittances are difficult to obtain. According to the World Bank estimates, more than 50 percent of migrant remittances are transferred via official channels and slightly less than 50 percent remitted through unofficial channels. Based on the 2006 estimate, annual remittances flowing into Moldova could be as high as US$2 billion. Labor migration also affects family structure as long separations cause estrangement between spouses and children. Based on field observations in the Project area and migration reports, a growing number of children of migrants are brought up by one parent or by grandparents if both parents are migrants. Sometimes neighbors take care of children if grandparents are unable to be care-givers. The World Bank estimates suggest that between 70,000 and 150,000 children in Moldova live without one or both parents because of international labor migration (World Bank 2006).
M2 EIA – Moldova Road Improvements Project -- November 2009 5-28 The gender dimension of migration is most evident in the separation of families, increase of children-and elderly-led households, brain drain, and rise in the vulnerability of young women to exploitation and abuse. This migration includes high levels of internal (rural-urban) migration as well as immigration outside the country. The 2004 census data indicate 26 percent of people migrated internally, including 44,000 moving to Chisinau from rural areas. The same year, 8.7 percent of the population or 273,000 people were absent from the country, with almost 40 percent of them aged 20–29 and 30 percent aged 30– 39. According to the IOM 2007 report, in 2006, one-quarter of the economically active population of Moldova was occupied abroad, mostly in Russia, Italy, the Ukraine, Turkey, Portugal, and France.33 There is a gender difference in country of destination and duration of stay associated with type of occupation. Men are involved in physical work, e.g., construction, and migrate to Russia, the Ukraine, Portugal, and the U.K., while women migrate to Italy, Belgium, Germany, Israel, and Turkey for jobs in social services, such as domestic aid and nursing.
5.3.2.5 Human Trafficking In the last decade, Moldova has become one of the countries with the highest incidences of human trafficking of young women and children, mostly to Russia, the Ukraine, Turkey, Cyprus, Western Europe, and United Arab Emirates (UAE) for sexual and labor exploitation. ILO estimates between 10,000 to 100,000 Moldovan women under 25 are trafficked for the sex trade and prostitution. Trafficking of children for illegal adoption, as well as illegal organ donation, is also reported widely; however, the scope is unknown. According to the U.S. Department of State, in 1997 alone, trafficking involved 175,000 women and girls from Central and Eastern Europe and the FSU, including Moldova34. The 2008 data of the National Bureau of Statistics estimates over 25,000 Moldovan falling victims of human trafficking in 2008. Tens of thousands of Moldovan women, mostly from rural areas, are estimated to be victims of human trafficking. Economic hardships and ignorance turn young girls into easy targets for traffickers. While women are trafficked as both sex workers and domestic aid, men are trafficked to work in the construction, agriculture, and service sectors. There have also been cases of children and elderly people trafficked to neighboring countries for begging (e.g. Italy). Most common methods of recruitment include false promises of employment, marriage, as well as kidnapping. After recruitment, traffickers withhold documents and impose slave-like terms of employment. Victims are afraid to turn to the police because many traffickers can locate and threaten victims‘ families. Traffickers and other exploiters restrict women‘s movement and subject them to beatings, rape, and sometimes death.35 Gender dynamics of human trafficking suggest that in Moldova itself girls and young women who are trafficked for work and/or sexual exploitation comprise largely rural women and girls who migrate to Chisinau. There is also evidence that, there are men who are trafficked to Moldova from neighboring countries. Transnistria, formerly part of Moldova, appears to be among locations of internal trafficking. 5.3.2.6. Child Labor Children are a significantly disadvantaged population in Moldovan society, representing 26 percent of the extremely poor—a significantly higher percentage than in the adult population. The poverty rate for the entire population is 25 percent, 27 percent of which is children, and the incidence of extremely poor children is 3 percent, compared to 2 percent for the total population (World Bank 2007). Child labor in Moldova appears to be concentrated in the agricultural sector. Up to 66 percent of rural children have worked in agriculture by the age of 14. Although Moldovan law sets a minimum age of 16 years for
33 Patterns and Trends of Migration and Remittances in Moldova, IOM, SIDA, 2007 34 World Migration Report, 2008 International Organization for Migration 35 Moldova Gender Profile, World Bank, 2005
M2 EIA – Moldova Road Improvements Project -- November 2009 5-29 employment, under certain circumstances children of 15 can work with parental or legal consent, provided the work does not interfere with the child's education, health, or development. The law sets a maximum of 5 hours of work per day and 24 hours per week for children aged 15 and 16, and 7 hours a day and 35 hours a week for those aged 17 and 18. In addition, the government prohibits children from working in certain hazardous jobs. Nevertheless, in 2000, an estimated 30 percent of children between the ages of 5 and 14 (31 percent of boys and 29 percent of girls) worked in Moldova. In addition, the government reported that cases of the worst forms of child labor increased in the period 2001-2004 (USDOL 2008).
5.3.2.6 HIV/AIDS HIV/AIDS in Moldova is characterized by a concentrated/low prevalence epidemic largely among high- risk groups, such as the intravenous drug users (IDUs), female sex workers (FSWs), prisoners, and men who have sex with men (MSM)36. The first outbreak of the epidemic occurred in 1996 mainly among IDUs, and to a lower degree the incarcerated populations37. At the end of the 1990s, the number HIV cases decreased among IDUs, while the number of HIV cases via sexual transmission increased, signaling that the virus had started to spread outside the high-risk populations. In 2000, women represented no more than one-quarter of all infected persons, and in 2004 they represented 49 percent of people living with HIV/AIDS38. According to the Informational Bulletin39 of 2006, 3,400 persons were infected with HIV, 314 persons had AIDS, and there were registered 187 deaths were reported as a consequence of AIDS-connected illnesses. The HIV/AIDS continues to be a major concern for public health, with sudden increase tendencies both in absolute numbers and in the infection rate. In 2006, 616 new cases were reported (14.72 to 100,000) compared to 2001, when only 210 new cases were reported (5.81 to 100,000). The first sudden increase was observed when the number of reported cases jumped from 7 to 48, and in 1997 the number reached 404. After 1997, the number of new cases per year settled at around 400 to 500, until 2006 when 616 new cases were reported7. The most impacted age group is 20–29 year olds (59 percent of the cases), followed by the 30–39 year olds (22 percent) and the 15–19 year olds (14 percent). In some regions, the number of cases is larger than the country average. In 2006, the highest rates were in Balti (928 cases), Chisinau (787 cases), and Transnistria including Bender (873 cases). Currently, Balti has the highest recorded incidence rate of 58.6 cases for every 100,000 persons, followed by Transnistria with 41.4 cases for every 100,000 persons, Glodeni with 18.8 cases for every 100,000, and Singerei with 17.8 cases for every 100,00040. As mentioned above, until 2000 the HIV/AIDS epidemic prevailed among IDUs. The percent of infected within this category decreased from 78.1 percent in 2001 to 42.4 percent in 2004, while the percent infected from heterosexual relations increased from 19 percent to 55.4 percent during the same period. The population of IDUs is estimated at 50,000 and growing by 30 percent annually. Little is known about risk behaviors of this group, but sharing of needles is believed to be widespread. A relatively large number of HIV-infected IDUs are prisoners. According to the Ministry of Justice, the prevalence of HIV/AIDS in prisons is 3,600 cases per 100,000 prisoners. However, transmission through unsafe sexual
36 UNGASS Moldova Country Report 2006-2007, 2008, 37 National Scientific Center for Preventive Medicine, Ministry of Healthcare and Social Protection; Demographic and Health Research in Moldova 2005, Chisinau (September 2006) 38 UNDP; op cit 39 National Scientific Center for Preemptive Medicine; Informational Bulletin regarding the HIV/SIDA Epidemiologic Status, Nr. 10.a-7/132 (February 2007) 40 Informational Bulletin regarding the Epidemiologic Situation on HIV/SIDA, Nr. 10.a-7/132 (February 2007)
M2 EIA – Moldova Road Improvements Project -- November 2009 5-30 behavior is also on the rise, especially among young people. Around 14 percent of reported HIV/AIDS cases are due to sexual contact. This trend, coupled with high levels of STIs (syphilis, gonorrhea, chlamidiasis, and trichomoniasis), presents a significant potential for change in the dynamics of HIV infection (World Bank 2009). In addition, Moldova has a TB epidemic that involves TB and HIV co-infections. TB has seen continued growth over the last decade due to a worsening of economic and social conditions that increase susceptibility to disease and reduces access to care. Improper identification and treatment of TB patients is common, as well as a shortage of effective anti-TB drugs. According to official data, the TB incidence increased by 53 percent during the 1990s, and has increased even more in the last couple of years—from 62 cases per 100,000 people in 1999 to 82 cases per 100,000 people in the first half of 2001. According to expert opinion, the actual incidence is much higher, around 120 cases per 100,000 people in 2001. If interventions are not put in place, the TB epidemic will worsen, especially as HIV/AIDS spreads, as TB is the most common opportunistic infection of HIV/AIDS. According to available data collected from the local administration, there were 39 cases of HIV/AIDS in all of the Project Areas. Among other communicable diseases, the data show 247 cases of hepatitis, followed by 143 cases of TB and 2 cases of malaria.
A total 2,222 persons in the Project area were infected in 2005 with syphilis or gonorrhea. Table 16 shows that the incidence of STIs (syphilis and gonorrhea exclusively) per 100,000 people is considerably higher than the incidence of HIV, which can be explained by the fact that not all HIV patients report their condition.41
Table 16: Incidence of STI Recorded during 2007
STIs incidence per 100,000 people County Syphilis Gonorrhea Donduseni 25.7 21.4 Drochia 64.2 26.1 Floresti 51.2 21.6 Ocnita 22.8 26.3 Soroca 47.3 24.7 Soldanesti 119.5 9.0 Telenesti 18.6 41.2 Source: WHO; Annual Country Report 2005 (April 2006)
5.3.2.7 Other STIs The STI incidence in Moldova is high; as illustrated in Table 17, about 4,513 cases of STI were reported in 2007. However, the number of people infected is likely to be lower than the total, due to high probability of people with multiple infections.
41 This fact is confirmed by healthcare research, which reports that approximately one-third of the samples examined in 2004 were for HIV tests.
M2 EIA – Moldova Road Improvements Project -- November 2009 5-31 Table 17: STI by Gender Recorded in 2007 STI Women Men Total Syphilis 1,265 1,501 2,766 Gonorrhea 381 1,366 1,747 Source: Statistical Year Book 2008
More men (54 percent) than women were reported as being infected with syphilis. And 78 percent men were reported with gonorrhea. In spite of increases in STIs, the number of people infected with syphilis decreased from 2003 to 2004 by 11 percent.
5.3.3 Socioeconomic Profile of M2 Project Affected Communities
5.3.3.1 Population Total population of the Project area is over 78,000 people with women slightly outnumbering men (Table 18). Table 18: Population of M2 Project Area by Age and Gender
Total population 78,617 Women 40,349 Men 38,268 Children (age 0-16) 14,150 Youth (age 16-30) 18,082 Young women (age 16-30) 9,403 Young men (age 16-30) 8,679 Number of people migrated 16,604 Migrated persons (men) 9,132 Migrated persons (women) 7,472
5.3.3.2 Ethnic Composition and Minority Groups In the M2 Project area there are larger compact communities of Russians, Orthodox Christians of the Eastern Rite (in Soldanesti and Donduseni and Pokrovka), and Roma populations (in Ocnita, Otaci, and Soroca) as illustrated in Table 19. Information is unavailable on whether ethnicity predisposes any groups/minorities to be more or less disadvantaged than other communities. There is no indication of ethnic tension or social exclusion based on religious or ethnic affiliation. Nevertheless, field observations point to relative isolation of Roma and Orthodox Christian (in local terms, the followers of the ―Old Faith‖) communities in Otaci and Pokrovka. Therefore, the Project should ensure that participation of these minority groups is considered.
Table 19: Ethnic Composition of the Project Area of M2 (Percent) COUNTIES, Moldovans Ukrainians Russians Gagauz 42 Bulgarians Roma CITIES Romanians Donduseni 80.3 12.68 5.8 0.06 0.53 0.07 0.14
42 Some Moldovans refer to themselves as Romanians although they were born and raised in Moldova.
M2 EIA – Moldova Road Improvements Project -- November 2009 5-32 COUNTIES, Moldovans Ukrainians Russians Gagauz 42 Bulgarians Roma CITIES Romanians Drochia 85.39 11.3 1.88 0.05 0.077 0.03 0.31 Floresti 84.79 8.97 5.18 0.05 0.48 0.05 0.13 Ocnita 57.49 30.7 4.89 0.13 0.18 0.08 6.04 Telenesti 96.0 1.3 0.8 0.0 1.8 0.0 0.04 Soroca 89.2 5.00 2.73 0.05 0.98 0.05 1.64 Soldanesti 95.56 2.49 0.89 0.02 0.7 0.03 0.17 All Moldova 75.8 8.4 5.9 4.4 2.2 1.9 0.36 Source: Population Census 2004
5.3.3.3 Access to Education Table 20 shows the number of institutions for children and the teaching staff as of January 1, 2008, in the M2 Project area.
Table 20: Pre-school Institutions in the M2 Project Area
County, City Number of Institutions Number of Children Teaching Staff Donduseni 21 967 110 Drochia 40 2,927 314 Floresti 31 2,377 193 Ocnita 15 891 80 Soroca 52 2,839 307 Soldanesti 29 1,329 153 Telenesti 40 3,991 278 Source: Republic of Moldova Statistic Yearbook 2008
In the M2 Project area, the largest number of schools is found in Soroca County compared to the smallest numbers in Ocnita and Donduseni. There are no secondary schools in Soldanesti or Telenesti Counties; there is only one school per county (Table 21 and Table 22). No schools are located near the ROW. However, the transportation needs of students, especially children who cross the M2 at unsafe locations and without proper safety precautions and parental supervision, should be considered.
Table 21: Total Number of Schools, Secondary Schools, and High Schools in the M2 Project Area as of January 1, 2008
County, City Number of Institutions Number of students Donduseni 27 5,001 Drochia 41 10,956 Floresti 56 11,946 Ocnita 30 55,889 Soroca 61 12,170 Soldanesti 31 6,211 Telenesti 43 11,006 Source: Republic of Moldova Statistics Yearbook 2008
M2 EIA – Moldova Road Improvements Project -- November 2009 5-33
Table 22: Availability of Institutions of Secondary Education the M2 Project Area
County, City Number of institutions Number of students Donduseni 3 622 Drochia 3 638 Floresti 4 1,183 Ocnita 2 448 Soroca 7 1,839 Soldanesti 0 0 Telenesti 1 495 Source: Republic of Moldova Statistics Yearbook 2008
5.3.3.4 Incomes More than 80 percent of the Project area is rural. Rural households are traditionally engaged in agriculture, gardening, construction, basic services, and trade. The available data for households consists of total incomes, monetary and in kind, obtained from wages, agricultural activities, individual activities, and social allowances (Table 23). Table 23: Main Socio-Economic Indicators Characterizing the Incomes and the Living Standard of the Population (January 2008) Monthly average nominal wage, lei 2,065 The available income of the population (monthly average for a household member), lei 1,018.7 Monthly average established pension, lei 546.2 Minimum necessary for subsistence (monthly average for a person), lei 1,099.4 Source: Republic of Moldova Statistics Yearbook 2008
Table 24 presents the monthly average nominal wage for various economic sectors as of January 1, 2008, in U.S. dollars.
Table 24: National Monthly Average Nominal Wage (January 2008) Sector Monthly Wage, US$ Agriculture and Forestry 90.5 Industry 209.3 Extracting Industry 255.3 Manufacturing 190.7 Thermal and Electric Energy, Gas and Water 296.3 Construction 244.5 Gross and Retail Commerce 172.1 Transportation and Communications 250.4 Public Administration 196.8 Education 111.3 Healthcare and Social Assistance 140.3 Source: Republic of Moldova Statistics Yearbook 2008
M2 EIA – Moldova Road Improvements Project -- November 2009 5-34
Table 25 presents the monthly average nominal wages in the M2 Project areas.
Table 25: Monthly Average Nominal Wage in the M2 Project Area
Percent of the average County, City Lei, in 2007 national income Donduseni 1,625.2 78.7 Drochia 1,645.5 79.7 Floresti 1,578.8 76.5 Ocnita 1,435.6 69.5 Soroca 1,497.8 72.5 Soldanesti 1,239.3 60.0 Telenesti 1,174.0 56.9 Source: Republic of Moldova Statistics Yearbook 2008
The information presented in Table 25 shows that the lowest nominal monthly wages are paid in Telenesti (56.9 percent) and Soldanesti (60 percent) compared to the national average. The incomes of the population in these counties are low, and the living standard is lower than the country average. This is also illustrated in Table 26 which shows the distribution of income levels in urban versus rural areas of Moldova.
Table 26: Percent of Working Population Earning Each Income Level (Urban versus Rural)
Income level/lei Total Percent Percent Urban Percent Rural 400–600 16.7 13.3 19.9 601–800 18.4 17.7 18.9 801–1000 13.9 13.9 14.09 1,200–1,400 7.3 7.39 5.91 Source: Republic of Moldova Statistics Yearbook 2008
Remittances constitute an important source of rural incomes in the Project areas. Available data are not reliable because households are reluctant to reveal the amount or frequency of money sent to them from their family members. In most cases, the remittances are used for construction of private houses, opening of small and medium-scale businesses, and purchasing of consumer goods. Some people buy apartments in Chisinau or pay for school and medical expenses of immediate family members. According to the Central Bank estimates, the remittances from Moldovans employed abroad amounted to US$701 million in 2004, which was nearly 27 percent of GDP. IOM data reported US$1.5 billion. Most remittances are used for current consumption, education and health, and the purchase of real estate. Since government revenues are mainly derived from Value Added Tax (VAT) and excise taxes, remittances help to sustain the government budget and expenditures on essential public services.
5.3.3.5 Principal Occupations and Industry The main occupations in the Project area include agriculture, manufacturing and extractive industry, construction, wholesale and retail trade, transportation and communications, public administration, education, and healthcare. In the Project area, 89 percent of the women and 82 percent of the men are employed and receive a formal wage presenting the main indicators for the industrial enterprises in the
M2 EIA – Moldova Road Improvements Project -- November 2009 5-35 project area in 2007 according to the generated production and the number of the employees engaged in industrial production.
Table 27: Main Industrial Indicators in the M2 Project Area for 2007 Value of Generated Production Average number As a employed in industrial Counties, cities in million Distribution percent of production, lei percent 2006 values in thousand persons Donduseni 93.6 109.4 0.4 0.9 Drochia 286.0 96.6 1.1 1.1 Floresti 455.7 90.0 1.8 2.6 Ocnita 69.3 135.2 0.3 0.6 Soroca 446.6 101.0 1.8 3.4 Soldanesti 8.0 80.6 0.0 0.2 Telenesti 36.2 94.7 0.1 0.7 Source: Republic of Moldova Statistics Yearbook 2008
The information shows that the least industrialized area is Soldanesti County, with only 200 persons employed in industrial activities. Agricultural production represents approximately 55 percent of the total production. Agricultural production for the years 2005–2007, in current prices, is presented in Table 28. The net profit (loss) in the agricultural businesses in the project area is given in Table 29.
Table 28: Agricultural Production in Current Prices Total Agricultural Crop Production Animal Production Year Production (million lei) (million lei) (million lei) 2005 12,668 8,449 3,851 2006 13,734 9,079 4,278 2007 12,825 7,941 4,059 Source: Republic of Moldova Statistics Yearbook 2008
Table 29: Net Profit (Loss) in Agricultural Enterprises in the M2 Project Area City Net Profit (Net losses), thousand Number of agricultural businesses Counties lei With profit With losses Donduseni 28,388 28 12 Drochia 791 28 23 Floresti 2,780 22 17 Ocnita 35,823 21 9 Soroca 12,211 31 18 Soldanesti (13,507) 15 9 Telenesti 3,400 22 21 Source: Republic of Moldova Statistics Yearbook 2008
M2 EIA – Moldova Road Improvements Project -- November 2009 5-36 According to 2007 data, the most profitable agricultural businesses in the M2 Project area are in Ocnita and Donduseni. The biggest losses have been incurred by agricultural businesses in Soldanesti County. The agriculture industry involves various types of seasonal and manual work. Table 30 presents the number of persons hired and fired during 2007 in the eight communities of the M2 Project area. The information indicates the turnover of the employees is lower in Soldanesti with 16.2 percent employed and 17.7 percent released.
Table 30: Number of Persons Employed in the Labor Field and Released During 2007
Employees hired during the year Employees fired during the year County, City Thousand percent of the percent of the Thousand persons persons average average Donduseni 0.8 14.6 1.0 18.1 Drochia 2.5 17.8 3.3 23.8 Floresti 3.2 27.7 3.2 27.8 Ocnita 1.2 17.5 1.4 21.6 Soroca 3.1 22.5 2.9 20.9 Soldanesti 0.7 16.2 0.8 17.7 Telenesti 1.0 12.2 1.5 18.3 Source: Republic of Moldova Statistics Yearbook 2008
5.3.3.6 Health Services and Disease Control The transition period resulted in a signification decrease in public spending, including the health sector, which affected the poor‘s ability to access health services. At the same time, the country experienced drastic decline in the health of its population. Life expectancy dropped from 68.64 years in 1990 to 67.75 years in 2000, with adult mortality rates exceeding pre-transition levels. Infant mortality rates and the maternal mortality rate also rose during the early years of transition. Despite subsequent gains in infant and maternal mortality beginning in the mid-1990s, the country‘s health indicators worsened compared to countries with similar levels of GDP. Although, the percentage of GDP allocated for the health sector increased continuously during the period 2000–2004 from 2.95 to 4.0 percent, it is still far below the average for Central and Eastern European countries. Limited access to drugs, obsolete equipment, and the poor condition of physical infrastructure, all resulting from inadequate funding, have affected the quality of the health services, particularly in the rural areas. Most of the medical equipment has not been replaced during the last 20 years, and human resources availability and the quality of health care services are quite low, especially in rural areas. Further, staff turnover is high in the health sector. Counseling and communication skills are weak and hinder health promotion and disease prevention activities. In addition, the health service sector suffers from very low salaries, which provide little incentive to improve quality. With respect to health care provision, the quality of inpatient care provided to women and children, especially in rural communities, is a concern.
5.3.3.7 Insurance Scheme The Compulsory Health Insurance Scheme introduced in 2004 was a big step in improving the use of existing resources and providing quality services. Under the program, both health services utilization and the number of visits to doctors increased. However, the increased use was mainly by higher income households. In rural areas, exclusion from health care services is more pronounced, particularly for larger
M2 EIA – Moldova Road Improvements Project -- November 2009 5-37 households and households whose head has less education. The practice of informal payment also imparts limitations on financial accessibility, especially for the poor. The medical assistance provided through the Compulsory Health Insurance Scheme is made available through a unique program of mandatory medical insurance that provides specific coverages for different types of medical assistance (emergency pre-hospital, primary, ambulatory specialized, hospital, adjacent services). The state free medical insurance is focuses on the following vulnerable populations: (i) children of preschool age; (ii) students from primary, gymnasium, lyceum, and secondary institutions; (iii) students from secondary vocational institutions; (iv) full-time students from the secondary specialty institutions (colleges); (v) full-time students from the higher universities; (vi) students in mandatory postgraduate studies; (vii) children who have not been enrolled in the education system until the age of 18 years. During 2004, three additional populations were added to the list insured by the state43: pregnant women, those on postpartum care, and officially registered unemployed persons. As the budgets of non-insured poor households are very limited, the medical care they can afford is also limited. Prosperous households spend eight times more than poor households, and as much as 17 times more compared to extremely poor households. While poor families spend only 1.5 percent of their total budget for medical expenses, higher income families can afford to spend 4 percent of their budget4. The status of the healthcare sector can be assessed by the number of hospitals, family doctors centers, physicians, medical personnel, and number of beds and treated patients during 2008. Table 31 presents these indicators for the M2 Project area.
Table 31: Status of Health Care in 2008 Number of Number Number of Percent of Percent of Number County, Medical and of trained Number cured per Rural of City Health Physician medical of beds 100 patients per Hospitals Centers s personnel patients 100 patients Floresti 1 9 162 492 280 91.3 79.2 Ocnita 1 9 89 325 205 93.3 70.9 Soroca 1 15 186 534 360 94.5 60.5 Criuleni 1 11 123 291 188 91.1 87.5 Soldanesti 1 8 66 516 135 93.0 72.2 Telenesti 1 9 110 326 180 94.3 80.3 Source: Ministry of Health Care, Report 2008, Basic Indexes regarding the health of the population and the activity results of the public medical-sanitary institutions
In 2007, 7,321 physicians were registered in Moldova, of which 58 percent were women. The recorded illnesses according to their occurrence are: circulatory diseases – 16.6 percent respiratory diseases – 18 percent
43 Government of The Republic of Moldova Annual Evaluation Report On The Implementation Of The Economic Growth And Poverty Reduction Strategy, 2005 http://planipolis.iiep.unesco.org/upload/Moldova%20R/PRSP/Moldova%20PRSP%20Annual%20Evaluati on%20Report%202005.pdf (accessed 22 April 2009)
M2 EIA – Moldova Road Improvements Project -- November 2009 5-38 digestive diseases – 12 percent infectious and parasite diseases – 5.6 percent
5.3.4 Water and Sanitation Water quality of Moldova‘s water resources is considered the poorest in Europe. Moldova‘s water resources come primarily from groundwater and secondarily from local surface run-off and run-off from rivers flowing into the country. Water pollution is a serious concern with lowland water sources being heavily polluted by agricultural chemicals, industrial waste, and sewage.44 Most potable water resources are contaminated to some extent, with nitrites, nitrates, fluoride and residues of pesticides. There are about 120,000 shallow water wells in use, 60 percent of which show high nitrite concentrations.45 These dug wells are generally very well-constructed with good quality brickwork or concrete ring linings, and are often fenced and equipped with a roof of corrugated iron. Most rural drinking water wells are shallow aquifer wells tapping into phreatic aquifers lying on top of a thick clayey formation that separates them from deeper aquifers. The base of the shallow aquifer is generally at a depth between 3 to 30 meters below ground surface. Recharge and discharge for these aquifers is usually a short distance. Recharge occurs by infiltration of rainfall into the soil in the upper hills and slopes, flowing downgradient as groundwater, and discharging into depression areas or local streams. There are no natural barriers protecting the shallow aquifers from sources of anthropogenic pollution occurring on the soil surface, allowing pollutants to easily migrate down into the shallow aquifers. Pollution sources are usually directly related to land use.46 Deep wells are recognizable by the typical steel water towers. However, most of these deep wells are out of order and not used. The water quality of the deep wells differs strongly from that of shallow groundwater by having a much lower hardness, higher pH, and a total absence of NO3. Some villages have access to an underground reservoir which does not have a steel water tower and it is hard to recognize their exsistence or the source of the water. Pollution of surface waters by phenols, hydrocarbons, copper, manganese, zinc, and nitrates exceeds current Moldova regulatory levels. Coliform bacteria levels in reservoirs and water supply systems are at dangerous levels in many areas; gastrointestinal diseases are common.47 In 1993, only 40 percent of the more than 650 water treatment plants located in Moldova were still in operation. Industrial and agro- industrial facilities sometimes do not operate their existing waste water treatment plants due to high operation costs and/or lack of resources for repairs and maintenance. In 1994, over a billion cubic meters of waste water, including 16 million cubic meters of unpurified residuals, and approximately 15 million cubic meters of insufficiently purified water were dumped into the surface water system.48 Microbial pollution in drinking water causes 35 to 40 percent of infectious intestinal diseases. Specifically, poor quality drinking water is attributed to causing up to 20 to 25 percent of acute diarrheic
44 Moldova Apa Canal Association, 2004 http://www.ib-net.org/en/search/datasheets/MDA.php (accessed 3 April 2009) 45 5th Session of the United Nations Commission on Sustainable Development. 1997 http://www.un.org/esa/agenda21/natlinfo/countr/moldova/natur.htm#freshw (accessed 3 April 2009) 46 Sustainable Devmt Sector Unit (ECSSD). Moldova - National Water Supply and Sanitation Project: environmental assessment. World Bank Report number E1823. 2008. http://go.worldbank.org/7U36WN2Q60 (accessed 6 April 2009) 47 Moldova Apa Canal Association, 2004 http://www.ib-net.org/en/search/datasheets/MDA.php (accessed 3 April 2009) 48 5th Session of the United Nations Commission on Sustainable Development. 1997 http://www.un.org/esa/agenda21/natlinfo/countr/moldova/natur.htm#freshw (accessed 3 April 2009)
M2 EIA – Moldova Road Improvements Project -- November 2009 5-39 diseases and viral hepatitis A (especially in rural zones) and 15 to 20 percent of somatic diseases reported in the country.49 As of 2006, an average of 34.7 percent of households in Moldova was connected to a water supply system, and 30.8 percent were connected to a sewage system. In some small towns, some households, although connected to water and sewage systems, did not benefit from this service because the respective systems did not work.50
5.3.5 Traffic Safety Road safety in Moldova should be classified as an urgent issue. As shown below, either in terms of road deaths per vehicle, or deaths per unit of population, the safety performance record at present in Moldova is very poor compared with all European countries, as shown in Table 32. There is a major opportunity for improvement, and since there are many improvements that could be achieved at comparatively low cost, relatively large social benefits would result.
Table 32: Road Fatality Rates in European Countries in 2007 Country Per million Passenger Cars Per million Inhabitants Moldova 928 129 Romania 782 130 Bulgaria 522 131 Latvia 485 184 Hungary 413 123 Poland 399 146 Greece 338 141 Czech Republic 291 118 Cyprus 227 114 Portugal 224 92 Belgium 212 100 Denmark 198 74 Ireland 182 78 Spain 179 85 Austria 164 82 Finland 150 72 France 148 75 Italy 145 86 Luxembourg 135 90 Germany 120 80 UK 106 50 Holland 97 43 Source: UNECE, Moldova Bureau of Statistics
49 Republic of Moldova – National Water Supply and Sanitation Project: Environmental Assessment (Vol. 1 of 3): Environmental assessment for selected rural areas. World Bank Report number E1823. 2008 http://go.worldbank.org/XD5ACQU5U0 (accessed 10 April 2009) 50 Republic of Moldova. State of the Country Report. Independent Analytical Centre EXPERT-GRUP. 2007
M2 EIA – Moldova Road Improvements Project -- November 2009 5-40 The World Bank estimated that the socioeconomic cost of road crashes in Moldova in 1998 was approximately $80 million or 2.0 percent of GDP.51 (This percentage estimate appears typical of many countries in the region, and indeed the developing world52.) The report noted that: ―socio-economic costs of road traffic accidents were estimated using a formula developed by the EU. The results indicate total costs of road accidents equivalent to between 1.5 and 2.5% of GDP in most countries and even more in many of the Accession countries. Poor people, especially in urban areas, suffer particularly seriously from road accidents. Accident reports show that, on average, some 30-40% of all persons killed in road traffic accidents in the region are pedestrians, or using non-motorized vehicles, the majority of whom are poor.‖ In Moldova, in 2004 about 90 percent of injury-accidents took place in built-up (urban or semi-urban) areas, as shown in Table 33. In 2004, a total of 1,385 pedestrians were victims of vehicle accidents, of which 158 (about 1 in 8) were killed. The data for built-up areas, where 51 percent of all injury-accidents in 200453 involved vehicles hitting pedestrians, convincingly suggest that in urban areas substantially more could be done to protect pedestrians. Special attention is needed at the road design or improvement planning stage to incorporate appropriate safety measures for pedestrian traffic, including improvements such as ensuring adequate sight distances and avoidance of roadside clutter; installation of medians, pedestrian refuges and crossings, and vertical and horizontal signs; and instituting controlled speed limits.
Table 33: Comparative Road Accident Data in Moldova, 2004
Built up areas Open road Accident Totals (2004) 3,063 337 Accidents between vehicle and pedestrian % 51% 27% Single vehicle accidents % 16% 34% Accidents between vehicles % 33% 39% Source: European Union Transport database, Moldova Bureau of Statistics
Moldova police records available for 2008 are shown in Table 35 and indicate that there is certainly some recognition of the fact that ‗black spots‘ (places where accidents are clustered or occur with unusually high frequency) may exist; in other words, cognizance of the fact that it may be possible to reduce accidents by changing the physical environment. A useful step forward to implement necessary improvements would be for the final design engineers—in collaboration with locally based traffic police—to identify such locations, examine them in more detail than has been done hitherto, and carry out remedial actions or works in these places, as a first priority. Remedial actions are also discussed in the Feasibility Study.
Table 34: Injury-Accidents in 2008, Project Roads Road Accidents Deaths Injuries IA/Accident M14 40 18 45 1.58 M2 95 37 137 1.83 M21 2 1 2 1.50
51 Sven-Ake Blomberg ―Road traffic safety in the Europe and Central Asia region,‖ ECA Working Paper No.1 March 1999, World Bank 52 See for example various publications by Goff Jacobs of TRL. 53 More recent data are not available at present.
M2 EIA – Moldova Road Improvements Project -- November 2009 5-41 Total 137 56 184 1.75
With respect to the MCA project roads, the main causes or ‗generating factors‘ for the 137 recorded accidents on the M14, the M2, and the M21 in 2008 were noted by the police as shown in Table 35. It should be noted, however, that the causes cited in Table 34 appear to implicitly assume that the road itself has only a minor effect on the outcomes; explicitly, the police are mainly seeking to determine the gravity of a criminal offence that the driver may have committed.
Table 35: Causes of Accidents as Attributed by Police, 2008 Excessive speed 27.1% Inadequate speed considering visual range, road conditions, traffic 24.8% Not giving right of way to other vehicles 11.3% Driving under the influence of alcohol, falling asleep while driving 6.0% Unauthorized overtaking 3.8% Reckless driving 3.8% Not allowing sufficient distance between cars 3.8% Other traffic violations committed by pedestrians 2.3% Not giving right of way to pedestrians 2.3% Unsatisfactory traffic conditions 0.8% Other traffic violations committed by drivers 0.8% Other causes generated by the road 0.8% Other causes 12.8%
Many European countries, in particular those with aspirations to become European Union members, have made large strides toward reducing road deaths and injuries in recent years. However, in Moldova, the number of road fatalities per year has remained more or less constant since 2000, as shown in Table 36. The only positive development since 2000 is that the proportion of children killed or injured in traffic accidents has been markedly reduced. However the total number of fatalities, while showing some decline in 2004 to 2006, increased by 82 persons (21 percent) to 464 in 2007. This total is the equivalent of four or five Boeing 737 aircraft crashes in 1 year, and should be considered unacceptable in a civilized society. If the same number of Moldovan citizens were killed in aviation accidents in 1 year it would certainly attract much more attention.
Table 36: Bureau of Statistics Traffic Injury-Accident Data 2000-2007 TRAFFIC ACCIDENTS 2000 2001 2002 2003 2004 2005 2006 2007 Traffic accident total (IA) 2,580 2,752 2,899 2,670 2,447 2,289 2,298 2,437 Deceased 406 419 412 424 405 391 382 464 of which, children 45 48 50 27 35 29 28 28 Injured 3147 3378 3505 3215 2888 2770 2807 2984 of which, children 496 505 504 445 361 338 305 354 year-on year change, deaths 3.2% -1.7% 2.9% -4.5% -3.5% -2.3% 21.5% child deaths as % of total 11.1% 11.5% 12.1% 6.4% 8.6% 7.4% 7.3% 6.0% child injuries as % of total 15.8% 14.9% 14.4% 13.8% 12.5% 12.2% 10.9% 11.9% Source: Annual Statistics Yearbook
The social and economic benefits of preventing traffic accident fatalities are discussed in some detail in the Feasibility Study.
M2 EIA – Moldova Road Improvements Project -- November 2009 5-42 5.3.6 Cultural Resources Monuments are regarded as a part of cultural and natural heritage of Moldova and are protected by the State under the Law on Monuments Protection # 1530 dated 22 June 1993. The current records indicate that there are about 140 cultural monuments throughout Moldova. According to the Minister of Culture Boris Focsa, the register for cultural monuments in Moldova has not been recently updated and there currently is no Law regarding Cultural Heritage, or Mobile and Immobile National Heritage in Moldova.54 There are 30 important park ensembles in Moldova, constructed in the mid-nineteenth century around the noblemen‘s farmsteads. Today these parks are part of spa resorts or museums which helps to maintain them in good condition. None of these parks are located within the vicinity of the roadway corridor. There are many cultural and historical monuments in the northern part of Moldova and specifically in the area of the M2 roadway, including the natural protected zones, archeological sites, caves, castles, and monasteries. Most of the monuments are located at a distance greater than 2 km from the M2 roadway. Monuments located near the M2 corridor (Figure 12) include Unguri-Holosnita Ramsar site, Rudi- Arionesti landscape protection area, Candle of Gratitude in Soroca, Soroca Fortress, Cave of Bechir and ravine of Bechir, Monastery of Calaraseuca, Monastery of Cosauti, and Monastery of Rudi. Table 37 is a list of cultural/natural monuments found near the M2 roadway corridor.
54Moldavskie Vedomosti, Moldovan News # 114 (1184) dated 04 November 2009
M2 EIA – Moldova Road Improvements Project -- November 2009 5-43 Note: refer to Table 37 below for a description of the numbered locations Figure 12: Locations of Cultutal resources Near M2
M2 EIA – Moldova Road Improvements Project -- November 2009 5-44 Table 37: Cultural/Natural Monuments Near the M2 Corridor Map Locality Cultural/Natural Monuments found within this area Ref. 1 Codrul Nou None near the corridor 2 Tintareni None near the corridor 3 Negureni None near the corridor 4 Brinzenii Vechi None near the corridor 5 Brinzenii Noi None near the corridor 6 Ordasei The water springs of Ordasei are included in the List of Protected areas/monuments of the Republic of Moldova 7 Prodanesti None near the corridor 8 Capresti None near the corridor 9 Domulgeni The canyon of Raut River passes through the villages of Ghindesti, Rogojeni, Domulgeni, Brinzenii Noi, occupying the total area of 1000 ha. 10 Rogojeni Between the villages of Rogojeni and Domulgeni there is a canyon with the 8-km river loop. This canyon is considered a natural museum. 11 Ghindesti None near the corridor 12 Gura Camencii To the left of the roadway M2 there is a deep canyon of Raut River with outcrops of limestone. The city of Floresti (not far from Gura Camencii) has a Column of Independence, a monument of poet M.Eminescu and a monument to the historian Miron Costin, and former owner of the land Floresti, in the city center. There is also a Historical and Ethnographic museum in Floresti. 13 Ciripcau In the village of Ciripcau there is a museum of Constantin Stere (1865-1936), a Moldovan/Romanian writer, jurist, politician. 14 Alexandru cel Bun None near the corridor 15 Volovita None near the corridor 16 Soroca Soroca Fortress This is the only monument of the medieval epoch on Prut-Nistru space which has been preserved almost entirely. It is built of stone and is located in the middle Dniester where there were four fords: Otaci, Soroca, Rascov and Rublenita. This fortress appeared on the place of a Genova Fort, an ancient colony named ―Olhonia‖ and was of particular importance for the defense system of medieval Moldavia. It was built in 1499 by the order of Stefan cel Mare from wood and earth, and rebuilt in 1543-1546 during the rule of Petru Rares.
Candle of Gratitude This 30-m candle monument was built in 2004 in the rocks, at the edge of Soroca above the Nistru River. The Candle of Gratitude with a small church inside is a tribute to all the anonymous heroes who have preserved the culture, language and history.
Museum of History and Ethnography Soroca
M2 EIA – Moldova Road Improvements Project -- November 2009 5-45 Map Locality Cultural/Natural Monuments found within this area Ref. Is located in a historical building in the central part of the city, and a collections of documents, vestiges, materials of archeological investigations from a medieval castle, are housed here. There is also the collection of popular art: carpets, laces, costumes, sacred and funeral pieces carved in stone, etc.
Cave “Bechir” The cave Bechir is a natural monument: a deep precipice with the length of 10 km. There was a cave monastery here made in rock built possibly in the VII-IXth century AD. The cave bears the name of Bechir, an outlaw who lived here at the end of XVIIIth century. It is supposed that there was an ancient fortress on the top of this hill, which has not been studied yet. The ravine of Bechir is included in the List of Protected Areas and Monuments of Moldova. It is situated 1 km to the south from the city, 32 ha. The length of the ravine is 10 km, depth about 100 m.
Cave Monastery Is located in the vicinities of Soroca. This was one of the first Christian churches. By estimation of V.Curdinovschi (1917), its construction coincides with the first centuries of Christian faith.
Among the other places of interest, there is a rayonal hospital (XIX cent.), museum of Soroca region, church ―St.Stratilat‖ (eclectic style, XIX cent.). church ―Assumption of Mary‖ (1842). To the south of Soroca, on the bank of Nistru River, there is a recreational area Trifauti.
Cosauti village 7 km to the north of Soroca is Cosauti village (first mentioned in 1509). This locality is of tourist interest due to the archeologic site (remains of 22000-years old human dwellings of Paleolithic epoch ). Not far from this site is a Cosauti monastery (founded in 1729), reconstructed recently. Close to the monastery is a spring with mineral water, and from this place one can see the Nitru River and the a unique granite mine. The village is also known for its stone mines. The outcrops of granite and limestone are included in the List of protected areas and monuments of Moldova.
The village has a Museum of History and Ethnography Cosauti (founded in 1995 in the historical building built in 1896). There are more than 2000 exhibits related to the domains of archeology, geology, ethnography, education, culture and history.
“Stinca-Jeloboc” Wood This is a wooded area (634.2.ha) situated between the villages of Cosauti and
M2 EIA – Moldova Road Improvements Project -- November 2009 5-46 Map Locality Cultural/Natural Monuments found within this area Ref. Iorjinita. A part of the area (585 ha) is included as part of the protected area network of Moldova as a landscape reserve of 4th category (IUCN). This place is an attractive recreational zone and is popular among ecotourists. 17 Rublenita None near the corridor 18 Grigorauca None near the corridor 19 Sobari None near the corridor 20 Niorcani None near the corridor 21 Pocrovca None near the corridor 22 Arionesti Rudi village Situated some 200 km to the north of Chisinau, Village Rudi is one of the most interesting tourist objects. There is a 70m-cave once inhabited during prehistoric era (45 km north of Soroca city). Not far from this site is a Rudi-Arionesti landscape protection area. Here the vegetation is the same as what was found covereing the territory of Moldova thousands years ago. On the right bank of the Nistru river there are ancient defense fortifications (IV-III cc. BC), two round fortresses (IX-XII cc) – ―Turkish Dish‖ and ―Germanarium‖.
Rudi Monastery Founded in 1777 on the land of brothers Rudea with their own means and with the help of merchant Hagi Marcu Donciu, merchant of market Movila (Podolia). Engineer – architect N.Tiganco. The Commission on historical monuments has declared this monastery in 1921 as a historic monument built in the old Moldavian style. The Church ―St.Trinity‖ (1777) is considered to be one of the most vivid specimens of church architecture performed in old Moldovan style. It is situated in the beautiful valley of Bulboana River, a right tributary to Nistru river.
Geodetic meridian “Struve” This is a monument RM protected by the State, named after the Director of Pulkovo Observatory Wilhelm Struve. The length of meridian is 2,8 thous.km, it passes the area of ten countries, beginning from the Arctic Ocean and ending to the Black Sea. Earlier Moldova had 27 permanent points, used in measuring for the purpose of international mapping. Today there is only one point in Moldova situated near the village of Rudi, Soroca region. It is located in the apple orchard, 300 m from the roadway Soroca-Otaci. A year ago it was included in the lists of Worldwide Cultural Heritage.
23 Unguri Unguri-Holosnita Ramsar site Between the villages of Arionesti and Unguri there is a natural protected Ramsar zone. Unguri-Holoshnitsa is the newly recognized Ramsar Site No 1500 (2005, COP-9) as the result of rapid assessment done by the Biotica Ecological Society and
M2 EIA – Moldova Road Improvements Project -- November 2009 5-47 Map Locality Cultural/Natural Monuments found within this area Ref. due to co-operation with the Ministry of Ecology and Natural Resources (ME). This is a site of international concern for protection of waterfowls and many rare species of mammals and plants. Unguri-Holosnita Ramsar Site occupy 15553 ha mainly within Soroca district and partly within Ocnita district. This includes areas and water bodies between Soroca-Otaci road and state border along the Dniester River, and is situated from the North-West of Calarasovca village till the border ot Holosnita village at the South-East.
24 Calaraseuca Monastery of Calaraseuca Calaraseuca Monastery is situated on the right bank of the Dniester, 7 km below the City of Otaci. According to old documents, the monastery was a hermitage at the beginning of 18 century, subordinated to the Saint Savva church from Yassi, dedicated to the Saint Grave. The church ―Adormirea Maicii Domunlui‖ was consecrated in 1782, the event being recorded on the stone plaque at the entrance. It was built by Hagi Marcu Donciu. The hermitage was raised on right of monastery after 1812. After 1813 the stone church was dedicated to St. Mitrophan from Voronej, a part of his remains are still kept in this church. In 1916 it became the convent. With the support of the bishop V.Puiu, the school for nuns and church clothes confection shop with waving room were opened here.
Natural landscape site Calarasevca is in the List of protected areas and monuments of Moldova. It is situated 5-6 km to the south-east of Otaci. And includes the bank of Nistru River and 150-m depth Calarasovca ravine.
25 Otaci City of Otaci. The toponymic of locality is known from the Russian-Turkish and it means ―camp‖. The town belonged to Prince M.Cantacuzino, who had a mansion there and was a founder of the church ―Archangel Mihail and Gavriil‖. In the city center is an important nature monument – ―Ravine la Izvoare‖ – an architectonic place which takes its origin on the hills of the Western part of the city.
M2 EIA – Moldova Road Improvements Project -- November 2009 5-48 6. ENVIRONMENTAL AND SOCIAL IMPACTS
6.1 Impact Significance Environmental and social impact significance can be determined on the basis of an impact‘s magnitude, duration, and compliance with accepted standards. Application of the appropriate mitigation as described in the EIA and Environmental Management Plan (EMP) aims to reduce significant negative impacts to a less-than-significant level. If mitigation measures cannot sufficiently reduce the negative impact‘s significance, the EIA reports that the impact would remain significant even after mitigation actions are completed.
6.1.1 Magnitude of Impact An impact can be characterized by its magnitude.
Minor Minor environmental impacts are characterized as resulting in no or only small, measurable change. Minor social impacts are characterized as having no or small adverse changes and can result in measurable beneficial impacts In general, standard siting, construction/operational norms and standards, and best management practices (BMPs) can address minor impacts.
Moderate Moderate environmental impacts include measurable loss or system disruption. The system is able to continue without mitigation but a lower level. Moderate social impacts include measurable socioeconomic changes, but individuals and communities would be able to function quite well though at a different level. In general standard siting, construction/operational norms and standards, and BMPs can address these impacts, but some mitigation measures may also be required.
Severe Severe environmental impacts consist of substantial or major losses or system disruptions. Systems would be unable to function without considerable mitigation or major compensation. Severe social impacts would result in substantial changes to existing conditions or major socioeconomic loss or disruption. Individuals and communities would be unable to function traditionally without mitigation or major compensation. If severe impacts for the proposed action are likely, alternatives to the proposed action would have to be considered and a well-budgeted EMP with strict monitoring and capacity strengthening would be needed.
6.1.2 Duration An impact can be of short duration (for example noise impacts that occur only during construction), or long lasting or permanent (such as the taking of private lands for the project, or destroying a wetlands). Long lasting or permanent impacts are generally significant. For example, an impact that is minor in magnitude but permanent in nature may be classified as significant. An irreversible impact will also normally be considered significant.
M2 EIA – Moldova Road Improvements Project -- November 2009 6-1 6.1.3 Compliance with Standards A project causes a significant impact if it does not comply with accepted norms, such as air, noise, or water quality numerical standards; or requirements of accepted standards, such as the SNIP environmental guidance, the MCC guidance, or other standards accepted for the impact assessment such as WHO or European environmental standards.
6.2 Ecological Impacts
6.2.1 Protected Areas
6.2.1.1 Impact assessment methodology Ecologically sensitive areas that are protected by the State were considered in the impact assessment. In accordance with the Law for the "Fund of State Protected Natural Areas‖ and information provided on the ―State Protected Natural Areas‖ map55, the natural areas listed in Table 38 are located near the the M2 project corridor.
Table 38: State Protected Areas near the the M2 Corridor
Name Area, ha Location Land owners 1. Natural monuments - geologic and paleontological The Soroca State Forestry "Bechirov Iar" Ravine 46 South of Soroca city Administration, the Soroca Branch, Zastinca-II, lot 24 Outcrop of sands and East slope of the quarry, Redi- Agricultural Enterprise 0,5 sandstones Ceresnovat village "Redi" 2. Natural Monuments– hydrological Left bank of the Raut river, Ordasei Ordasei Village Ordasei village streams 1,2 village municipality 3. Natural monuments– biological Rudi - Gavan Otaci Forest Administration Branch , The Soroca State Forestry 49 Rudi-Gavan, lot 27 Administration 4. Landscape reservations At 10 km South of the Otaci town, The Soroca State Forestry along the Nistru, Otaci Forest Administration Administration Branch, Arionesti - Agricultural Enterprise Rudi - Arionesti 916 Stinca, lots 20-22; Rudi-Gavan, lots "Arionesti", 23-29 Agricultural Enterprise "Nistru" At 5 km South East of Otaci town, The Soroca State Forestry Otaci Forest Administration, Administration Calarasovca 252 Calarasovca-Stinca, lots 10-12 Agricultural Enterprise "Dnestrovsc" 5. Areas with multifunctional management –representative sectors with meadow vegetation Meadows vegetation (poa Effluent of the Raut river, Chitcanii Chitcanii Vechi Village 20 versicolor bess) Vechi village municipality 6. Wetlands of International Importance North-West of Calarasovca village till Various individual land Unguri-Holosnita 15,553 the border ot Holosnita village at the owners (Ramsar) South-East
55 Republic of Moldova. Third National Report on the Implementation of the Convention of Biological Diversity. 2005.
M2 EIA – Moldova Road Improvements Project -- November 2009 6-2 6.2.1.2 Project impacts at construction, operation, and decommissioning phases Impacts to State Protected Natural Area Categories 1-5 Based on available information about the location of the above referenced sites for the State Protected Areas, categories 1 – 5 are not adjacent to the road corridor. The performance of minimum maintenance work on sections of the the M2 corridor located near to where these sites occur is not expected to have any negative environmental impact to these sites. Although surface treatment, shape correction, resurfacing, and strengthening construction activities increases the amount of disturbance to the road surface and adjacent shoulders and thereby raising the risk level for environmental impact, sites in categories 1-5 are not located close enough to the road corridor to receive any negative environmental impact from this type of activity. Therefore, maintenance and construction impacts to sites 1-5 are expected to be less than significant.
Impacts to State Protected Natural Area Category 6 site The M2 corridor is adjacent to the Unguri – Holosnita Ramsar site (refer to Section 5.1.3 for additional information). The performance of minimum maintenance work on those sections of the M2 corridor located next to this area is not expected to result in any negative environmental impact to this site. The maintenance impact to category 6 site is expected to be less than significant. The wetlands of the Ramsar-protected area do not occur adjacent to the M2 corridor and the increased amount of disturbance to the road surface and adjacent shoulders during surface treatment, shape correction, resurfacing, and strengthening construction activities is not expected to have a negative environmental impact to this site. New road construction around Arionesti though a section of the Ramsar site to Unguri is expected to have potential negative impact to species habitat, forested areas, and streams located within this area and would be considered significant.
6.2.1.3 Impacts of “No Action” alternative With the No Action Alternative, no road rehabilitation work would be performed. The roadway would continue to deteriorate and no impacts would occur to sites.
6.2.1.4 Indirect and cumulative impacts Since seven of the eight identified State Protected Areas are outside the M2 right-of-way (ROW) and some distance away from the road corridor, there are no indirect or cumulative impacts expected to occur from road rehabilitation work. New road construction within the portion of the Ramsar site would have negative impact to protected species habitat, forested areas, and streams within the area.
6.2.2 Fisheries, Aquatic Ecology
6.2.2.1 Impact assessment methodology and impact significance criteria For this EIA, a research field reconnaissance survey was conducted along the M2 corridor (Saratenti - Soroca - Unguri) to observe current field conditions of natural resources occurring within the SRA ROW. During the M2 corridor survey, an environmental checklist was completed to establish the baseline information needed to complete the impact analysis for the road rehabilitation improvement project. The locations of all natural resources located within 30 meters of the road centerline, including all stream crossings, adjacent wetlands, and adjacent forest lands were noted on the environmental checklist. In addition to the checklist, a literature search was conducted for available reports, maps, and aerial photography to help determine and verify the status of identified natural resources listed on the checklist. Literature review indicates that all streams, rivers, and wetlands in the Republic of Moldova have been negatively impacted by sedimentation and chemical runoff associated with the agriculture dominated
M2 EIA – Moldova Road Improvements Project -- November 2009 6-3 landscape56. Reduction in wetland areas and native riparian vegetation, compounded by poor farming practices, construction of impoundments, and channeling of streams and rivers have had a serious impact on aquatic resources. Aquatic biodiversity has declined significantly, and local and commercial fisheries are reduced from previous years. The majority of commercial fisheries use constructed impoundments placed within the channels of streams, small rivers, and tributaries to the Nistru River and the Prut River—there are more than 3,450 ponds and 80 reservoirs established57. Environmental impacts to streams, rivers, and aquatic habitats may result from both anthropogenic and natural sources. Reports identified during the literature review process which led to the summary conclusions stated above lacked references to water quality studies or data sets and therefore a more detailed analysis of water quality conditions could not be performed. Those studies, had they been referenced, would have described what water quality parameters and threshold levels were used for their water quality comparison of the streams and river systems in Moldova. Fishery impoundments on watercourses reduce and restrict natural water flow, impede sediment transport, and allows pesticides and other contaminants to accumulate in the sediment. The M2 corridor environmental checklist and the Republic of Moldova Road map58 shows that the M2 corridor crosses over 18 watercourses (stream or river) from Sarteni to Unguri. Watercourses include the Dobrusa and Terna Rivers, and multiple unnamed tributaries to the Raut, Dobrusa, and Nistru Rivers. Road work at or near each crossing imposes an increased risk for additional negative impact to the fisheries and aquatic resources. The assignment of significance of the potential impacts described below is based on determining the magnitude, duration, and standards-compliance of the impact as described in Section 6.1. Detailed impacts are summarized in Annex 3.
6.2.2.2 Project impacts at construction, operation, and decommissioning phases Various road segments along the M2 corridor will require a range of different types of road rehabilitation work to be performed from minimum maintenance (patching, crack sealing, vegetation control, guardrail repair and replacement), to surface treatment, shape correction, resurfacing, and strengthening by overlay and by reconstruction. Other structures, such as water pass structures (run-off trenches, water by-passes, bridges), may need to be repaired or cleaned in some locations. The locations where each type of work would be performed along this corridor have not yet been identified.
Maintenance Impacts During the performance of minimum maintenance work on sections of the M2 corridor located near stream or river crossings, minor temporary negative environmental impact to the fisheries or aquatic resources is expected. The maintenance work impacts to water quality are expected to be temporary and less than significant. Any contaminants from fuel compounds released from construction vehicle exhaust; petroleum hydrocarbons released from the roadway asphalt; and fluids such oil, gas, and diesel leaking directly from vehicles are washed from the road surface by storm water run-off into roadside drainage ditches and channeled into local surface water streams or rivers. To reduce the amount of this type of impact, vehicles used during construction and maintenance phases should be well-maintained to reduce emissions, be free of leaking fluids, and be covered to reduce/prevent spills.
56 USAID. Biodiversity Assessment for Moldova. USAID. 2001
57 Zubcov, E., Lobchenco, V. In: FAO Fisheries and Aquaculture Department [online]. Rome. 2006. http://www.fao.org/fishery/countrysector/naso_moldova [Accessed 3-26-2009] 58 Ingeocad. Harta Drumurilor Republicii Moldova. Scara 1: 250,000. Agentie Relatii Funciare Si Cadastru. 2009
M2 EIA – Moldova Road Improvements Project -- November 2009 6-4 Construction - Siltation Impact As part of surface treatment, shape correction, resurfacing, and strengthening construction activities, the amount of disturbance to the road surface and adjacent shoulders increases, thereby raising the risk level for a negative impact to occur. Disturbed soils/road material can easily be transported by storm water run- off into nearby streams or river systems increasing water turbidity. The increased solids and dissolved solids material in surface water decreases water quality. Suspended particles (solids) increase the stream‘s water temperature by absorbing more solar heat. As the temperature rises the saturation value of dissolved oxygen the water column is able to maintain is lowered59. Reduced dissolved oxygen and high levels of suspended particles in water create conditions for algal blooms to occur, which can stress or kill fish. The occurrence of this impact is fairly common with road rehabilitation work projects where heavy construction and soil disturbance occurs. Applying mitigation measures to control erosion will be needed. BMPs60 such as silt fencing and hay bales should be used to provide a barrier between the construction area and water resources; re-vegetating with appropriate rapidly growing grass can be used to stabilize disturbed areas. The use of these BMPS would greatly reduce construction impacts, thereby reducing the impact to a minor short term reversible negative impact. Therefore, constructions impacts to water quality are expected to be less than significant, assuming the proper use of BMPs. Mitigation measures would decrease the amount of silt entering the local water resource and thereby reduce the overall cumulative effect of siltation on that resource. Soil erosion along the undisturbed shoulders naturally adds to the siltation entering the stream and river systems. Some of this erosion is caused by blocked drainage ditches or drains allowing water to overflow and divert from the intended pathway or route leading to the stream or river. As roadside drainage systems are cleaned out, repaired, or rehabilitated, a positive direct impact will result as surface water flow is again directed in a controlled manner away from the roadway, eventually helping to decrease overall soil erosion and reduce the amount of silt entering the stream or river system.
Construction and Operational- Surface Water Quality Impacts During the construction and operational phase, surface water can be impacted by the vehicles travelling along the roadway. Compounds in fuel released from the vehicle‘s exhaust system; petroleum hydrocarbons released from the asphalt; fluids such oil, gas, diesel, leaking from vehicles can all migrate from the road surface to the stream or river systems storm water run-off. This impact is typically a minor short term negative impact to the watercourse. These construction and operational impacts to water quality are considered less than significant. Only when a vehicle is involved in an accident resulting in a major spill of fluids or chemicals near the watercourse would the impact be rated as moderate or severe, long lasting, or permanent and irreversible. In this case, impacts to water quality may be significant, requiring the application of mitigation measures to be incorporated into the road rehabilitation design.61
Decommissioning Impacts Decommissioning of a roadway or structures located near or at stream or river crossings has not been identified at this time, so the significance of potential impacts cannot be specified. However, general mitigation measures to be applied in the event that roads or bridges are removed can reasonably expect to
59 Fair, G.M., J. C. Geyer. Water Supply and Waste-Water Disposal. John Wiley & Sons, Inc, London. 60 BMPs referred to here are based on typical erosion control methods used during construction activities, such as found in the ―Virginia Erosion and Sediment Control Handbook‖. Typically detailed BMPs are listed or placed in the engineering drawings and referenced to the areas where they need to be applied based on what construction activities are planned for that area. 61 See also the road safety section (Section Error! Reference source not found.). Any major accident involving chemical spills or hazardous liquids would require first-responders for clean-up.
M2 EIA – Moldova Road Improvements Project -- November 2009 6-5 reduce future decommissioning impacts to a less-than-significant level. These are specified in Section 8.7 and Annex 3.
6.2.2.3 Impacts of “No Action” alternative With the No Action alternative, no road rehabilitation work would be performed and the roadway would continue to deteriorate. Over time, the deterioration process would increase the amount of disturbed road material and soil available to be transported by storm water run-off back into the local stream and river system, thereby impacting water quality. The No Action alternative would result in a potentially significant impact to water quality that cannot be mitigated since, by definition, no mitigation measures will be applied in the “No-Action” alternative other than customary road maintenance.
6.2.2.4 Indirect and cumulative impacts Increased siltation, together with the existing sediment load, will continue to degrade water quality for fisheries and aquatic invertebrates in intermittent and perennial streams. Over time, poor water quality will affect the survival rate of aquatic invertebrates utilizing habitats within the water resource, thereby reducing or eliminating a valuable food source for the fisheries. With the large number of impoundments built on many of the major streams and rivers, water flow velocity has been reduced and cannot transport the natural sediment loads downstream. Impoundments act as sediment catch basins allowing heavier sediment to settle out of the water column and deposit in the deeper areas of the pond or reservoirs, slowly filling them in and reducing deepwater habitat for the fisheries. The siltation process will continue naturally, but additional material from ground disturbance during road construction activities or material from road deterioration can rapidly increase the rate the aquatic resources fill in. Without having the above mentioned mitigation measures in place during the construction phase, indirect and cumulative impacts to water quality would be considered significant.
6.2.3 Wetlands
6.2.3.1 Impact assessment methodology and impact significance criteria In Moldova wetlands have traditionally been treated as lands of low value. During the 1970s wide-scale drainage works were undertaken in Moldova resulting in the destruction of practically all wetland areas. These converted wetlands are currently used for agriculture.62 One source notes that the total floodplain wetlands of all rivers in the Republic of Moldova once covered approximately 250,000 ha. About 200,000 ha have now been drained for intensive agriculture use. Another source indicates that about 86,200 ha of floodplains associated with main rivers (Nistru, Prut, Reut, Bic, Botna, Cogilnic, and Yalpugh Rivers), are no longer subject to flooding due to flood protection works, and 64,000 ha have been drained. Data on wetland loss is difficult to interpret because the definition used for classifying wetlands was ambiguous and included some non-wetland habitats. When figures cite wetland coverage it is often not clear if these are based on the current or the original coverage.63 Observed Wetlands: During the project corridor environmental survey, five potential wetland areas were observed (refer to Table 39). Wetland areas 1, 2, 3, and 5 observed are associated with streams and wetland area 4 is associated with a pond. Three of the wetlands have areas that are partially within the ROW (wetlands #1, #2, and #3) while the other two are located outside the ROW.
62 National Institute of Ecology 1999 (a). Evaluation of wetlands vulnerability and adaptability - Short review of Moldova's wetlands. Unpublished. 63 National Institute of Ecology 1999 (b). Wetland small scale restoration in Moldova. Unpublished.
M2 EIA – Moldova Road Improvements Project -- November 2009 6-6 Table 39: Description of Wetland Locations along the M2 Corridor Wetland Location (N. Lat/ E. Long decimal) Description Area Small wetland areas adjacent to both sides of roadway associated with small stream channel. 1 47.678381 / 28.497512 Part of these wetlands is located within the ROW. Wetland areas adjacent to both sides of roadway associated with seep/stream flowing 2 47.714517 / 28.495533 between two impoundments. Part of these wetlands is located within the ROW. Wetland area adjacent to the right side (east) of the roadway associated with small stream 3 48.054203 / 28.363925 floodplain. Part of this wetland is located within the ROW. Small wetland adjacent to right side (east/southeast) of roadway associated with 4 48.140317 / 28.263679 small pond. Edge of wetland approximately 30 meters from road centerline and outside ROW. Wetland area adjacent to right side (northeast) of roadway associated with two small streams converging before feeding into the upper end of 5 48.188735 / 28.127903 an impoundment. Edge of wetland approximately 40 meters from road centerline and outside ROW.
Unguri - Holosnita Ramsar Wetland Site: One major area of concern on M2 corridor is that the corridor intersects with a Ramsar wetland site near the terminus of the corridor should the M2 improvements continue from Arionesti to Unguri (refer also to 6.2.1). The environmental survey found that the corridor does in fact transverse along the Ramsar site‘s southern boundary and crosses over a section located within the northern part of the site. Although the corridor crosses a section of the Ramsar site, the M2 corridor is not near any of the wetlands protected by the Ramsar site and the road rehabilitation project would not impact the Ramsar site wetlands. The wetlands in the Ramsar site are concentrated mainly along the Nistru River. Other Wetland Observations: At the time the environmental checklist was completed, the weather condition in Moldova was cold, windy, and raining. Due to the wet season, all potential wetland areas observed had standing water over the ground surface. During the assessment, no studies were conducted to determine boundaries, soil type, or vegetation associated with observed wetland areas. It is suspected that most of these wetlands will become dry during the summer months and will only be saturated with water during the wet season. The significance of the potential impacts described below was based on determining the magnitude, duration, and standards-compliance of the impact as described in Section 6.1. Detailed impacts are summarized in the table in Annex 3. The type of road work to be performed near each wetland has not yet been determined and makes it impossible at this time to determine potential direct negative impact to these areas. As more information is made available, this section will be updated in future draft documents.
M2 EIA – Moldova Road Improvements Project -- November 2009 6-7 6.2.3.2 Project impacts at construction, operation, and decommissioning phases Maintenance Impacts During the performance of minimum maintenance work on sections of the M2 corridor located near where wetlands occur, no negative environmental impact to the wetland is expected. Therefore, maintenance impacts to wetlands are expected to be less than significant.
Construction Impacts Surface treatment, shape correction, resurfacing, and strengthening construction activities increases the amount of disturbance to the road surface and adjacent shoulders, raising the risk level for environmental impact. Rain events occurring during the construction phase of the project would allow the disturbed soils/road material to be easily transported by storm water run-off into the nearby stream or river system and adjacent wetland areas. Construction impacts would be minimal to wetlands and are considered to be less than significant. Mitigation measures to limit negative impact would include delineation of wetland area boundaries and avoidance of the wetland if at all possible during the work phase. Additionally, the use of existing erosion control BMPs should be employed; these measures include silt fencing and hay bales to provide a barrier between the construction area and wetland area; use of rubber mats for heavy equipment to travel on in the floodplain/wetland area, thus reducing soil disturbance and permanent damage to vegetation; and scheduling the construction work around bridges or culverts to be performed during the dry season to minimize wetland destruction. If proper BMPs are utilized (see Annex 3), then the potential negative environmental impact would be considered a minor short term reversible local negative impact with no loss of wetland. If appropriate mitigation measures are adopted, impacts to wetlands would be considered less than significant.
Decommissioning Impacts Currently no bridge or culvert replacement has been identified for this project. Should bridge or culvert replacement be part of the rehabilitation process near the wetland areas, heavy equipment working in the floodplain decommissioning the old bridge span or culvert, as well as any vehicle by-pass road (if installed) would damage local vegetation, and highly disturb the soil and cause destruction to wetland areas located within the ROW. Decommissioning impacts to wetlands would be considered significant, requiring the application of mitigation measures to be incorporated into the road rehabilitation design.
6.2.3.3 Impacts of “No Action” alternative With the No Action alternative, no road rehabilitation work will be performed and therefore no heavy equipment would impact wetland areas during bridge or culvert work. The roadway would continue to deteriorate, increasing the amount of disturbed road material and soil available to be transported by storm water run-off into the local wetland area. Adopting the No Action alternative would be considered a less than significant impact since, by definition, wetland functions are to filter sedimentation.
6.2.3.4 Indirect and cumulative impacts The replacement of any culvert or bridge would have a significant impact, requiring the application of mitigation measures to be incorporated into the road rehabilitation design.
6.2.4 Forests
6.2.4.1 Impact assessment methodology and impact significance criteria
The majority of Moldovan forests were cleared during the twentieth century and the majority of the remaining forest stands found today are the result of cultivation plantations. Forest areas are extremely
M2 EIA – Moldova Road Improvements Project -- November 2009 6-8 limited and, due to severe human encroachment (primarily land cultivation), the remaining tracts are seriously degraded.64 Across the country, dominant old forest species such as English oak and durmast oak, sometimes in association with beech have been reduced. Pubescent oak groves are present on hillsides in the south, and willow and poplar species are common in river floodplains. A large number of forest protection strips were established during the past six decades to combat soil erosion provoked by wind. They were planted on agricultural lands, river banks, along roadways, and around cities and industrial areas. However, by 1994 the areas covered by protection strips decreased by 75 percent as a result of substantial illegal harvesting primarily for firewood and other wood products due to rural poverty. Continuous degradation of forest cover, including protection strips, has contributed significantly to the increase of land aridity, soil erosion, and loss of topsoil65. At the beginning of 2004, Moldova officials increased forest cover to 362,700 ha (10.7 percent of the country). While this seems to be a positive trend, it is important to note the increase in forested lands is derived from newly planted forests on denuded lands, degraded slopes, landslides, etc., and at present the forests are not suitable habitats for most species. The forest landscape still remains largely fragmented.66 The significance of the potential impacts described below was based on determining the magnitude, duration, and standards-compliance of the impact as described in Section 6.1. Detailed impacts are summarized in the table in Annex 3.
6.2.4.2 Project impacts at construction, operation and decommissioning phases Along the M2 corridor there are six forest areas that have a part of their tree stand located adjacent to the ROW. Overall there are approximately 5.14 km of combined forest edge for these six areas exposed to road rehabilitation work and normal roadway operations adjacent to the ROW. In addition to these six forested areas, a protection strip (a single row) of trees is planted along the outside boundary of the ROW adjacent to most areas used as cultivated farms or vineyards.
Maintenance and Construction Impacts Activities from the rehabilitation work to perform minimum maintenance work (patching, crack sealing, vegetation control, and guardrail repair and replacement), as well as work involved with surface treatment, shape correction, resurfacing, and strengthening by overlay and reconstruction would only impact surface areas on the roadway and shoulders within the ROW zone. Other structures, such as water pass structures (run-off trenches, water by-passes, bridges) that may need to be repaired or cleaned, are all within the ROW zone. Work proposed under the road rehabilitation project currently does not include widening the roadway or the requirement of disturbing or removing protection strip trees or trees along forest edge located outside of the ROW. No negative environmental impact to forests or protection strips is anticipated between Saratenii and Arionesti. Maintenance and construction impacts to forested areas between Saratenii and Arionesti are expected to be less than significant. Unguri-Holosnita Ramsar Site: One area of major concern is the forest area where the M2 corridor crosses through the Unguri-Holosnita Ramsar site between Arionesti and Unguri. Road construction through this area began over 20 years ago and was never completed due to financial constraints. The M2 corridor currently consists of a dirt track that connects Arionesti to Unguri; this stretch contains several sections of concrete retaining wall installed into the upgradient slope. This area is considered a State Protected Area (refer to 6.2.1). The removal of trees in Unguri-Holosnita Ramsar area would be considered a significant negative environmental impact due to habitat loss for rare or endangered
64 Biological Diversity Conservation. National Strategy and Action Plan, 2002
65 Ministry of Transport and Road Industry. Sectoral Environmental Assessment, Moldova Road Sector Program Support Project. 2007 66 USAID. Moldova FAA 119 Biodiversity Analysis. 2007
M2 EIA – Moldova Road Improvements Project -- November 2009 6-9 species identified as occurring within the Ramsar site. Access to the Ramsar forest exists along paved and unpaved roads and illegal harvesting of the forest occurs In those areas. Building a paved road through this section of the Ramsar site may actually reduce access to the forest by placing a barrier that removes egress onto the existing dirt tracks used for logging that adjoins the main track between Arionesti and Unguri.
6.2.4.3 Impacts of “No Action” alternative With the No Action alternative, no road rehabilitation work would be performed adjacent to forest areas. The roadway would continue to deteriorate and forest areas would continue to be disturbed or impacted by illegal harvesting. Adopting the No Action alternative would result in a potentially significant impact to the forested areas that cannot be mitigated since, by definition, no mitigation measures will be applied in the “No-Action” alternative other than customary road maintenance.
6.2.4.4 Indirect and cumulative impacts Improvement of the roadway may help decrease the current negative impact risk to forest or protective strips caused by substantial illegal harvesting by allowing enforcement officers monitoring forest areas to travel greater distances in shorter periods of time during their patrols.
6.2.5 Rare and Endangered Species
6.2.5.1 Impact assessment methodology and impact significance criteria Presently, 129 plant species and 116 animal species are included in the second publication of the Red Book of the Republic of Moldova (2001).67 Based on available information, habitat types that once dominated the Moldova countryside have greatly been reduced due to the heavy agricultural use across the landscape. According to Moldova‘s Red Book map on the distribution of endangered mammal species, bats and otters are identified as occurring in the area near Soroca. The big owl has also been indentified as occurring near Rublenita. Due to habitat destruction in Moldova from agricultural land use, threatened and endangered species are now semi-restricted to habitats in the State Protected Areas. Endangered species of insects, mammals, bats, birds, invertebrates, and plants have been identified as occurring near the area the M2 corridor crosses through the Ramsar site (refer also to 6.2.1). There is a large gap in existing knowledge of the impact of noise on wildlife populations. There has been little study done on invertebrates and lower vertebrate species (fish, reptiles, amphibians) as to effects of road noise with no clear indication of adverse response. Effects of roadways for reptiles and amphibians tend to be mortality or barrier to movement. Mammals may avoid noise; however, there is evidence that they will utilize the additional habitat and corridors for movement which are provided by roadways. Noise has the most significant effect to birds, but not to all species. Some species are adversely affected, many unaffected, and others become more common along roadways.
6.2.5.2 Project impacts at construction, operation, and decommissioning phases As stated in Section 6.2.1, Protected Areas, seven of the eight sites listed as occurring near the M2 corridor are not adjacent to the roadway ROW.
Maintenance and Construction Impacts The performance of minimum maintenance work on sections of the M2 corridor located near to where these sites occur are not expected to have any negative environmental impact to species that occur at those sites. Although surface treatment, shape correction, resurfacing, and strengthening construction
67 Republic of Moldova. Improving coverage and management effectiveness of the Protected Area System in Moldova. GEF Trust Fund Project 4016. 2007. http://bsapm.moldnet.md/Text/PIF.doc (accessed 7 May 09)
M2 EIA – Moldova Road Improvements Project -- November 2009 6-10 activities increases the amount of disturbance to the road surface and adjacent shoulders, raising the risk level for environmental impact, habitat utilized by these species is not located close enough to the road corridor to receive any negative environmental impact from this type of activity. Therefore, maintenance and constructions impacts to rare and endangered species are expected to be less than significant. Unguri-Holosnita Ramsar Site: The concern for impact lies within the eighth site, the Unguri – Holosnita Ramsar site. According to the maps provided in the ―Scenariul de management pentru Zona Ramsar “Unguri-Holoşniţa‖ (project) report, 68 endangered species for insects, mammals, bats, birds, invertebrates, and plants occur within or near the section of roadway proposed to be completed through the northern end of the Ramsar site. This section of M2 roadway would require new construction of a paved roadway over an existing dirt track. New construction activities would cause loss of habitat and a negative environmental impact to endangered species. Construction in the Unguri-Holosnita Ramsar site would be a moderate permanent impact to rare and endangered species and is considered a significant impact. Should construction be done within this section of the M2 corridor, part of the mitigation would require that an endangered species study be conducted prior to any road construction work taking place in this area by expert personnel qualified in accurate species identification to determine if species of concern are in fact occurring within the ROW. If species do occur within ROW, then the identified species should be relocated to a suitable alternative habitat location. Even with relocation of species, the loss of habitat would still be considered a significant impact.
6.2.5.3 Impacts of “No Action” alternative With the No Action alternative, no road rehabilitation work would be performed in areas containing endangered species and no environmental impact would occur.
6.2.5.4 Indirect and cumulative impacts Beyond habitat loss, the increase of vehicle traffic through the Ramsar section could lead to increased fatalities (refer to section 6.2.6) of mammals living in the adjacent forest areas to the roadway.
6.2.6 Animal Migration
6.2.6.1 Impact assessment methodology and impact significance criteria A portion of the the M2 project corridor route is located within and adjacent to an avian migratory flyway zone following along the Nistru River from Soroca to Otaci. Regarding mammal migration, it is local and not imply cross boundary migration, as the case for the birds. A mammal migration pattern for known species occurring in the Republic of Moldova (Rabbits, boars, deer etc.) is typically limited to only a few kilometers in distance and mainly within the fields and / or forest areas adjacent to the M2 corridor. However, mammals migrating locally may migrate across the roadway to reach other fields or forest areas in search of food or mating opportunities.
6.2.6.2 Project impacts at construction, operation, and decommissioning phases Maintenance and Construction Impacts - Aviation Activities from the rehabilitation work to perform minimum maintenance (patching, crack sealing, vegetation control, and guardrail repair and replacement) work, as well as work to do surface treatment, shape correction, resurfacing, and strengthening by overlay reconstruction would only impact surface areas on the roadway and shoulders within the ROW zone and would not affect feeding or nesting habitat
68 BIOTICA Ecological Society. Management Scenario Development for the Unguri – Holosnita. Ministry of Ecology and Natural Resources (ME). 2007. http://www.biotica-moldova.org/ (accessed 7 May 09)
M2 EIA – Moldova Road Improvements Project -- November 2009 6-11 used by migrating birds. Negative environmental impact to avian species from the rehabilitation work is not anticipated. Maintenance and construction impacts to avian migration are expected to be less- than significant.
Maintenance and Construction Impacts - Mammal When animals cross the roadway, they are at risk of being hit by moving vehicles using the M2, thus resulting in possible fatality to the animal, to vehicle occupants, or both. Since the M2 is a preexisting roadway, this potential hazard already exists, although it may be exacerbated in the part that passes through the Ramsar site because of the additional traffic expected on this section. Activities from the rehabilitation work to perform minimum maintenance (patching, crack sealing, vegetation control, and guardrail repair and replacement) work, as well as the work to do surface treatment, shape correction, resurfacing, and strengthening by overlay and reconstruction would only impact surface areas on the roadway and shoulders within the ROW zone and would not increase negative environmental impact to these animals. Maintenance and construction impacts to mammal migration are expected to be less than significant. As a mitigation measure, areas known to have a high number of animal crossings or collisions should have warning signs installed indicating an animal crossing zone.
6.2.7 Natural Industry
6.2.7.1 Impact assessment methodology and impact significance criteria The Republic of Moldova has several natural industries, including mineral mining, fisheries, and agriculture. Mineral mining: The small mineral industry is primarily engaged in the mining and production of industrial minerals and products, including cement, dimension stone, gypsum, limestone, and sand and gravel. In 2005, the industry accounted for less than 2 percent of the value of the country‘s industrial production when they increased the value of their output by 14 percent compared with that of 2004.69,70 The country has more than one hundred deposits of industrial minerals and small oil and gas reserves, which it hopes to develop with the aid of foreign investors. 71 Fisheries: Streams and rivers in the Republic of Moldova have been negatively impacted by sedimentation and chemical runoff associated with the agriculture-dominated landscape72. Due to this impact aquatic biodiversity has declined significantly, and the local and commercial fisheries have been reduced. The majority of commercial fisheries come from the constructed impoundments placed within the channels of streams, small rivers, and tributaries to the Nistru River and the Prut River with more than 3,450 ponds and 80 reservoirs established73. Fish species include carp (raised in artificial reservoirs), perch, bream, ruff, and pike that are widely found in the rivers and lakes. The domesticated carp, silver carp, and grasscarp are the most commercially important species.
69 Statistica Moldovei, 2005, Cu privire la activitatea industriei Republicii Moldova in anul 2005, accessed January 23, 2007, at URL http://www.statistica.md/statistics/dat/735/ro/Industria_anul_2005.pdf. 70 Statistica Moldovei, 2006, Cu privire la activitatea industriei Republicii Moldova in anul 2006, accessed January 23, 2007, at URL,l http://www.statistica.md/statistics/dat/902/ro/Industria_anul_2006.pdf. 71 Austrian Energy Agency, 2005 (December 20), accessed January 23, 2007, at URL http://www.eva.ac.at/enercee/md/supplybycarrier.htm. 72 USAID. Biodiversity Assessment for Moldova. USAID. 2001 73 Zubcov, E., Lobchenco, V. In: FAO Fisheries and Aquaculture Department [online]. Rome. 2006. http://www.fao.org/fishery/countrysector/naso_moldova [Accessed 3-26-2009]
M2 EIA – Moldova Road Improvements Project -- November 2009 6-12 Wood Product Industry: Forest areas are extremely limited and due to severe human encroachment (primarily land cultivation) the remaining tracts are seriously degraded74. Based on available data, no wood product industry exists in Moldova. A large number of forest protection strips that were established to combat soil erosion provoked by wind are planted on agricultural lands, river banks, along roadways, and around cities and industrial areas. Many of these protection strips contain walnut trees and the Walnut Producer Associations harvest some of these nuts for commercial sale both in Moldova and internationally. Not all trees planted within the protection strips have economic value such as walnuts; some species planted are poplars and willows. Agriculture: Moldova possesses a substantial agricultural resource due to climate and fertile soils supporting a wide range of crops. The country is an important regional producer of grapes and grape products. Orchards produce fruit, including plums, apricots, cherries, and peaches. Fruit production is concentrated in the north, in the central region, and in the Nistru River area. Other crops include tobacco, sugar beets, sunflowers, wheat, and corn. The most widely known products of Moldova are wines, sparkling wines, and brandies, which were recognized as among the finest in the former Soviet Union. Farming land represents ¾ of the land mass within the Republic of Moldova national territory. Approximately half of Moldova's agricultural and food product is sold to Russia, Ukraine, and Belarus. Agricultural production has been in serious decline since the late 1980s. A number of factors have contributed to this decline, including difficulties in providing necessary inputs and agricultural machinery, disruption of the transportation system, failures in the incentive system, difficulties related to political instability in Transnistria, Gorbachev's anti-alcohol campaign, and variable weather conditions. 75
6.2.7.2 Project impacts at construction, operation and decommissioning phases The transportation of goods or products from industries to market could be negatively impacted during the construction and decommissioning phases along the M2 corridor. Improper planning and scheduling of activities could reduce normal traffic flows, creating congested areas and increasing fuel consumption and the amount of time taken to deliver the product to market. In addition to transportation, if design of road construction changes and trees need to be removed from protective strips bordering the ROW to accommodate construction activities, the number of mature walnut trees may be reduced. If too many of the walnut trees are removed, there could be financial implications to the Walnut Producer Associations harvesting of walnuts even if they have no official ownership of the trees. Construction, operation, and decommissioning impacts to natural industries would be considered significant and would require the application of mitigation measures to be incorporated into the road rehabilitation design. Mitigation measures of proper planning and scheduling of construction and decommissioning activities and the avoidance or reduction in the number of trees removed or damaged during these phases would reduce negative impact to these industries. If appropriate mitigation measures are taken, impacts to natural industries are expected to be less than significant. No negative impacts are expected from the operational phase of the roadway.
6.2.7.3 Impacts of “No Action” alternative With the No Action alternative, no road rehabilitation work will be performed and the roadway will continue to deteriorate. This deterioration will cause traffic to move slowly to avoid potholes and other poor road conditions, creating congested areas and thereby increasing fuel consumption, maintenance costs, and drive times for vehicles using the roadway. Adopting the No Action alternative is considered a potentially significant impact to natural industries that cannot be mitigated since, by definition, no mitigation measures will be applied in the “No-Action” alternative other than customary road maintenance.
74 Biological Diversity Conservation. National Strategy and Action Plan, 2002 75 U.S. Library of Congress - http://countrystudies.us/moldova/26.htm (accessed on 17 July 2009)
M2 EIA – Moldova Road Improvements Project -- November 2009 6-13 6.2.7.4 Indirect and cumulative impacts The positive impacts the rehabilitation of the roadway will provide to these industries is that improved road will reduce maintenance cost and fuel consumption of their delivery vehicles and reduce delivery time to take product to market. There are no negative indirect or cumulative impacts associated with this project.
6.3 Physical Impacts
6.3.1 Quarries, Soil Erosion and Siltation Soil erosion from construction activities will be controlled through the application of design measures and BMPs during construction. These measures are discussed in the Feasibility Study and will be required in the Specifications that will be part of the bid documents. In addition, these measures are discussed in the EMP, Chapter 8. The application of these mitigation measures will reduce potential negative impacts of erosion and siltation to a less than significant level. There are existing quarries in Moldova that may be used for the M2 Project, depending on the final design and on the construction Contractor‘s selection. These include a granite quarry in Cosauti near Soroca town, which supplies sand as well. There are other deposits as follows: Ghindesti – strong limestone Soroca – limestone Unguri- strong limestone Otaci- clay deposits, gravel-sand rock, and soil (sandy clay) for earthwork fill Contractors will be required to take measures to minimize transport impacts from the quarries to the work sites, to operate any quarries they develop in accordance with international norms including health and safety, and to rehabilitate these quarries as appropriate after construction. It is understood that some quarries are will not be operated by the Contractors and these will remain open for other uses. With these measures the potential negative impacts of quarries will be reduced to a less than significant level.
6.3.2 Local Flooding
6.3.2.1 Impact assessment methodology and impact significance criteria Moldova is a country with significant flood risks, especially along Moldova's smaller internal rivers. Data on the extent of flood damage and location is not always known since local floods are not always reported, and individual victims and private damages may not be recorded. Flooding on Moldova‘s transboundary rivers had been a significant threat in the past, but the Prut and Nistru Rivers are effectively controlled by infrastructure works undertaken in the 1960s and 1970s and they have not been considered problematic in recent decades. On smaller rivers, the level of flood protection depends very much on the current state of the dams and dikes, which are now in need of substantial repair. On these smaller, internal watercourses, floods are caused by quick torrential rain with short warning times. Summer rainfall is especially unpredictable and dangerous. Moldova's Central zone (Codru) is at greater risk than the Northern zone. Flood protection infrastructure has been constructed on the more important watercourses only. This infrastructure is now deteriorating, and the risk is rising, especially because residential construction has been expanding in at- risk areas of Hincesti, Basarabeasca, Soldanesti, Orhei, and others. Towns in areas of significant risk include Chisinau, Balti, Soroca, Orhei and many others. The increase in total annual precipitation for
M2 EIA – Moldova Road Improvements Project -- November 2009 6-14 Moldova observed between the years 1901-2000 indicates that risk from flood is increasing.76 In August 2008, a flood event impacted many areas in the north, east, and southern portions of Moldova. Based on available information provided in the drainage report prepared for the M2, 22 culverts and one bridge were identified as either being undersized for the original design flow or as not providing adequate flow volume for high flood water due to structural damage or clogging with debris. One additional area was also identified as not having any structure in place, thereby allowing the road to act as a dam to water flow. Flood water pools against the shoulder and eventually flows over the roadway.
6.3.2.2 Project impacts at construction, operation, and decommissioning phases Maintenance and Construction Impacts Activities from the rehabilitation work to perform minimum maintenance (patching, crack sealing, vegetation control, and guardrail repair and replacement) work, as well as work to do surface treatment, shape correction, resurfacing, and strengthening by overlay and reconstruction would only impact surface areas on the existing roadway and shoulders within the ROW zone and would have no negative impact to the floodplains. Maintenance and construction impacts to floodplains are expected to be less than significant. During the bridge or culvert replacement portion of the rehabilitation process, heavy equipment working in the floodplain decommissioning the old bridge span or culvert, as well as any vehicle by-pass road (if installed), would damage local vegetation and highly disturb the soil. Storm events occurring during this construction/ replacement period could cause severe erosion gullies to form, stream channel bank stabilization to fail, and alteration of the stream channel pathway due to the disturbance activity caused by heavy equipment within the floodplain. Construction impacts to the floodplain related to bridge or culvert replacement would be considered significant and would require the application of mitigation measures to be incorporated into the road rehabilitation design. Mitigation measures to limit this type of negative impact would include using existing erosion control BMPs such as silt fencing and hay bales to provide a barrier between the construction area and watercourse; use of rubber mats for heavy equipment to travel on in the floodplain area, thus reducing soil disturbance and permanent damage to vegetation; application of temporary vegetative cover on disturbed areas with appropriate rapidly growing annual plants to stabilize areas; and scheduling construction work around bridges or culverts to be performed during the dry season to minimize the chances of erosion and siltation from occurring. If proper BMPs are utilized, then the potential negative environmental impact would be considered a minor short term reversible local negative impact. If appropriate BMPs are employed, construction impacts to the floodplain related to bridge or culvert replacement would be considered less than significant.
6.3.2.3 Impacts of “No Action” alternative With the No Action alternative, no road rehabilitation work will be performed, but the risk of flooding still remains. Potential local flooding along sections of the M2 corridor could still severely impact the roadway and create a health and safety risk for motorists traveling through the area. Adopting the No Action alternative would be considered a potentially significant impact that cannot be mitigated since, by definition, no mitigation measures will be applied in the “No-Action” alternative other than customary road maintenance.
76 Rural Productivity in Moldova – Managing Natural Vulnerability Report, THE WORLD BANK, May 2007
M2 EIA – Moldova Road Improvements Project -- November 2009 6-15 6.3.2.4 Indirect and cumulative impacts Replacement of undersized culverts and bridges or repair of partially collapsed culverts would improve water flow and velocity in areas where flow may be constricted during periods of heavy rains. The increased flow rate would reduce flooding potential and help the watercourse transport the current sediment load downstream, reducing accumulation within culverts and channels. The repair or replacement of these structures would also reduce the risk of injury or death of motorists traveling the roadway during a flood event. The replacement of any culvert or bridge would have a significant impact, requiring the application of mitigation measures to be incorporated into the road rehabilitation design.
6.3.3 Stream Channel Regime Changes
6.3.3.1 Impact assessment methodology and impact significance criteria As introduced earlier, the M2 corridor environmental checklist and the Republic of Moldova Road map77 shows that the M2 crosses over 18 water (stream or river) courses between Sarteni to Unguri. Stream channels at most of these crossings have a very narrow width (less than 1 meter) and depth (30 to 60 cm) and a few are a little wider (3 to 4 meters) in size, with unknown depth. At the time the environmental checklist was completed, weather conditions in Moldova were cold, windy, and raining. As it was the wet season, all streams observed had abundant water flow within their channels. It is suspected that at least half of these streams are intermittent or ephemeral streams, with water flow occurring only during the wet season. Road work performed at each crossing imposes a risk of negative impact to the stream channel. Local input from consultation will be needed during the final design to ensure that any risks from conditions not readily observed during the reconnaissance survey are minimized. The significance of the potential impacts described below was based on determining the magnitude, duration, and standards-compliance of the impact as described in Section 6.1. Detailed impacts are summarized in the table in Annex 3.
6.3.3.2 Project impacts at construction, operation and decommissioning phases Maintenance Impacts During the performance of minimum maintenance work on sections of the M2 corridor located near where a stream or river crossing occur, no negative environmental impact to the stream channel is expected. Therefore, maintenance impacts to stream channels are expected to be less than significant.
Construction Impacts Surface treatment, shape correction, resurfacing, and strengthening construction activities increases the amount of disturbance to the road surface and adjacent shoulders, raising the risk level for environmental impact. Rain events occurring during the construction phase of the project would allow the disturbed soils/road material to be easily transported by storm water run-off into the nearby stream or river system. The additional siltation load to the watercourse can cause sediment aggregation within the channel if the system is not able to accommodate and transport the load downstream. During bridge or culvert replacement of the rehabilitation process, heavy equipment working in the floodplain decommissioning the old bridge span or culvert, as well as any vehicle by-pass road (if installed) would damage local vegetation and highly disturb the soil. Storm events occurring during this
77 Ingeocad. Harta Drumurilor Republicii Moldova. Scara 1: 250,000. Agentie Relatii Funciare Si Cadastru. 2009
M2 EIA – Moldova Road Improvements Project -- November 2009 6-16 construction period could cause severe erosion gullies to form, stream channel bank stabilization to fail, and stream channel pathway alteration due to the disturbance activity caused by heavy equipment within the floodplain. Construction impacts to stream channels would be considered significant and would require the application of mitigation measures to be incorporated into the road rehabilitation design. Mitigation measures to limit this type of negative impact would include using existing erosion control BMPs such as silt fencing and hay bales to provide a barrier between the construction area and watercourse; use of rubber mats for heavy equipment to travel on in the floodplain area, thus reducing soil disturbance and permanent damage to vegetation; application of temporary vegetative cover on disturbed areas with appropriate rapidly growing annual plants to stabilize area; and scheduling construction work around bridges or culverts to be performed during the dry season to minimize the chances of erosion and siltation from occurring. If proper BMPs are utilized, then the potential negative environmental impact would be considered a minor short term reversible local negative impact. Assuming the appropriate use of BMPs, construction impacts to stream channels would be considered less than significant. Currently no stream channel relocation or realignment is required with the proposed road rehabilitation work. Should this requirement change, stream channel relocation or realignment would be considered having a significant impact and would require the application of mitigation measures to be incorporated into the road rehabilitation design.
6.3.3.3 Impacts of “No Action” alternative With the No Action alternative, no road rehabilitation work will be performed and no heavy equipment would impact the stream channel. The roadway will continue to deteriorate, increasing the amount of disturbed road material and soil available to be transported by storm water run-off into the local stream and river system. The increased sedimentation load would continue to accumulate within the stream channel. Adopting the No Action alternative is considered a potentially significant impact that cannot be mitigated since, by definition, no mitigation measures will be applied in the “No-Action” alternative other than customary road maintenance.
6.3.3.4 Indirect and cumulative impacts Replacing the undersized culverts and repairing partially collapsed culverts would improve water flow and velocity in areas where flow may be constricted during periods of heavy rains. The increased flow rate would reduce flooding potential and help the watercourse transport the current sediment load downstream, reducing accumulation within the channel. The replacement of any culvert or bridge would have a significant impact, requiring the application of mitigation measures to be incorporated into the road rehabilitation
6.3.4 Landslides
6.3.4.1 Impact assessment methodology and impact significance criteria Landslides are quite a common feature of Moldova‘s nature due to the clay soil profile and groundwater levels. This feature happens mostly during winter and spring months when precipitation rates increase, snow melts, and the soil is highly saturated. The occurrence of landslides may be triggered by earthquakes, soil disturbances such as building or road construction, intensive agriculture, deforestation, or rising groundwater tables. The most severely affected areas are located between the cities of Nisporeni and Balti, areas surrounding Riscani and Chisinau, and an area north of Orhei (Figure 13). It is estimated there are an average of 15,000 landslides covering 30,000 ha with an annual increase of 1000 ha78.
78 Ministry of Transport and Road Industry. Sectoral Environmental Assessment, Moldova Road Sector Program Support Project. 2007
M2 EIA – Moldova Road Improvements Project -- November 2009 6-17 Landslides can kill or displace local residents, damage or destroy buildings, farm land, surface water resources such as streams or impoundments, and roadways. As shown on Figure 13, the M2 corridor is located within the ―1 to 10 landslides per 100 km2 zone‖ from Sarateni to slightly northeast of the Floresti area. There the M2 corridor transverses approximately 15 Km over an area shown as the ―30 to 50 landslide per 100 km2 zone‖ before entering the ―< 1 landslide per 100 Km2 zone‖ for the rest of its route. This figure was adapted from information contained in Map C – Road corridors and landslides risk areas, placed in the Annexes of the Sectoral Environmental Assessment document79.
79 Ministry of Transport and Road Industry. Sectoral Environmental Assessment, Moldova Road Sector Program Support Project. 2007
M2 EIA – Moldova Road Improvements Project -- November 2009 6-18
Figure 13: Areas of Landslide Risk Potential
The significance of the potential impacts described below was based on determining the magnitude, duration, and standards-compliance of the impact as described in Section 6.1. Detailed impacts are summarized in the table in Annex 3.
M2 EIA – Moldova Road Improvements Project -- November 2009 6-19 6.3.4.2 Project impacts at construction, operation and decommissioning phases Design, Maintenance and Construction Impacts Design of the M2 will be done according to the relevant landslide prevention standards of the Republic of Moldova, which are consistent with international standards.80 Although the performance of minimum maintenance work on sections of the M2 corridor in areas of high landslide risk should not have any negative environmental impact, road construction activities in general could be a landslide trigger. Vibrations from heavy equipment and soil disturbance from grading, excavation, or slope cutting could cause the surrounding top soil layer to become unstable and begin a slide. This would create a health and safety risk for road construction workers and other motorists in the area. Construction impacts triggering a landslide would be considered a significant impact and would require the application of mitigation measures to be incorporated into the road rehabilitation design to stabilize the surrounding area and reduce landslide potential.
6.3.4.3 Impacts of “No Action” alternative With the No Action alternative, no road rehabilitation work will be performed, but the risk of landslides still remains. Potential landslides could still severely impact the roadway and create a health and safety risk for motorists traveling through the area. Adopting the No Action alternative is considered a potentially significant impact that cannot be mitigated since, by definition, no mitigation measures will be applied in the “No-Action” alternative other than customary road maintenance.
6.3.4.4 Indirect and cumulative impacts Road rehabilitation with proper mitigation measures in place would decrease the risk of occurrence of potential landslides along the roadway by stabilizing soils and would thereby reduce the health and safety risks faced by motorist. Stabilizing the soils can help increase surface water quality in streams and rivers by reducing the erosion of soils exposed by landslides and transported by storm water run-off. Reduction of landslides would be considered a positive significant impact.
6.3.5 Air Pollution
6.3.5.1 Impact assessment methodology and impact significance criteria Air pollution along the M2 corridor during operation will primarily come from exhaust fumes (e.g., carbon monoxide, PM10, etc) from vehicles using the road. After the rehabilitation work is completed, the volume of traffic on the M2 will increase due to the increased capacity of the roadway. This will increase the emission of pollutants. Countering this negative effect is the fact that vehicles will operate at higher and more efficient speeds, thereby reducing the amount of pollution they emit per kilometer traveled. This includes greenhouse gases which can lead to climate change. The following method was used to compute the concentrations of carbon monoxide and inhalable particulates from the traffic on the M2. 1. Estimate traffic levels for the peak hour and for 24 hours, classified according to vehicle type; traffic level were estimated for the present time and for the expected traffic in 20 years (refer to Section 5.2.7). 2. Establish a set of emission factors for the pollutants of interest for the different types of vehicles and travel speeds. Since there are no emission factors available for Moldova, this was done by
80 МФН - 2.03.01 – 2002 «The Engineering Protection of Territories, Buildings and Structures against Dangerous Geological Processes. The basic provisions»
M2 EIA – Moldova Road Improvements Project -- November 2009 6-20 taking emission factors from the EMFAC2007 (California model) and multiplying them by 10, to give emission factors typical of locations without stringent vehicle emission regulations. 3. Use a version of the CALINE4 model81 to estimate concentrations of CO and PM10 at varying distances from the road, and for varying average vehicle speeds. 4. Estimate background regional levels of the pollutants based on best available information and typical background levels in non-urban areas, to which the modeled results are added. 5. Compare the results to the air quality guidelines discussed in Section 5.2.8. Figure 14 illustrates the relation of CO concentrations with distance from the road and with varying average vehicle speed at a set distance from the road (10 m). These results represent ―worst-case‖ traffic conditions on the M2 in the vicinity of Floresti. Figure 15 presents similar information for PM10.
CO Concentrations Near M-2 (2010) CO Concentrations Near M-2 (2030)
10 10 9 9 8 8 7 7 6 6 5 5 4 4 3 3 2
CO Concentration (ppm) Concentration CO 2 CO Concentration (ppm) Concentration CO 1 1 0 0 10 20 30 40 50 60 70 80 90 100 125 150 10 20 30 40 50 60 70 80 90 100 125 150 Distance (m) from roadway Distance (m) from roadway
CO Concentration Standard CO Concentration Standard (average vehicle speed 45 km/hr) (average vehicle speed 60 km/hr)
CO Concentrations Near M-2 (2010) CO Concentrations Near M-2 (2030)
10 10 9 9 8 8 7 7 6 6 5 5 4 4 3 3 2
CO Concentration (ppm) Concentration CO 2 CO Concentration (ppm) Concentration CO 1 1 0 0 10 20 30 40 50 60 70 80 90 100 125 150 10 20 30 40 50 60 70 80 90 100 125 150 Distance (m) from roadway Distance (m) from roadway
CO Concentration Standard CO Concentration Standard (distance from road: 10m) (distance from road: 10m)
81 See http://www.dot.ca.gov/hq/env/air/pages/calinemn.htm (accessed 22 April 2009)
M2 EIA – Moldova Road Improvements Project -- November 2009 6-21 Figure 14: 8-Hour CO Concentration Variation by Speed and Distance (2010 and 2030)
The significance of the potential impacts described below was based on determining the magnitude, duration, and standards-compliance of the impact as described in Section 6.1.
6.3.5.2 Project impacts during construction and operation Construction Impacts Air pollution along the M2 during the construction stage will be due to traffic congestion, particularly in urbanized areas due to temporary road partial or full closings or deviations; increased emissions from heavy machinery used for construction; and emissions from asphalt batch plants, quarries, and dust from borrow areas. These impacts will be temporary and of short duration. They can be mitigated through the specifications that will be part of the construction contracts, as outlined in Annex 4. Mitigation measures will include the proper maintenance of vehicles; dust control at work sites; traffic circulation maintenance; and proper location of borrow pits, quarries, and asphalt batch plants away from villages and other sensitive sites. Given the application of these requirements, air quality impacts during construction are expected to be less than significant.
Projected PM10 Concentrations Near M-2 (2010) Projected PM10 Concentrations Near M-2 (2030)
120 140
100 120
100 80 80 60 60 40 40 20
20 24-hour PM10 Concentration (ug/m3) PM10 Concentration 24-hour 0 (ug/m3) PM10 Concentration 24-hour 0 10 20 30 40 50 60 70 80 90 100 125 150 10 20 30 40 50 60 70 80 90 100 125 150 Distance from Roadway (m) Distance from Roadway (m)
M-21 Contribution Total including Background Guideline M-21 Contribution Total including Background Guideline
(average vehicle speed 45 km/hr) (average vehicle speed 60 km/hr)
Projected PM10 Concentrations Near M-2 (2010) Projected PM10 Concentrations Near M-2 (2030)
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120 120
100 100
80 80
60 60
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20 20 24-hour PM10 Concentration (ug/m3) PM10 Concentration 24-hour 0 (ug/m3) PM10 Concentration 24-hour 0 16 24 32 40 48 56 64 72 80 88 97 113 16 24 32 40 48 56 64 72 80 88 97 113 Average Vehicle Speed (km/h) Average Vehicle Speed (km/h)
M-21 Contribution Total including Background Guideline M-21 Contribution Total including Background Guideline
(distance from road: 10m) (distance from road: 10m)
M2 EIA – Moldova Road Improvements Project -- November 2009 6-22
Figure 15: PM10 Concentration Variation by Speed and Distance (2010 and 2030)
Operation Impacts During operation, the principal sources of air pollution along the M2 will be the vehicles using the road. Based on data shown in Figure 14, concentrations of CO will be acceptable at any distance from the roadway and for any average vehicle speed at the anticipated traffic levels. In the case of PM10, the background concentrations of PM10 are expected to remain significantly higher than the contribution of the M2, and will be the primary cause for any future exceedances of the standards. The impacts to air quality of operating the M2 are therefore considered less than significant.
6.3.5.3 Impacts of “No Action” alternative Because air quality is related to average vehicle speeds, it is anticipated that the slower speeds of the No Action alternative would result in higher air pollution levels in the vicinity of the roadway. This would include higher emissions of CO2 and other greenhouse gases which can lead to climate change. However, as shown in Figure 15, the variation of speeds does not significantly affect the anticipated pollutant concentrations near the roadway. If the No Action alternative were adopted, impacts to air quality would be considered less than significant.
6.3.5.4 Indirect and cumulative impacts Air quality outside the urban areas of Moldova will be dependent on numerous factors, including the expected increase of traffic, the gradual introduction of cleaner vehicles, control of emissions from fixed sources such as power plants, regional (trans-boundary) air quality changes, and climatic change. It is not anticipated that the the M2 project will significantly affect these processes. Also, it is not anticipated that other transportation projects will occur in the immediate vicinity of the M2 (as would happen, for example, in the case of the improvement of a roadway within an urban area), so that cumulative impacts of the the M2 with other road projects will not be a factor.
6.3.6 Noise
6.3.6.1 Impact assessment methodology and impact significance criteria The following method was used to estimate noise levels due to the traffic on the M2. 1. Total traffic was estimated for the years 2010 and 2030 2. The types of vehicles using the road were determined based on traffic counts by category carried out for the M2. 3. A simplified version of the U.S. Federal Transportation Authority Traffic Model was developed to determine the noise at various distances from the roadway. 4. The WHO guideline for serious annoyance in residential areas and schools (Leq = 55 dBA) was used as the standard of significance for noise impact, as discussed in Section 5.2.9. 5. The distance from the roadway impacted by traffic noise in excess of 55 dBA was then determined.
6.3.6.2 Project impacts during construction and operation Construction Impacts During construction noise levels along the corridor are expected to increase due to the use of heavy equipment, pile driving, and other activities. Traffic noise in the M2 corridor already approaches or
M2 EIA – Moldova Road Improvements Project -- November 2009 6-23 exceeds the guidelines established by WHO as discussed in Section 5.2.9 and shown in Table 38. Therefore any increases in noise levels during construction can be considered a significant negative impact. As can be seen in Table 38, construction equipment likely to be used for road rehabilitation emits noise levels that generally exceed the WHO guidelines for receptors closer than 15 m. Because of the nearness of the surrounding buildings in populated areas, and the fact that traffic will be maintained during construction very near to the construction activities, it is anticipated that large numbers of people will be subjected to levels of noise that exceed the guidelines. Noise impacts can and will be mitigated through requirements made of the contractors during construction, but noise will likely remain a significant impact even after mitigation.
Table 40: Typical Construction Equipment noise Levels Before and After Mitigation Noise Level At 15m (dBA) Equipment Type Without Noise Control With Feasible Noise Controla EARTHMOVING Front loaders 79 75 Backhoes 85 75 Dozers 80 75 Tractors 80 75 Scrapers 88 80 Graders 85 75 Trucks 91 75 Pavers 89 80 MATERIALS HANDLING Concrete mixers 85 75 Concrete pumps 82 75 Cranes 83 75 STATIONARY Pumps 76 75 Generators 78 75 Compressors 81 75 IMPACT Pile Drivers 101 95 Jack Hammers 88 75 Pneumatic Tools 86 80 OTHERS Saw 78 75 Vibrators 76 75 Asphalt-Concrete Batch Plantsb 81 -
Sources: U.S. Environmental Protection Agency, 2001 and Asphalt Drum Mixers, Inc. (ADM), 1998. a. Estimated levels obtained by selecting quieter procedures or machines and implementing noise control features requiring no major redesign or extreme cost.
b Represents the average maximum operational noise level based on tests performed under varying Conditions for four different places of similar equipment: Starjet 580, Powerstar 580, Ecostar 100, Starjet Conversion Kit 580 (ADM, 1998)
M2 EIA – Moldova Road Improvements Project -- November 2009 6-24 Operation Impacts By the year 2030, the M2 will carry more vehicles (about 2.7 times as many) traveling at greater speeds than is currently the case. As such, it is expected that ambient noise levels will increase in the vicinity of the M2. Figure 16 shows the anticipated noise levels at various distances from the edge of the roadway, assuming traffic levels of approximately 6,100 vehicles per day, travelling at average speeds of 50 to 80 kph, and vehicle mixes as discussed in Section 5.2.9. Peak-hour noise levels during operation are expected to exceed the WHO guidelines within a distance of approximately 200 meters from the edge of the roadway. In populated areas, the shielding effect of the first row of buildings along the roadway will cause the noise levels to decrease rapidly beyond the buildings. Operational impacts of the M2 to ambient noise conditions are considered significant. Mitigation would include enforcing slower speeds in populated areas by including speed bumps in the road design, providing public awareness campaigns, installing signs and/or other such approaches. In cases of particularly sensitive receptors, such as hospitals, the use of sound barriers should be considered. No such sensitive receptors were identified along the M2 corridor during the screening survey.
M-2 Noise Peak Hour Leq
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75
70
65
60 Leq
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50
45
40 10 30 50 100 150 200 500 Distance from Edge of Road (m)
Leq WHO Guidance
Figure 16: Peak Traffic Hour Noise Levels near the M2, with the Project (2030)
6.3.6.3 Impacts of “No Action” alternative Because noise levels are related both to traffic volumes and to average vehicle speeds, it is anticipated that the slower speeds of the No Action alternative would result in lower noise levels in the vicinity of the roadway. As shown in Figure 17, the area of noise impact in 2030 for the No Action alternative would be less than those for the proposed project (approximately 150m from the roadway rather than 200m with the Project). Noise impacts from the No Action alternative would be significant for residences within about 150m. No mitigation is assumed, since this is the “No Action” alternative.
M2 EIA – Moldova Road Improvements Project -- November 2009 6-25 M-2 Noise Peak Hour Leq
75
70
65
60 Leq 55
50
45
40 10 30 50 100 150 200 500 Distance from Edge of Road (m)
Leq WHO Guidance
Figure 17: Peak Traffic Hour Noise Levels near M2, “No Action” Alternative (2030)
6.3.6.4 Indirect and cumulative impacts It is not anticipated that other transportation projects will occur in the immediate vicinity of the the M2 project (as would happen, for example, in the case of the improvement of a roadway within an urban area), so that cumulative noise impacts of the M2 with other road projects will not be a factor.
6.3.7 Surface and Groundwater Quality
6.3.7.1 Impact assessment methodology and impact significance criteria Water quality of Moldova‘s water resources is considered the poorest in Europe. Moldova‘s water resources come from local surface run-off, run-off from rivers flowing into the country, and groundwater. Water pollution is a serious concern with lowland water sources being heavily polluted by agricultural chemicals, industrial waste and sewage.82 Most potable water resources are contaminated to some extent, with nitrites, nitrates, fluoride and residues of pesticides. There are about 120,000 water wells in use, 60% of which show high nitrite concentrations.83 Most rural drinking water wells are shallow aquifer wells tapping into the phreatic aquifers which are lying on top of a thick clayey formation that separates them from the deeper aquifers. The base of these shallow aquifers are generally found at a depth between 3 and 30 meters. Recharge and discharge for these aquifers is usually a short distance. Recharge occurs by infiltration of rainfall into the soil in the upper hills and slopes, flowing down gradient as groundwater, and discharging into depression areas or local streams. There are no natural barriers protecting the shallow aquifers from the sources of anthropogenic pollution occurring on the soil surface, allowing pollutants to easily migrate down into the aquifers. Pollution sources are usually directly related to land-
82 Moldova Apa Canal Association, 2004, http://www.ib-net.org/en/search/datasheets/MDA.php (accessed 3 April 2009) 83 5th Session of the United Nations Commission on Sustainable Development. 1997, http://www.un.org/esa/agenda21/natlinfo/countr/moldova/natur.htm#freshw (assessed 3 April 2009)
M2 EIA – Moldova Road Improvements Project -- November 2009 6-26 use.84 The water quality of the deep wells differs strongly from that of shallow groundwater by having a much lower hardness, higher pH and the total absence of NO3. Pollution of surface waters by phenols hydrocarbons, copper, manganese, zinc and nitrates exceeds current Moldova regulatory levels and coliform bacteria levels in reservoirs and water supply systems are at dangerous levels in many areas; gastrointestinal diseases is common.85 In 1993, only 40 % of the more than 650 water treatment plants located in Moldova were still in operation. Industrial and agro-industrial plants sometimes do not operate their existing waste water treatment plants due to high operation costs and/or lack of resources for repairs and maintenance to these plants. In 1994, over a billion cubic meters of waste water, including 16 million cubic meters of unpurified residuals, and approximately 15 million cubic meters of insufficiently purified water were dumped into the surface water system.86 The significance of the potential impacts described below was based on determining the magnitude, duration, and standards-compliance of the impact as described in Section 6.1. Detailed impacts are summarized in the table in Annex 3.
6.3.7.2 Project impacts at construction, operation, and decommissioning phases Maintenance Impacts During performance of minimum maintenance work on sections of the M2 corridor located near where stream or river crossings occur, minor temporary negative environmental impact to surface water quality is expected. Maintenance impacts to water quality are less-than significant.
Construction and Operation Impacts Contaminants from fuel compounds released from construction vehicle exhaust; petroleum hydrocarbons released from the roadway asphalt; and fluids such oil, gas, and diesel leaking directly from vehicles are washed from the road surface by storm water run-off into roadside drainage ditches and channeled into local surface water streams or rivers. To reduce this type of impact, vehicles used during construction and maintenance phases should be well maintained to reduce emissions, be free of leaking fluids, and be covered to reduce or prevent spills. The amount of contaminant migrating from the road surface is small and no impact to groundwater is expected. As part of the road surface treatment, shape correction, resurfacing, and strengthening construction activities, the amount of disturbance to the road surface and adjacent shoulders increases, thereby raising the risk level for additional negative impact to occur. Disturbed soils and road material can easily be transported by storm water run-off into nearby surface water streams or river systems increasing water turbidity and decreasing water quality. Construction activities will have a negative environmental impact to surface water quality, but not to groundwater quality. Mitigation measures using existing erosion control BMPs such as using silt fencing and hay bales to provide a barrier between the construction area and water resources and re-vegetating disturbed areas with appropriate rapidly growing grass to stabilize the area, can greatly reduce impact to surface water quality and therefore construction impacts would be considered a minor short term reversible negative impact.
84 Sustainable Devmt Sector Unit (ECSSD). Moldova - National Water Supply and Sanitation Project: environmental assessment. World Bank Report number E1823. 2008., http://go.worldbank.org/7U36WN2Q60 (accessed 6 April 2009) 85 Moldova Apa Canal Association, 2004, http://www.ib-net.org/en/search/datasheets/MDA.php (accessed 3 April 2009) 86 5th Session of the United Nations Commission on Sustainable Development. 1997, http://www.un.org/esa/agenda21/natlinfo/countr/moldova/natur.htm#freshw (accessed 3 April 2009)
M2 EIA – Moldova Road Improvements Project -- November 2009 6-27 Therefore, construction impacts to surface water quality are expected to be less than significant, assuming the use of proper BMPs. Impacts from operation of asphalt plants, borrow areas, and accommodation facilities: In areas where asphalt plant will be operated, pollution to both surface water and groundwater can occur both from spills or leaks of chemical compounds used in asphalt production or and from improper storage of other lubricants or construction materials. Nearby borrow or quarry areas may intercept the groundwater table thereby exposing groundwater to direct local contamination. It should also be considered that materials removed from borrow areas may contain higher levels of contaminants present in the material than the area where this material may be used for roadway rehabilitation. This can cause negative impact to surface water and groundwater quality. In addition, accommodation facilities for road rehabilitation workers can increase negative impacts to both surface and groundwater quality if the facility has improper sewage facilities and/or houses improper storage of construction materials. Impacts from the above cited actions are considered significant, requiring the application of mitigation measures to be incorporated into the road rehabilitation design and construction. Mitigation measures such as proper site selection for asphalt plant operation; proper storage of chemicals, lubricants, other hazard materials and construction materials; provision of proper sewage facilities for accommodation facilities; proper disposal of waste materials; and testing of borrow material to be free of contaminants would reduce potential negative impacts. Therefore, impacts from the above cited actions are expected to be less than significant, assuming the use of proper BMPs. During the operation phase, it is recommended that SRA work closely with police, fire, and other emergency responders to develop a procedure to handle accidents likely to cause impacts to the surface or groundwaters. With the use of proper BMPs, impacts to surface and groundwater associated with spills on the M2 are expected to be less than significant.
6.3.7.3 Impacts of “No Action” alternative With the No Action alternative, no road rehabilitation work would be performed; no new areas would be selected to contain asphalt plant operations or borrow areas; and no areas would be utilized as accommodation facilities for road rehabilitation workers. The roadway would continue to deteriorate. This deterioration process over time would increase the amount of disturbed road material and soil available to be transported by storm water run-off into the local stream and river system negatively impacting surface water quality. The No Action alternative would result in potentially significant impacts to surface and groundwater quality that cannot be mitigated since, by definition, no mitigation measures will be applied in the “No-Action” alternative other than customary road maintenance.
6.3.7.4 Indirect and cumulative impacts Road rehabilitation with proper mitigation BMPs in place would decrease disturbed road material and soil available to be transported into surface water by storm water run-off, thereby increasing surface water quality. Road rehabilitation would be considered a positive significant impact to surface and groundwater quality.
6.4 Socio-economic Impacts
6.4.1 Methodology and Study Execution The rapid assessment (RASI) was conducted on July 14–17, 2009, and involved 4 days of field trips to 25 villages located on the M2 (Table 41). The study team was led by Nilufar Egamberdi (Social Scientist, Nathan/URS/Social Assessment, LLC) who provided training and field supervision for three local consultants: Angela Lozan, Valeriu Mindru, and Olga Covaliova (Social Scientists). In addition, a representative of Universinj , Igor Karayan (Engineer) provided technical assistance to the team.
M2 EIA – Moldova Road Improvements Project -- November 2009 6-28 The overarching objective of this assessment was to evaluate potential social impacts of the Project on the impacted communities, both directly and indirectly, with particular attention paid to gender and poverty. The main study group included communities located in close proximity to the ROW (within 5–50 meters), referred to as ―directly affected communities.‖ The control group included communities that are located within 100–500 meters from the ROW and will be referred to as ―indirectly affected.‖ The goal of the RASI was to propose policy recommendations for the Project to ensure positive social benefits for the impacted communities and to identify measures to avoid, minimize, or mitigate any adverse social, gender, and poverty-related impacts to the extent feasible, especially vis-à-vis women, youth, the poor, and other vulnerable groups such as the elderly and children. The assessment relied on the collection and analysis of qualitative data among these communities gathered via semi-structured interviews and focus group discussions. The study population included various stakeholders: (i) local authorities: relevant staff of the mayor‘s offices in Moldovan ―primariya,‖ such as mayors or vice-mayors, cadastral engineers, community social workers; (ii) representatives of social services such as teachers, doctors, or nurses; (iii) individual farmers and ―leaders‖ (heads) of farming entities, street vendors, unemployed, seasonal workers including adult women and men, youth, elderly, and children. Also, the assessment considered the data collected via public consultation meetings within the EIA disclosure plan and individual interviews launched among relevant staff of key ministries in charge of roads and transport (State Roadways Authority or SRA), social protection and women (Ministry of Social Protection and Welfare), youth (Ministry of Youth and Sports), and economic development (Ministry of Economic Planning). Finally, some data was collected from a meeting of NGOs working on social development and women‘s issues.
6.4.1.1 Key Research Questions The RASI investigated: Social-economic structure of the village Land type, property, types of economic activity Migration patterns Child labor Role and occupation of women in rural and transport sector Awareness about HIV/AIDS, STIs and other communicable diseases And considered the following key research questions: What are the main social problems that may be resolved by the Project? What benefits will result from the Road Project? What potentially adverse impacts may be associated with the Project and how should the Project mitigate them? What recommendations do stakeholders have with regards to the Project? How involved will communities be in the Project during rehabilitation and operation of the road?
Table 41: List of Surveyed Communities Surveyed Communities: Location on M2 Proximity to ROW District Villages/Towns 1. Codrul Nou 1-4km Within close proximity to Telenesti the ROW (up to 10m)
M2 EIA – Moldova Road Improvements Project -- November 2009 6-29 Surveyed Communities: Location on M2 Proximity to ROW District Villages/Towns 2. Tintareni 4-6km Within close proximity to Telenesti the ROW (up to 10m) 3. Negureni 9-11km Within close proximity to Telenesti the ROW (up to 10m) 4. Brinzenii Vechi 16-18km Within close proximity to Telenesti the ROW (up to 10m) 5. Brinzenii Noi 16-18km Within close proximity to Telenesti the ROW (up to 10m) 6. Ordasei 19-21km Within close proximity to Telenesti the ROW (up to 10m) Subtotal = 6 communities in District of Telenesti 7 Prodanesti 19-21km Within close proximity to Floresti the ROW (up to 10m) 8 Capresti 27-28km Within close proximity to Floresti the ROW (up to 10m) 9. Domulgeni 33-35km 500m Floresti Subtotal = 3 communities in District of Floresti 10. Rogojeni 38km 350m Soldanesti Subtotal = 1 communities in District of Soldanesti 11. Ghindesti 43-44km Within close proximity to Floresti the ROW (up to 10m) 12 Gura Camencii 44-47km Within close proximity to Floresti the ROW (up to 10m) 13. Ciripcau 58-60km Within close proximity to Floresti the ROW (up to 10m) Subtotal = 3 communities in District of Floresti 14. Alexandru cel Bun 63km Within close proximity to Soroca the ROW (up to 10m) 15. Volovita 74-75km Within close proximity to Soroca the ROW (up to 10 m) 16. Soroca (town) 82-84km Within close proximity to Soroca the ROW (up to 10m) 17. Rublenita 88-89km Within close proximity to Soroca the ROW (up to 10m) 18. Grigorauca 96-99km Within close proximity to Soroca the ROW (up to 10m) 19. Sobari 101-102km Within close proximity to Soroca the ROW (up to 10m) Subtotal = 6 communities in District of Soroca 20. Niorcani 113-114km Within close proximity to Donduseni
M2 EIA – Moldova Road Improvements Project -- November 2009 6-30 Surveyed Communities: Location on M2 Proximity to ROW District Villages/Towns the ROW (up to 10m) 21. Pocrovca 120km Within close proximity to Donduseni the ROW (up to 10m) 22. Arionesti 125km 1-5km Donduseni Subtotal = 3 communities in District of Donduseni 23. Unghuri 130km 7-8km Ocnita 24. Calarasovca 120km Within close proximity to Ocnita the ROW (up to 10m) 25. Otaci (town) 125km Within close proximity to Ocnita the ROW (up to 10m) Subtotal = 3 communities in District of Ocnita Total: 25 communities
6.4.2 Social Development Issues in Roads and Transport Sector Projects
A wide range of social development issues are pertinent in roads and transport sectors as infrastructure projects provide products, services and processes that have the direct socio-economic value at both community and household level. Improved roads result in better resources and opportunities such as: (i) safer, faster and more reliable transportation, (ii) better accessibility to transport services for populations that may previously have had limited access to such services, (iii) better accessibility to health and education facilities; (iv) additional or better employment and income-generating opportunities for communities, including vulnerable groups such as poor, women, the elderly, the unemployed youth, and (v) and strengthen community social structures via enhanced communication. Key social development outcomes of roads sector projects include improved social and economic livelihoods and poverty reduction via increased mobility and access to markets (including labor markets), social inclusion and participation via gender equality and empowerment of women and other vulnerable groups. These issues will be discussed further in this section.
6.4.2.1 Improvement of Socio-Economic Well-being and Poverty Reduction Around the globe, road sector projects have demonstrated that although roads alone cannot reduce poverty, they can result in significant impacts on socio-economic well-being of communities and the poor and vulnerable groups (i.e. women, elderly) in particular. Construction and maintenance words often provide employment to poor, low skilled or entry level workers. Equitable access to fairly paid employment with reasonable and safe working conditions is an essential element of any poverty reduction strategy. One of the areas where such impact is most evident is provision of income-generating opportunities and better access to health and education facilities that poor and vulnerable populations cannot reach. Affordable access to services, employment, and social networks help the poor and vulnerable groups maximize their assets and their livelihood capabilities87. Some of the fundamental poverty concerns in roads and transport sector are:
87 Social Analysis in Transport Projects: Guidelines for Incorporating Social Dimensions into Bank-Supported Projects, The World Bank, 2006
M2 EIA – Moldova Road Improvements Project -- November 2009 6-31 The transport needs of the poor in rural areas include reliance on subsistence and domestic labor, limited mobility and therefore limited access to social services, educational opportunities, market, and employment
Women and children in poor rural households are responsible for carrying loads (agriculture produce, water, fuel such as wood, coal, animal dung)
Most poor rural communities do not have all year-round access to motorized transport services.
Transport services available to the rural communities can be either expensive or unavailable in remote areas where the poor reside
In urban and semi-urban areas, the poor who largely live in the outskirts of the city center are often unable to afford the cost of daily commuting to city centers
Informal transport services are expensive and are affordable to the poor
Safety of the roads and security issues (e.g. street/bus stop lighting, proper signs) are most problematic for women, children and elderly in the rural and semi-urban communities
6.4.2.2 Social Inclusion and Participation Issues of social inclusion and participation in the roads sector relate to accessibility to employment, markets, education, health and social services and affordability of transport costs and subsidy for the poor88. Various segments of population, especially in rural communities have limited mobility due to their economic, social or physical dependency– e.g. women, especially poor women and those with children tend to be economically and socially dependant on their male relatives; young people and children depend on their parents, people with disabilities depend on other family members and health workers who provide care for them. Furthermore, establishing sustainable services in rural and poor communities is more difficult as they tend to have low population densities, limited economic activity, and high unit costs for service. Geographical or spatial exclusion increases the costs associated with poverty, social exclusion, and disability and prevents vulnerable populations from breaking out of poverty and isolation. Therefore, improved access and mobility are critical for reducing isolation, vulnerability, and dependency of women, youth, elderly and/or people with disabilities and thus facilitating their participation in participation in economic, social and political processes89.
6.4.2.3 Accessibility of the Vulnerable Groups to Transport Services Long distance, high transportation costs, poor road access and lack of transport continues to be a considerable challenge for the poor and vulnerable groups (women, children and elderly) to access markets, financial institutions, health and educational facilities. Transport expenses often account for large shares of the household expenses among the poor.
88 Subsidy to the poor is an important policy option for ensuring equitable transport access for poor and vulnerable groups. Upgrading transport services may increase tariff regimes, making the services less affordable to the poor. Subsidies, thus, require careful design and targeted application to integrate the economic, environmental and social objectives of the roads project and to avoid regressive distributive impacts (Social Analysis in Transport Projects: Guidelines for Incorporating Social Dimensions into Bank-Supported Projects, The World Bank, 2006). 89 Peter Roberst, Julie Babinard, Transport Strategy to Improve Accessibility in Developing Countries, The World Bank, 2000
M2 EIA – Moldova Road Improvements Project -- November 2009 6-32
6.4.2.4 Road Safety and Security Issues It is often that roads projects pay more attention to the needs of road users – those have access to motorized transport (e.g., vehicle owners and passengers) and thus exclude pedestrians, users of horse or donkey carts, bicyclists, and street vendors. Lack of consideration to the latter group puts them at a greater risk from impacts such as injury, fatalities, pollution, etc. Therefore, there is a need for (a) better assessment of this groups of road users and integration of complementary modes of transport (walking, public mass transit, etc.), and (b)community-based road safety plans with appropriate attention to identifying most at-risk populations among road users and designing appropriate mitigation measures that are grounded in a better understanding of road network user behavior, appropriate ways of providing road safety regulation and education, and in designing safe transport systems90.
6.4.2.5 Role of Roads Sector in Provision of Access to Better Health Care Roads and transport sector projects contribute to the provision of important health outcomes as they help improve mobility and thus accessibility of health services. They also help expand the coverage of distribution of drugs, blood and medical supplies necessary for care and the proper operations of health facilities, as well as timely transportation of patients and effective referral system. This is particularly important in the case immunization, TB and HIV/AIDS mitigation activities, and among populations located in remote and isolated communities with limited and poor quality of transport services.
6.4.2.6 Gender in Roads and Transport Sector Key gender issues in roads and transport sector relate to ensuring that project design and implementation recognize that women and men have varying transport needs and constraints and are affected differently by transport interventions. It is also to design gender-responsive activities that can facilitate women‘s participation in income-generation, educational opportunities, better access to health care and promote their full participation in decision-making. Discussion on gender issues in roads and transport sector and policy recommendations on how to address gender are discussed separately in detail in Section…
6.4.2.7 HIV/AIDS in Roads and Transport Sector HIV/AIDS in roads and transport sector present one of the critical issues. Improved connectivity and mobility of people directly increases people‘s risks to exposure to the HIV/AIDS. HIV/AIDS concerns in roads and transport sectors, as well as policy recommendations are presented in full detail in Section…
6.4.2.8 Migration Moldova is considered one of the most migrant- and remittance-dependent countries in the world. It is estimated that currently over a quarter of the country‘s working-age population is abroad, representing up to 1 million people whose remittances contribute about 25-30% of the national GDP91. Although there is some internal migration in Moldova (driven by economic restructuring, limited employment opportunities, the absence of services and the poor quality of life in rural areas), internal migration considered as minimal compared to the external migration.
90 The World Bank, Ibid 91 Rural Outmigration, Trafficking and HIV/AIDS: Mobilizing Migrants‘ Savings for Employment Generation Armenia and the Republic of Moldova, Near East and North Africa Division Programme Management Department, IFAD, 2006
M2 EIA – Moldova Road Improvements Project -- November 2009 6-33
According to the IMF, remittances have become the most extensive and effective social assistance and safety net mechanism in the Republic of Moldova. In 2004, the official estimate of remittance flows was USD 631.6 million, a record amount. That figure represents 27% of the country‘s GDP and a rate of remittance dependence that is second in the world. As a significant portion of remittances are hand carried to Moldova by seasonal migrants during summer. About 60% of current remittance flows are used to fund basic household consumption; the majority of the rest is spent on consumer durables, housing purchases, education and debt repayment. Similar to many countries of Eastern Europe, outmigration in Moldova accelerated since transition and over the decade has become a significant livelihood coping strategy for many Moldovans92. It had also fuelled by increasing demand for both highly qualified and less-qualified labor (construction, nursing, domestic aid and other services) in Western Europe. Majority of Moldovan migrants leave legally while then residing and working illegally in the countries of destination obtaining lower rates of pay, less security and becoming vulnerability to intimidation and exploitation – both labor and sexual.
Best available data indicate that half of the Moldovan migrants are involved in temporary or circular migration and reside in the countries of the CIS (primarily Russia and Ukraine) while the rest is in Western Europe (Greece, Italy, Portugal, France), UAE and Turkey. There are distinct gender differences in migration patterns, socio-economic profile of the Moldovan migrants, such as:
One third of the migrants are women of middle-age with higher educational and professional levels attained
Men migrate temporarily – on a short-term seasonal basis- to Russia and Ukraine for construction and agriculture sector jobs
Women migrate on a long-term basis to Greece, Italy, Portugal, France, UAE and Turkey for domestic work93
Women of young age (under 30) are particularly prone to fall victims of labor and sexual exploitation
Those migrating to Europe are middle-aged, better educated tend to stay for longer periods (over 2 years).
Data indicate that although the majority of Moldovan migrant men are married (62% compared to the national average of 76%), a significant proportion are single (35% compared to the national average of 15%), and 43% are under the age of 30. Half of men migrants are abroad permanently and do not return home for at least one year after migration (usually people working in EU countries). Men often encounter problems associated with their work, particularly in Russia and Ukraine where it is relatively common for them to be paid less than has been agreed or not at all. Average monthly salaries in 2004 ranged from
92 An estimated 175, 000 persons are trafficked each year from Central and Eastern Europe and the countries of FSU, accounting for around 25% of the total number of people trafficked around the world annually (IFAD, 2006).
93 According to the IDA 2006 study, in recent years, as counter-trafficking measures have been introduced in the Balkan countries, there has been a shift in destination to countries such as Cyprus, the Russian Federation, Turkey and the United Arab Emirates, where there is less law enforcement oversight, and the attitude towards women is more hostile
M2 EIA – Moldova Road Improvements Project -- November 2009 6-34 USD 379 in the Russian Federation to USD 967 in Portugal and USD 1 055 in Italy. In almost all host countries, men earn more than women and tend to remit a higher proportion of their earnings.
By contrast, migrant women are older (many are aged 31-40 years old), divorced, or widowed. Although a significant proportion of women also work in Russia, majority work in Western Europe. In 2004, the monthly salaries of women ranged from USD 344 in Russia and USD 410 in Turkey to USD 717 in Greece and USD 879 in Italy. Although some women stay away for two to three months, single women tend stay longer (for two or three years). Prior to departure, women experience more problems than men in terms of raising money for departure (because they opt for more expensive destinations) and opposition from family members. In some instances, women follow their husbands in male-led migration94.
In terms of educational level, Moldovan migrants tend have completed secondary education. Many of those with vocational training and higher education work in Western Europe, often on a permanent basis, earning higher salaries and remitting a higher proportion of their earnings than those with secondary education or below, who tend to work in Russia or Ukraine. Although according to some estimates, migration reduced the incidence of poverty by 20-25 percentage points in 2002, other data show that outmigration had imposed high costs on the Moldovan economy (loss of educated, skilled labor force) and, more significantly, on the social fabric of the society at large, including family disintegration, lack of childcare (in the case of both parents being absent) and dependency on remittances95. If left without remittances, female-led households fall into a desperate situation. Being away from home for a long period, Moldovan migrants are susceptible to engage in risk-taking behavior, such as intravenous drug use (IDU) and unprotected sex, casual sex and sex with multiple partners that increases their risks to HIV/AIDS and other STIs especially in the countries of higher prevalence rates of HIV/AIDS and IDU.
6.4.2.9 Human Trafficking The International Organization for Migration (IOM) estimates that over 1,600 Moldovans as victims of trafficking between January 2000 and December 2004. Of those trafficked, 80% were trafficked for sexual exploitation. Around 80% were under 26 years of age, and 58% were from urban areas, suggesting that there is no real urban or rural bias in recruitment. The proportion of unmarried women rose over the time, whereby in 2004, 80% of all trafficked women were unmarried while over 25% were mothers. Many were also responsible for the care of other family members (such as children, elderly or sick parents, alcoholic husbands), and this need to support their immediate and wider families may serve as a push factor in trafficking. Only 20% were unemployed at the time of recruitment. Around 90% of the victims of trafficking left with legal documents96.
Increased poverty, unemployment, and lack of income-generating opportunities are noted as key drivers of human trafficking in Moldova; secondary reasons are the hopes for a better future elsewhere, reflecting the lack of hope and vision in many rural communities.
Overall, analysis of patterns and profiles of trafficked Moldovans again show distinct gender and age- specificity, including:
94 IFAD, 2006, Ibid 95 UNDP, 2005
96 People trafficking in women make an average of USD 5,000-8, 000 per woman sold into prostitution in the UAE up to USD 30,000 for a natural blond.
M2 EIA – Moldova Road Improvements Project -- November 2009 6-35 Young women are trafficked largely for sexual exploitation
Older women and men fall victims to labor exploitation or forced begging
Middle-age men are trafficked for forced labor on construction sites; however, men are often perceived as victims of deception rather than as victims of trafficking
Child trafficking has also grown in recent years97
The vast majority of trafficked Moldovan women tend to be younger, poorer and less educated; they tend to lack basic employment skills and life skills. However, there is evidence that older Moldovan women and men may also be exploited abroad (e.g. Italy) where many work in slave-like conditions.
Moldovan men are also trafficked usually for forced labor on construction sites (to the Czech Republic or Russia), where they work for long hours without pay, documents are withheld, they are locked into their accommodation, and they do not even know their whereabouts. One reason for the limited data on the trafficking of men is that men are often perceived as victims of deception rather than as victims of trafficking66 and consider themselves to be merely unlucky in migration. The process continues because the next wave of migrants hopes that they will be lucky and not get cheated.
There has been also some growth in child trafficking in Moldova, rising from 10% of the total victims of trafficking on average for 1998-2000 to 15% in 2004. This trend has been driven partly by the vulnerability of children due to a lack of experience and information about trafficking, partly by a growing demand for sex with underage people because there is less risk of STIs, and partly because children arouse more sympathy when begging. Children who have grown up without parental care in boarding schools are very vulnerable to trafficking. They are socially isolated and lack social skills. They have no one to turn to for advice, and there is no one who will look for them if they go missing. They either lack other opportunities, or are not aware of opportunities that are available such as training, employment, or options to set up a business.
6.4.2.10 Impacts of Migration Impacts of migration on Moldovan society range from variety of positive and negative outcomes. They range from reduction in household poverty and improvement in the quality of life; stimulus to local and national economy, to national costs, family disintegration, human trafficking and exposure to HIV/AIDS.
6.4.2.11 Gender Impacts of Migration Gender-specific impacts of migration in Moldova related to various factors, including: (i) separation of families, (ii) increase in female-headed households; (iii) women carrying heavy burden of caring for children and elderly. More specifically, evidence shows that Moldovan men and women who seek labor outside their communities leave their families behind with their parents and/or spouses or other family members, putting an additional burden on children and the elderly. Migration is not only high, but is widely-accepted in the society as men and women seek jobs often outside their community to be able to provide for their families. The incidences of temporary female-headed/single-female or single-elderly- and children-headed households are high. In such cases, the women, elderly, or children become the only providers for their households. Moldovan legislation has not yet addressed issues relevant to informal
97 IFIAD, 2006, Ibid
M2 EIA – Moldova Road Improvements Project -- November 2009 6-36 roles of women and young people in the rural household economy and they remain prone to serious discrimination with respect to property and economic rights.
6.4.2.12 Impact of Migration on Children It is estimated that, in the Republic of Moldova, there are over 20 000 children without any supervision because their parents are working abroad (Catana et al., 2003, cited in IOM, 2005, op. cit.). It is estimated that, in the southern part of the country (Cahul and Comrat), 5-10% of the children in school are living at home alone. Although children may be more financially secure if one or both of their parents work abroad and although some children may benefit from access to higher education, they generally suffer from the absence of parental care. They may waste the remittances they receive and are more likely to get into trouble. The incidence of families in which both parents are away from home is relatively common. Some of these children are exploited by the families they are left with. They may be required to labor in the home or on the farm. They may be withdrawn from school and have no one to provide them with care or guidance. They may run away and become street children or end up in orphanages. Indeed, the children left behind by migrants are at risk of becoming the next generation to be trafficked.
6.4.2.13 Migration-Related Risks of HIV Infection Migration is one of the key drivers of the HIV/AIDS epidemic; migrant populations, who are largely men, often are at high risk of contracting the virus from being involved in risk-taking behavior (unsafe sex, sex with casual, multiple partners, sex with commercial sex workers (CSWs), as well as due to their potential exposure to alcohol and drug abuse, including intravenous drug use (IDU). Labor migrants being a mobile group mostly consisting of young men, are vulnerable to HIV contraction also due to low HIV awareness, detachment from traditional behavioral norms and values as well as the lack of any HIV prevention services, thus are recognized as the risk group.98
Migrant men are also more prone to transmitting the virus to their sexual partners upon return, thus becoming what is referred to as the ―bridging population‖ between high-risk groups (CSWs and IDUs) and lower-risk populations such their regular sexual partners at home. The risk of infection is likely to be highest among migrants to neighboring Russia and Ukraine, where HIV prevalence rates are higher than in Moldova (around 1%), and injecting drug use is widespread. The available data suggest that Estonia, Latvia, Russia, and Ukraine (each with HIV prevalence rates of around 1%) are now experiencing some of the most rapidly growing HIV epidemics in the world, and HIV continues to spread rapidly in other countries as well, including Georgia and Moldova. Victims of trafficking are especially vulnerable to HIV infection as they engage in prostitution while data on attitudes towards condom use are currently inconclusive.
6.4.2.14 Migration and Rural Poverty Rural outmigration to urban areas (mainly Chisinau, Balti), as well as abroad, is a particular trend in Moldova. Since transition that resulted in closure of a large of number of factories located in rural and semi-urban communities (secondary and tertiary towns), significant portion of the local population that was relied on public sector salaries and enjoyed variety of social and health benefits, were cut off from these benefits and left with no long-term, sustainable employment opportunities.
Outmigration rates are highest in the southern Moldova, the poorest part of the country and a predominantly agricultural economy. Migration patterns are closely linked to relative levels of poverty.
98 Support to National Partners in Developing Russia‘s ODA Programme on HIV/AIDS in the CIS , UNDP, 2008
M2 EIA – Moldova Road Improvements Project -- November 2009 6-37 Although some richer households may migrate and can afford the costs associated with travelling to Western Europe, the majority of migrants come from among the average poor. Those from the poorest households are too poor to raise or borrow the capital necessary to use formal migration channels independently; consequently, they are the most vulnerable to trafficking
Box 1: Profile of Rural Poverty in Moldova99
The Rich: The wealthier households account for less than 5% of total households and include village leaders and owners of large enterprises; who have access to 70% of the agricultural land.
The Non-Poor: The middle-level households account for 5-10% of the total and include owners of commercial farms, medium-sized enterprises, and entrepreneurs, formerly professionals and senior administrators, who have access to 10% of the agricultural land. About 50-65% of all households comprise of former workers of collective and state farms, small businesses and professionals (such as teachers and medical staff), who currently have access to 20% of agriculture land. This group is most active in migration.
The Poor and Extremely Poor: The poor and extremely poor are estimated to account for 25-35% of the households. They include the elderly, often caring for grandchildren, incomplete households in which one or both adults are absent, and households with many children. They have very limited opportunities to move out of poverty. They lack start-up capital, are wary of starting their own business and cannot afford the costs associated with migrating. This group is most vulnerable to exploitation though trafficking. Source: Bishop-Sambrook, C. (2005), “Gender and Poverty Issues in Rural Communities in Moldova”, Working Paper prepared for Rural Commercial Networks Expansion Programme, Rome: CEN region, IFAD.
6.4.5 Summary of Project’s Beneficial Social Impacts Based on analysis of data collected among the Project-impacted communities, review of available secondary data, as well as the consultations with key sector actors, the Project is expected to have various positive social impacts. Overall, the Project will: Enhance rural connectivity of Project affected population both locally and nationally, including improved and reliable access to urban centers, the capital city, as well as neighbouring countries (Ukraine and Russia) Bring major development initiatives into the region, which will potentially trigger a chain of other developments such as local tourism Facilitate better access to social infrastructure located in and outside the Project area Lower transport costs, especially for the poor and vulnerable groups (women, elderly, and youth ) Shorten travel times, including local travel (between the villages), and rural-urban travel especially for women and elderly
99 Adapted from IFAD, 2006, Ibid
M2 EIA – Moldova Road Improvements Project -- November 2009 6-38 Reduce deterioration of vehicles and maintenance costs for local population Increase local and international travel, including travel between Moldova and the Ukraine and Russia Facilitate services targeting road users (including pedestrians), small vendors withwomen, elderly, and the poor among them Create ample and mid-term income-generating opportunities for the impacted communities, including the poor, women, and youth, such as small- and medium-sized businesses of local importance Create business opportunities for enterprises producing building/rehabilitation materials Create work opportunities for vendors and other retail sector workers, particularly for women, young people, and the elderly, where entry to the roads is allowed Reduce the time needed to get products to market and increase marketing opportunities for agriculture and horticulture production, thereby increasing incomes for the rural communities, particularly for women, elderly and young people Increase availability of agricultural inputs and lower their costs Increase non-agricultural incomes, especially for women, young people and the elderly Strengthen social interactions and social cohesion among rural communities locally, regionally and nationally The Project is expected to create a number of income-generating opportunities for the Project-affected communities, including women, youth, and the unemployed, during: (i) the construction/rehabilitation phase and (ii) the operation phase. Key Social Benefits: The most direct social benefits of the Project will be associated with civil works to be created during the rehabilitation and operation of the M2 Road. The jobs created by the Project will have at least three types of impacts: (a) direct, (b) indirect, and (c) multiplier. Direct impacts include the jobs to be created during rehabilitation and operation through the civil works contractors for the Project and the local road maintenance units. Indirect impacts include jobs created by suppliers of goods and services during rehabilitation and operation. The multiplier effect includes opportunities created by the increased economic activity associated with the direct and indirect benefits. Given the level of local and international travel on the existing road, which is in poor condition and unsafe, broader positive impacts of the Project are likely to be major and sustainable. Gender-Specific Potential Benefits: The Project is expected to provide safer, faster, and more reliable services to women, including young women, women with children, and elderly women. These women will have better access to health, educational, and recreational facilities. Women of working age will also be able to seek opportunities outside of their localities for work (trading at local markets) and income- generation, and will have better access to financial institutions (local banks). Women will also benefit from local, small-scale contracting jobs. Better Opportunities for Women, Youth, and Poor: While many of the rehabilitation jobs tend to be filled by men, a significant number of the jobs and roads station jobs may be also filled by women and the elderly. This will provide an opportunity for women to contribute to the household incomes and will be particularly helpful for women-led households that rely on low wages and pensions to provide for education and medical care. During construction, the provision of food and other necessities to the work crews will provide additional job-creating benefits, especially for women and youth. Restaurants, rest areas, and other retail facilities are likely to be built to accommodate the contractors and drivers. Many of
M2 EIA – Moldova Road Improvements Project -- November 2009 6-39 the jobs that will be created are likely to be targeted at women and youth (e.g., catering, cleaning, and roadside services). In addition to permanent roadside jobs, including management and supervision, and providing food and other services to passengers, many jobs will be available to the unemployed youth and women. Potential job opportunities include selling necessities, as well as newspapers and magazines. Such jobs will provide opportunities for poor families to generate income for their households. These types of jobs are expected to increase significantly as the M2 road begins operation. Long-term Income-Generating Opportunities: Jobs that will be created as a result of the Project will potentially help communities sustain their livelihoods. For example, roadside station/rest areas will likely become places for long-term job creation as passengers traveling to and from the roads will require permanent services such as food, gas, shopping, and rest area facilities (e.g., employment in food and retails sectors, new hotels, or tourist sites). All of these businesses require permanent workers, many of them unskilled. Expanding job availability will enable the poor, women, and youth to find employment to supplement and ultimately help improve their lives. Addressing Rural Out-migration: If the Project provides stable income-generating opportunities for the local communities, young people and men will likely migrate (to other parts of Moldova or outside the country) at lower rates than currently experienced. Strengthening of Social Cohesion: Opportunities created under the Project will help strengthen social cohesion at both the household and community levels. Jobs will bring revenues to the communities, and women and youth in particular will be provided with better opportunities to generate income and be employed, and thus remain in the communities. Project affected communities will also have better opportunities to invest in education, health care, and the social/cultural life. Increased Demand for Skilled Labor: Some of the roads rehabilitation is expected to require highly skilled and moderately skilled workers with technical experience that are available locally.Consultations in the Project communities indicated that teams of skilled workers already engage in local roads rehabilitation worksoften includingwomen and young people.Such teams are available at rayon levels with essential staff on fixed salaries while skilled workers are contracted individually for the duration of a contract. Increased Demand for Unskilled Labor: In addition to the direct rehabilitation jobs, a substantial number of unskilled jobs will be created by the local industries that will supply the building materials for the Project. Major quantities of sand, rock, brick, gravel, ballast, and cement will be used and these materials maybe produced locally. Following rehabilitationphase, jobs will be created for the maintenance phase. Given the expected high level of road transport, the number of jobs that will be created to operate the M2 from the first year of Project operation is likely to be high. In addition, new jobs will be created for the maintenance of roadside stations and bridges that will be built or rehabilitated. Low-skilled and unskilled workers will be required for maintenance, cleaning, errands, and a range of other activities. Potential for Local Tourism Development: Local and international tourism has been limited in the Project area. However, when the M2 is rehabilitated, it is likely that more national and international tourists will visit historic, cultural, as well natural sites that are located in proximity to the Project area. Tourism could become a priority growth industry because it could contribute in generating jobs for the poor, women, and youth at as guides, vendors, and sales persons of local food or handicrafts. It could also generate jobs in hotels, restaurants, and other services, both formally and informally. As the number of domestic and international tourists grows, there may be opportunities to develop regional tours as well as tours of archeological or other cultural sites, including places of recreation and worship such as a number of churches of regional and national significance. At the same time, regional tours would allow for the introduction of some lesser-known sites, which will bring additional tourists and recognition. The demand for tourism may lead to the increased demand for special ecotourism tours,
M2 EIA – Moldova Road Improvements Project -- November 2009 6-40 cultural tours, and historical tours. Developing such tours would also provide an opportunity for extensive community interaction and poverty reduction.
6.4.6 Summary of Potential Negative Social Impacts According to the field observations, consultations with the communities, as well as review of secondary data, a number of negative social impacts may also arise as the result of the Project. They include: Increase in traffic of long distance trucks and buses may have an adverse impact on the safety of pedestrians, especially women, children and elderly; this is particularly evident in communities of M2 that are located within the close proximity to ROW (5-10 meters) such as Codrul Nou, Prudanesti, Capriesti, Rublenirsca, Grigorauca, and Unguri;
Traffic increase may also contribute to the increase in noise and vibration and thus may cause deterioration of buildings, especially houses located in close proximity to the ROW, particularly in the villages of Codrul Nou, Prudanesti, Capriesti, Rublenirsca, Grigorauca, and Unguri
Improved connectivity of the rural and mostly remotely communities to urban areas, especially to Chisinau, as well as abroad (Ukraine, Russia, countries of Southern and Western Europe) may increase outmigration of the working-age populations, especially young men and women;
Improved connectivity of rural communities will significantly increase social interactions between the communities and thus may contribute to the spread of communicable diseases, including STIs and HIV/AIDS;
During construction phase, the influx of outside labor force (construction workers, transport workers, etc.) and more importantly their interaction with local communities, especially women and young people may also contribute to the spread of communicable diseases, including STIs and HIV/AIDS;
The villages of Unguri, Calarasovka and Arionesti may be the most affected communities due to potential significant impact with regards to their proximity to the Ramsar Site, as well as the allocation of land for the road, primarily agricultural land;
6.4.7 Traffic Safety
6.4.7.1 Impact assessment methodology and impact significance criteria Traffic safety is a primary concern that was expressed during the scoping meetings and in the public and stakeholder consultation process. The safety performance record at present in Moldova is very poor compared with all other European countries, as discussed in Section 5.3.11. In Moldova, about 90 percent of injury-accidents take place in built-up areas (urban or semi-urban). More than half of these accidents involve pedestrians. Special attention is needed at the road design or improvement planning stage to incorporate appropriate safety measures for pedestrian traffic. The methodology used in the traffic safety impact assessment included identifying the primary causes of road accidents through field reconnaissance, police data, engineering judgment based on the conditions and current design of the roads, and consultation with local officials and the public. This was followed with a technical assessment of how the final roadway design can be focused to reduce accident rates, particularly for pedestrians.
M2 EIA – Moldova Road Improvements Project -- November 2009 6-41 6.4.7.2 Project impacts at construction, operation and decommissioning phases Construction and Decommissioning Impacts During construction and decommissioning phases heavy equipment will be utilized on the roadway with support workers on foot within the work zone. The work zone is typically a blocked off section of roadway where construction activities will be completed. These zones create long narrow congested areas along the route decreasing normal traffic flow patterns and in some cases, can result in inadequate sight distance to upcoming construction hazards. Work zones may force local pedestrians or horse-drawn carts in the area to utilize the narrow open traffic lanes more frequently if their normal routes are blocked by construction activities. As road construction workers are completing their assigned tasks, some may cross over the roadway and others may not realize how close to the edge of their work zone they are and step outside of the work zone boundary into the traffic zone. Additionally, many motorists become anxious and irritated when navigating through construction zones that require frequent stopping or speed reduction and greatly increased travel times. Under these conditions, impatient motorists are generally focused on getting through the zone as fast as possible, often without giving adequate attention to pedestrians, road workers, or construction equipment. Construction zones therefore increase the exposure of pedestrians, road workers, and motorists to a greater risk of vehicle-pedestrian accidents and are considered a significant impact requiring mitigation. Mitigation measures used by road construction contractors should include measures such as: Adequate signage cautioning motorists of approaching construction zones or limited sight conditions Use of barriers, orange barrels, or cones to block off construction work zones and separate open traffic lanes from closed lanes Placement of reflective markers or flashing lights along construction zone to aid motorists driving at night All road construction workers should wear brightly colored safety vests and hardhats allowing motorists to see them more easily To increase safety and traffic flow, traffic flow control personnel should be placed at locations where closure of most traffic lanes require two-way traffic to use the same single lane for travel and also in areas where heavy equipment and haul trucks would be entering and exiting the roadway. In addition to these general mitigation measures, use of detour routes and temporary bypass roads (at bridges or culvert replacement areas), minimization of the number of lanes closed a any one time, and scheduling construction activities to be performed outside of peak traffic hours or at night can reduce traffic congestion and reduce risk of vehicle-pedestrian accidents to local pedestrians, road workers, and motorists. By using these mitigation measures, the construction impacts to traffic safety would be considered less than significant.
Operation Impacts During the normal operation phase of the roadway, the continuation of high accident rates, particularly involving pedestrians in populated areas, is considered a significant impact requiring mitigation. Traffic safety should be integrated into the final design by applying safety standards regarding sight distances, vertical and horizontal alignments, signage, crossing and parking protection, the introduction of roundabouts at dangerous intersections, guard rails, and appropriate speed limits. By including these appropriate safety measures into the final design, this potentially significant impact can be reduced to a less than significant level.
M2 EIA – Moldova Road Improvements Project -- November 2009 6-42 6.4.7.3 Impacts of “No Action” alternative With the No Action alternative, no road safety improvements are expected and the contribution to accidents of the deteriorated roads would continue. Unless the government undertakes a new program to improve traffic safety on the highways, Moldova will continue to suffer from among the worst traffic accident rates in Europe. Adoption of the No Action alternative would be considered a potentially significant impact to traffic safety that cannot be mitigated since, by definition, no mitigation measures will be applied in the “No-Action” alternative other than customary road maintenance.
6.4.7.4 Indirect and cumulative impacts Improvement of the roadway will help decrease the current alarming level of traffic accidents in Moldova. This will have beneficial indirect and cumulative impacts by reducing the economic and social costs of accidents, contributing to the economic growth of the country. In addition, the the M2 rehabilitation will lead to indirect benefits for women, children, and poor people by reducing their exposure to vehicle- pedestrian accidents.
6.4.8 Cultural Resources
Construction and Decommissioning Impacts Due to the distance from the road of all the identified cultural rersources and monuments no impacts are anticipated. The EMP (Chapter 8) presents measures that should be taken to protect hitherto undiscovered cultutral resources should they be found during construction.
Operation Impacts Simiularly, no significant negative impacts are expected from the operational phase of the M2. A potential positive impact would be that improved access on the M2 to the identified cultural sites and monuments could increase the visitation rates to these sites. 6.4.9 Potential Resettlement the M2 is to be improved throughout its length between Sarateni and the Nistru River either at Unguri or Otaci. For the most part the envisaged improvements will require neither widening nor modification of the existing alignment. Civil works will, therefore, be restricted to improving the existing carriageway and are unlikely to require either land acquisition or the destruction of substantial private or public infrastructure. Possible exceptions to this general rule are the need to reposition a few utility poles and several wells in the village of Grigorauca and elsewhere. There will, of course, be some disruption caused during implementation of engineering works, though these are expected to be accomplished without anticipated loss of income either to private households or business enterprises. Some temporary land acquisition will be necessary for site offices, material storage, and parking areas for an asphalt plant. An estimated three such sites will be needed: one of around 5,000 m² and two each of 1,500 m². While large scale resettlement issues are not foreseen, a Resettlement Policy Framework has been prepared to guide mitigation and entitlement assessment (see Annex 7) in the eventuality of issues being raised, either during detailed design or implementation of engineering works. Beyond these general comments, reference must be made to possible more significant resettlement issues associated with the final few kilometers between the existing the M2 highway and the bridge across the Nistru River at Unguri, in the event that alternative is selected. Any estimate of these issues will be possible only after the final alignment and design has been completed. The Feasibility Study does not recommend the alternative through Unguri. The two principal options (Unguri or another route to the Nistru) will both entail significant, though limited, social impacts that are unlikely to necessitate the preparation of a full resettlement plan.
M2 EIA – Moldova Road Improvements Project -- November 2009 6-43 6.4.10 Policy Recommendations on How to Address Key Social Development Concerns
6.4.10.1 Recommendations on How to Address Gender Concerns in Roads Projects A number of policy recommendations are available on how to address gender in transport and road sector projects. Some of the key suggestions include:
Projects must recognize that women and men have varying transport needs and are affected differently by transport interventions and therefore, interventions must be more responsive to these varying needs
Projects must conduct a systematic gender assessment (GA) that will help (i) understand of the gender-specific needs of men and women; (ii) identify measures on how to address those needs, (iii) analyze the costs and benefits of gender-specific activities; and (iv) establishing an appropriate project monitoring and evaluation (M&E) framework100
Projects must also have a strong gender component while designing and implementing household and public transport user surveys to improve basic data on the travel patterns of women, the poor, elderly and youth
Projects must meet the specific needs of female and male users by taking into account the significant differences between travel patterns of women and men such as variations in seasonal travel, combining several purposes into one trip; use of cheaper forms of public transport
Project must understanding how transport needs (e.g. travel patterns, time spent, destination, type of transport) of men and women, girls, the elderly and poor among them are related to intra- household dynamics in areas control of household income, ownership and control of the means of transport, differing demands of household members, level of satisfaction and coping strategies
Interventions must be particularly responsive to specific needs of rural women, including poor, elderly, women with many children, single women among them; for example, studies suggest that in many countries women account for a vast portion of transport activities in rural households, including fuel and water collection and carrying of agricultural produce to markets
Projects must pay special attention to the needs of the poor among the affected population and suggest poverty-reduction activities. For example, provisions can be made for poor women to access technologies and services which will assist them with their domestic and income generating transportation needs
Projects must make efforts to address rural women‘s role in agricultural production and marketing in the design of transportation systems
Project developers must make an assessment of how resources are controlled and allocated within households and what are the consequent constraints on women‘s access to household transport resources
100 Gender assessment (GA) is usually conducted in upon the finalization of the project design. The GA helps identify and assess key gender concerns of the project, specific roles and responsibilities, needs of men and women in the sector and opportunities that the project may offer for them. The GA would help formulate gender-responsive interventions that are evidence-based, specific to the context and targeted to men and women individually.
M2 EIA – Moldova Road Improvements Project -- November 2009 6-44
Projects must involve women in project planning and management via putting in place systematic procedures that would give women a greater role, including those in the project areas
Projects must make consider better targeting and affirmative action (allowing certain quotas for women) to ensure women‘s participation
Projects must improve the processes of production and provision of transport goods and services that would cater to the needs and opportunities for women
6.4.10.2 Specific Recommendations for M2 Project on How to Address Gender Concerns Different approaches to gender-responsive interventions in roads and transport sector exist around the globe. Some projects introduce "minimal" technologies, such as providing women with wheel-barrows and carts that can be used to transport inputs to the fields, crops to market, and people. Other approaches rely on bringing water, fuel to communities instead of providing transport. There are also cases where projects provide credit for low-income women to buy e.g. bicycles. Finally, many projects ensure employment for women to construct or maintain rural roads and paths or any other technical support.
Gender-responsive interventions will be critical for the success and quality of the M2 Project. Designing simple, cost-effective and socio-culturally appropriate interventions for the purposes of the Project is central. Interventions can be designed through the use of the following measures:
M2 EIA – Moldova Road Improvements Project -- November 2009 6-45
To ensure gender-responsive interventions, the M2 Project may also consider other mechanisms of greater involvement and participation of women and girls that can be done throughout . To do so, the Project implementers must recognize
Providing opportunities for women to become commercial drivers or operators of public transport
M2 EIA – Moldova Road Improvements Project -- November 2009 6-46
Developing strategies to maximize the benefits for poor women (elderly and those which children among them) and address the impacts on their lives and livelihoods their a
Focusing on accessibility and mobility to take full account of women’s actual needs; planning for mobility often tends to focus attention on improving the mobility of vehicle owners who are more likely to be male.
Ensuring that the Project improves women’s access to their land plots, housing, fuel and wood collection, health and education services and recreational facilities. For instance, provision of safer and faster passage or cycling and walking tracks specifically tailored to the needs of women, the elderly and children
Provide intermediate means of transportation (bicycles, carts, hand-pulled carts) directly to women, including elderly women, poor women and women with many children
Provision of special buses or off-peak services to respond to the needs of women, elderly, and children
6.4.10.3 Monitoring and Evaluation of Gender-Responsive Interventions It is necessary to ensure sustainability of gender-responsive activities that would help the M2 Project produce benefits that are specific to both men and women. To do so, given difficulties to sustain a gender agenda throughout the project cycle, it is important to monitor and report on participation of women at various phases and specific components of the project via . Essential elements of monitoring and reporting include:
M2 EIA – Moldova Road Improvements Project -- November 2009 6-47
6.4.10.4 Recommendations on How to Address Issues of Outmigration and Human Trafficking and their HIV- related Impacts Around the globe, governments, development agencies, donors, international and national NGOs are active in regularizing migration and reducing the vulnerability to human trafficking and related potential risks to HIV/AIDS and other STIs, where possible, through (i) international and bilateral agreements between countries, (ii) education, information and awareness campaigns, (iii) establishing hotlines and shelters, support services and (iv) providing assistance with reintegration of victims of trafficking through advice, training and support for income-generating activities.
In the area of prevention and mitigation of human trafficking, Moldova has embarked a program - a National Action Plan on Anti-Trafficking (2007-2009) - that relies on a new national referral system for victims of human trafficking established in five pilot regions. This action plan was set up with the National Committee on Anti-Trafficking to ensure full cooperation with civil society, including providing rehabilitation assistance to its victims. In addition, several operations on the prevention of trafficking in human beings as well on combating organized crime were organized but further actions are needed to increase the effectiveness of border crossing checkpoints. Outside the reporting period, in February 2008, the European Convention for Combating Human Trafficking entered into force101.
A number of options may be considered in formulating short and long-term approaches to address the impacts of migration, human trafficking and related HIV/AIDS risks. They include examples such as:
Supporting Self-Employment Opportunities to Rural Communities in High Migration Areas (existing and potential)
This approach focuses on proving rural households with access to information and training on business management and business development services, follow-up support, intensive training, small grants and loans in order to supply them with skills on how to set up and run a successful business, including those targeting women in the areas of e.g. childcare and housekeeping.
Promoting Entrepreneurship among Women
This approach supports women who are interested in establishing and capable of effectively running a range of microenterprises and small businesses in the farm and non-farm sectors. Small businesses run by women tend to have a local focus, provide services for the local economy (such as a bakery or hairdressing salon) and create employment (usually for other women). These businesses often have small start-up capital requirements (in terms of premises and specialist equipment) and a quick turnaround of money. Nevertheless, women are able to mobilize personal resources or loans to raise capital for the development of their businesses.
Studies of Moldovan women entrepreneurs have found that many of the challenges facing small women- entrepreneurs arise because they are poor and establishing businesses in rural areas, rather than because they are women. The significance of gender-based challenges is often more pronounced during business start-up than during business development and include the lack of information about business development, fiscal facilities and tax legislation; the unhelpful attitudes of officials towards women entrepreneurs; and family obligations. Constraints that hinder the development of established businesses
101 Progress Report Moldova, Commission of the European Communities, 2008
M2 EIA – Moldova Road Improvements Project -- November 2009 6-48 include the weak state of the local economy (which is where most women conduct their business), attitudes of suppliers and customers, and family obligations (IFAD, 2006).
Pre-departure Training and Information Dissemination Activities with Migrants, Potential Migrants and their Families
The focus of this approach is to raise awareness among migrants and their families regarding their potential risk of HIV infection and other STIs and vulnerability to trafficking prior to their migration. Activities may include preparing materials to raise awareness and understanding about linkages between migration and trafficking and HIV/AIDS; holding pre- departure meetings with migrants, potential migrants and their families to discuss these materials; as well as providing life-skills development training to migrants and their families.
Despite suitable approaches available and tested in many countries, a number of challenges in applying such approaches are also evident. This is particularly relevant in the case of Moldova. For example:
Majority of young people of working age do pursue higher education as they do not see any rewards to compensate for the effort required and therefore prefer non-farm work in urban areas or abroad
Initiatives associated with the effort to reduce migration and trafficking among women via self- employment are hindered by the age and family status. Women who participate in self- employment programs tend to be older (aged 30 and over) than the average victim of trafficking (who are under 30), more educated, with some previously attained life skills developed and responsibilities (caring for children or elderly). At the same time, young women are usually too young to start their own businesses as they lack start-up capital and have limited skills
Consequently, the challenge for the key agencies in charge of migration, human trafficking and HIV prevention in Moldova (the National Bureau of Migration in the Republic of Moldova, the World Bank, UNDP, IOM, ILO, and UNAIDS), as well as NGOs would be: (a) to match the interests, needs and skills of rural youth and women by creating market demand so as to generate viable rural businesses and (b) to develop programs that focus on linkages between migration, human trafficking and HIV/AIDS that are appropriate and tailored to the specific target populations in a user-friendly manner and are socially and culturally appropriate102. It is important to take into consideration that despite the HIV prevalence rate in the country being low, yet the risks are elevated due to high levels of migration and human trafficking in Moldova, there is a need for a systematic, coordinated and targeted focus of interventions to prevent and mitigate impacts of migration, human trafficking and HIV/AIDS. Finally, the growing HIV rates as well as migration flows in the neighboring countries of the FSU can play a catalytic role in the development of the regional program on HIV/AIDS response as a large number of Moldovan male migrants reside in those countries.
102 Among NGOs most active in this area, there are La Strada and the International Centre for Women‘s Rights Protection and Promotion (counter-trafficking and reintegration); Winrock International‘s New Perspectives for Women Project (employee and self-employment training for potential and actual trafficked persons); Moldovan Microfinance Alliance (providing business training for potential and actual trafficked persons), and Human Health Future NGO (HIV/AIDS)
M2 EIA – Moldova Road Improvements Project -- November 2009 6-49 6.4.10.5 Addressing HIV/AIDS in Roads and Transport Sector Across the globe, infrastructure projects, including roads rehabilitation, improve connectivity and increase the mobility of people, which increases the risk of spreading HIV. Effective interventions can help prevent the spread of HIV both during construction of roads and after project completion when mobility increases and new economic opportunities attract new migrants. The spread of HIV and STIs through major roads transport projects is well documented. The connection is so well established that these infections are sometimes called ―highway diseases‖103. A large number of guidelines are available on how to address HIV/AIDS concerns in the roads sector (World Bank, ILO, UNAIDS, IFC). The diverse nature of activities in the sector implies that addressing HIV/AIDS is both challenging and pressing. International experience demonstrates that roads sector- based HIV/AIDS interventions should take into consideration the type and prevalence of the epidemics in a country, the population engaged in the sector, and the communities living along the roads and highways, as well as the connecting points. To address HIV/AIDS in the roads and transport sector, the following questions must be answered: How does HIV/AIDS affect the ability of roadside communities and communities in the vicinity of bus stations or rest/stop areas to work productively? How does HIV/AIDS affect the ability of the sector labor force, including transport workers, agriculture and rural sector employees, and informal workers, to work productively? How would the Project help/hinder the susceptibility and vulnerability of the populations engaged in the transport, rural, and agriculture sectors to HIV/AIDS? What comparative advantages exist for the roads/transport sector in responding to HIV/AIDS impacts?
6.4.10.6 Reasons for Addressing HIV/AIDS in Roads and Transport Sectors: There are many reasons for addressing HIV/AIDS in the roads and transport sector. These include the following: Transport managers, transport engineers, supervisors, inspectors, and construction workers may have greater exposure to the epidemic; The rate of infection among truckers is high in many countries; Geographical mobility is an essential component of socio-economic mobility and travel for work, education, health, and leisure may all enhance the risk of spreading the epidemic; The productivity of infected populations along various transport routes and hubs may be reduced and hinder the full contributions transport investments can make; The high HIV/AIDS risk associated with highways and borders may hinder the achievement of the full potential of international trade; The reduced ability to capitalize on productive activities in highly affected roadside communities causes loss of income and savings, and means of transport, such as cars, mini-buses, bicycles, may be among the depleted assets;
103 ADB, HIV and Roads; A Resource Book for the Transport Sector, 2008
M2 EIA – Moldova Road Improvements Project -- November 2009 6-50 Lost transport infrastructure construction skills and know-how of the infected are replaced by a less able and experienced labor force, thus reducing overall productivity and standards of quality in the sector; Increased high-risk sexual behavior along transport routes, other hubs, and borders accelerates the spread of the epidemic and reduces productivity in other sectors. Staff absenteeism and attrition rates through death and illness in the headquarters and field offices of ministries of transport 104, especially in departments requiring extensive field stays, would reduce productivity of the sector; Key target populations of HIV interventions in the roads/transport sector include populations that are most vulnerable: Long-distance drivers, taxi and bus drivers, truck loaders, and construction site workers; Spouses, partners, and families of the above populations; Commercial sex workers (CSWs); and Passengers, especially migrants, tourists, and traders Internationally known approaches that roads and transport sector institutions use include the following: Assessment of the developmental linkages between sector activities and HIV/AIDS by applying participatory tools, using surveys before projects are launched and after they are completed, and obtaining other quantitative data to monitor progress Evaluation of the specific impacts of the epidemic on the sector with specificity with consideration of the changing dynamics of HIV/AIDS Consideration of the heterogeneity of the transport systems, institutions, and public/private sector in designing HIV interventions Consideration of the inter-linkages between different types of transport infrastructure and services Preparation of context-specific, evidence-based, and appropriate policies to respond both to the nature of the epidemic and the characteristics of transportation activities Ensuring project/program elements do not contribute to HIV/AIDS (e.g., construction and/or maintenance activities that may contribute to seasonal or longer term migration) Integration of gender-specific HIV/AIDS responses to policy, program, and project objectives and reflection of these in monitoring frameworks Promotion of women‘s participation in the sector labor force, not just in labor-intensive rural roads projects but also among engineers, drivers, and other qualified workers Coordination between national and local agencies in charge of roads/transport in both urban and rural settings, as well as with the private sector companies that run buses, trucks, etc. Inclusion of HIV/AIDS specialists in Project teams or otherwise ensuring that expertise is available Mobilization of professional communication/information specialists to ensure that appropriate, gender-specific, and effective messages are communicated along roads
104 In many countries, transport sector management is divided between two or more ministries and local/municipal governments may be in charge of urban transport infrastructure.
M2 EIA – Moldova Road Improvements Project -- November 2009 6-51 Ensuring that means of transport are effectively used to communicate relevant messages through collaboration with public and private sector agencies Supporting impact assessment activities for impacts on staff of a Ministry of Transport, and their families, with appropriate disaggregation (by gender, age, sub-region, etc.) Reflecting HIV/AIDS interventions in the budget of roads/transport lending as a separate line item Some other specific HIV/AIDS mitigation measures include:
6.4.10.7 Internal Mitigation Measures for a Ministry of Transport: Recognize that HIV/AIDS is a work place issue in many countries across the globe as it may be in a Project country Make HIV prevention information available to the staff of the Ministry of Transport Coordinate actions with other public sector agencies working in the roads/transport sector, such as those in charge of agriculture, economic development, construction, infrastructure, health, and social development Ensure no discrimination against workers with HIV/AIDS and develop grievance procedures against stigmatization and harassment of PLWHA Ensure that male and female staff equally benefit from relevant prevention activities Ensure that social protection benefits under national laws and regulations apply to workers with HIV/AIDS
6.4.10.8 External Mitigation Measures for the Ministry of Transport: The low HIV prevalence and incidence in the country and Project areas do not justify extensive action outside the concerns of the Ministry of Transport. However, should the prevalence increase as the improved road attracts more CSW and increase the incidence of IDU, Ministry of Transport may consider following actions: Participate in a policy dialogue with the national HIV/AIDS authorities and ministries of labor, economic development and the recruitment of local labor to reduce reliance on migrant labor, separation from families, Ensure that all construction and major maintenance/operation activities sub-contracted to private companies to include contract clauses that require them to design and implement HIV/AIDS prevention, treatment, and care programs Consider the relevance of evidence-based programs that are inclusive, well-targeted to high-risk regions, sub-regions, communities, and vulnerable households, including border communities Give priority to well-designed and targeted communication, education, and information activities for communities near major transport routes, gas stations, border towns, roads sector workers, and commuters Support awareness programs among trade unions and associations of truckers, drivers, and gas stations personnel
M2 EIA – Moldova Road Improvements Project -- November 2009 6-52 6.4.10.9 Mechanisms for Addressing HIV/AIDS in the Roads/Transport Sectors Support the establishment of a separate unit in the Ministry of Transport for cross-cutting issues (environment, gender, poverty, HIV/AIDS or any combination) with full-time professional staff or focal points, Consider adoption of cross-sector policies to respond to sector-specific development risks associated with HIV/AIDS; Include preventive measures in tender documents for all roads, transport, infrastructure, and construction activities Promote HIV/AIDS mainstreaming into the performance contract systems of the Ministry of Transport and other agencies in charge of different aspects of transportation Use the standard contract clauses in civil works bidding documents and show the budget allocations separately Encourage outsourcing to qualified firms and/or NGOs working in HIV/AIDS for awareness creation (prevention, care and support, anti-stigma, and anti-discrimination), including truckers and bus drivers associations and other sector-specific NGOs, to enhance understanding of transport sector risks associated with HIV/AIDS Seek avenues of collaboration among donor agencies and other key stakeholders, such as the World Bank, UNAIDS, ILO, UNDP, and the European Union Encourage sector agencies to recruit or consult with specialized experts with experience in the roads/transport sector and HIV/AIDS
6.4.10.10 Illustrative Monitoring Indicators for the Roads/Transport Sector Monitoring and Evaluation (M&E) indicators normally concentrate on output and coverage indicators. Some examples of such indicators include: Amount of resources allocated by the Project for HIV/AIDS activities Production of a sector-specific HIV-AIDS strategy for staff, their families, and agency clients Number of HIV/AIDS activities conducted, such as awareness campaigns Number of sector agencies and associations involved in the delivery of HIV interventions Number of roadside and other centers built to ensure that buses, trucks, cars, etc. stop in dedicated areas where HIV/AIDS information is available Number of peer educators recruited and trained Number of training sessions held for specific target groups Number of roads/transport agencies‘ staff participating in training programs Number of staff tested Number of truck drivers, construction workers, etc. tested, and Number of persons receiving treatment and/or counseling services
M2 EIA – Moldova Road Improvements Project -- November 2009 6-53 6.5 Proposed M2 Project HIV/AIDS Mitigation Plan
6.5.1 Rationale Currently, the National HIV/AIDS Program 2006–2010 that had been supported by the World Bank (2003–2009) and Global Fund for TB, Malaria, and HIVAIDS, which is built on a multi-sector approach. The scope of activities targeting populations engaged in the transport/roads sector has been limited to awareness campaigns and condom distribution among long-distance truck drivers. For example, nationwide a total of 7,868 truck drivers benefited from prevention activities, including condom distribution, information and education, counseling, and referrals, and 8,500 migrants were provided with information and HIV/AIDS counseling through 3 NGOs, including one in Transnistria105, Consequently, the Project should tap into the existing practice and capacity and available technical expertise to expand HIV/AIDS interventions in the roads/transport sectors at large and the Project areas in particular. In Moldova, the country of low prevalence, the focus should remain mostly on high-risk populations such as IDUs and CSWs. However, even in low-incidence areas, such as the Project areas, there are potential risks associated with high outmigration patterns to countries of higher prevalence rates such as Russia. Furthermore, migration is largely prevalent among adult population of sexually active age and potentially prone to high risk behavior such as casual sex due to long absence from home and/or drug use. These risks should be analyzed to help formulate appropriate sector responses. As the HIV epidemiological evidence in Moldova shows, the key vulnerable populations and those at most risk include: IDUs; CSWs; Long-distance drivers of trucks and buses; Migrant workers; Prisoners; Youth; and Pregnant women Other countries of the Former Soviet Union (FSU), including neighboring countries, have similar epidemiological profiles of low prevalence, concentrated epidemic, and a predominant mode of transmission as a combination of intravenous drug use (IDU) and commercial sex work. The number of people living with HIV/AIDS (PLWHA) in the region more than doubled between 2001 and 2007 from 630,000 to 1.6 million, respectively. An estimated 150,000 people became newly infected in 2006, including 3,400 people in Moldova. Qualitative studies show that one of the most vulnerable groups— long distance truck drivers—in spite knowledge about HIV, engage in risky behavior such as multiple and casual sexual relationships and low condom use. Commercial sex workers are easily accessible along the transport routes, but condoms are not readily available and stigma and discrimination are high106 Project impacts with regards to HIV/AIDS are particularly relevant to CSWs, drivers, migrant workers, and to a certain degree to youth and IDUs (where available). Improved M2 Road will likely to increase the number of long distance drivers, facilitate migration for work, and may present new opportunities for CSWs, whether local or from other areas. Nevertheless, due to the low HIV prevalence and low incidence of reported cases, mitigation measures for the purposes of the Project should be targeted and cost-
105 World Bank, HIV/AIDS Control Project, Inception Completion and Results Report, ICR, 2009 106 Knowledge, Attitudes, Behavior and Practice Related to HIV/AIDS among Transport Sector Workers: Georgia Case Study, The World Bank
M2 EIA – Moldova Road Improvements Project -- November 2009 6-54 effective. Appropriate interventions may be formulated for clients of the roads sector (the roadside communities, construction and maintenance workers, private contractors, transport operators, and passengers) to support the State Roads Authority (SRA) in the area of HIV prevention largely through awareness activities. Given the small numbers of PLWHA in the Project area, the Project can play an important role in helping facilitate better access to HIV preventive information and increase the visibility of awareness efforts via dissemination of materials to the local communities and target populations, such as drivers, migrant workers, CSWs, youth and women as well.
6.5.2 Key Objective of the HIV/AIDS Mitigation Plan The overall objective of the HIV/AIDS Mitigation Plan is to prevent the spread of HIV along the M2 Road during and after the construction stage and to mitigate the increased risk of illicit drug use and human trafficking that may result from the Project. The specific objectives are to raise public awareness, address the risks, and highlight multi-sector roles and responsibilities for the project management staff, consultants and workers, IDUs, local residents, transport service providers, local police and border officials, commercial and entertainment establishments, and other groups affected by the Project. HIV prevention activities will ensure a targeted, site- and risk-appropriate HIV mitigation response and include: educational and behavior change communication; distribution of condoms; providing access to testing and case management for STIs; providing access to information about availability of voluntary counseling and testing for HIV; capacity development and advocacy; and partnership with key relevant agencies, NGOs and CBOs. Key components of the Project‘s HIV/AIDS Mitigation Plan should include:
Component 1: Advocacy and Capacity Building This will include activities that will help build capacity and promote advocacy of incorporating HIV/AIDS concerns into the Project.
Component 2: Awareness of HIV/AIDS, STIs, and Trafficking of Drugs and Humans This will include activities that will help raise/increase awareness about HIV/AIDS, STIs, and drug and human trafficking among local communities, road contractors and workers, and local authorities.
Component 3: Access to Information, Education, and Behavior Change and Communications This will include activities that will help promote behavior change among the construction and maintenance workforce, local communities, and CSW and their clients.
Component 4: Access to Information on Prevention, Treatment, Care, and Support Services This will include activities that will help provide access to information on affordable, high-quality condoms, and HIV/STI-related and other health services and products in the Project area
Component 5: Partnership and Coordination with Partners This will include activities that facilitate collaboration of the Project with other relevant agencies in charge of drug and human trafficking prevention and poverty reduction (UNODC, UNAIDS, ILO, IMO, World Bank, UNDP, UNICEF, and UNIFEM), as well as local NGOs and CBOs.
Component 6: Establishing a Monitoring and Evaluation System (M&E) This will include activities to design a basic M&E system for the implementation and monitoring of the Project outcomes with regards to HIV/AIDS mitigation.
M2 EIA – Moldova Road Improvements Project -- November 2009 6-55 6.5.3 Description of Activities by Components
Component 1: Advocacy and Capacity Building This component involves collaboration with the National HIV/AIDS authorities to tap into the country‘s HIV/AIDS multi-sector approach. Staff of the HIV/AIDS Program will be consulted during the planning and implementation stages of the Project‘s HIV/AIDS Mitigation Plan. Specific activities will include: Advocacy via integration of HIV/AIDS in the strategic planning of the SRA to link HIV/AIDS with roads/transport, mobility, and migration Supporting an in-depth assessment on HIV vulnerability in the roads/transport sector, including related issues such as drug abuse and human trafficking Ensuring that key stakeholders from the health and roads/transport sectors and other relevant sectors (poverty reduction, women, and youth) are consulted, including the National AIDS Authority—and specifically its department/division that is responsible for addressing the social and environmental impacts of roads/transport projects Facilitating participation of civil society organizations that work on HIV prevention with relevant groups, e.g., migrant workers (including transport and construction workers), other mobile and migrant populations, ethnic minority groups, women, and children, etc107.
Component 2: Awareness of HIV/AIDS, STIs, and Trafficking of Drugs and Humans This component will ensure awareness will be raised to prevent HIV/AIDS and drug and human trafficking in a sustainable way through: Workshops targeting the construction workforce (management, consultants, contractors, subcontractors, and workers), provincial and district government authorities, border police, local communities, health providers (private and public clinics and pharmacies), commercial and entertainment establishment owners and staff, and other groups located in the Project area Strengthening of cross-border cooperation between provincial authorities for prevention of HIV and drug and human trafficking Mid- and end-of-project workshops among key stakeholders and Project communities to discuss lessons learned and recommendations
Component 3: Access to Information, Education, and Behavior Change Communications This component will support activities to raise awareness on HIV/AIDS, drug use, and human trafficking and to encourage positive behavior changes by: Using customized information, information and education communications (IEC) materials, and behavior change communication (BCC) methods for construction sites and camps, commercial and entertainment settings, transport corridors and hubs including border areas, local communities Ensuring that education and training sessions in the construction sites/camps are conducted
107 Because of their proximity to the community, local non-governmental organizations (NGOs) and community- based organizations (CBOs) are better able to implement activities that include awareness activities. The Project should encourage NGOs and CBOs to plan prevention and mitigation activities at local levels as well as promote greater coordination and cross support HIV interventions.
M2 EIA – Moldova Road Improvements Project -- November 2009 6-56 Using IEC and BCC materials and methods for ethnic minority groups that are culturally and linguistically appropriate, that are participative, and that consider low literacy and education levels Provide condoms throughout the construction phase Ensuring that a confidential referral system is in place for construction workers who want to be tested and treated for HIV/AIDS
Component 4: Providing Access to Information on Prevention, Treatment, Care, and Support Services This component will help ensure the collaboration of the Department of Health and the National HIV/AIDS Program in the Project area (at municipality/Primariya‘ office) in efforts to ensure that the construction workforce, transport workers, local communities, and entertainment workers have access to quality HIV/AIDS, STI, and other health services through: Establishing a system of referral to ensure that those diagnosed with HIV are provided with or referred to counseling and support services, information about clinical support services and treatment options, and information about rights to employment and protection from discrimination
Component 5: Partnership and Coordination with Key Partners This component involves activities that will facilitate the partnership and coordination of the Project with other relevant agencies in charge of drug and human trafficking prevention, such as: Supporting, strengthening, and/or partnering with agencies/organizations working on drug and human trafficking in the Project areas (e.g., UNODC, UNAIDS, ILO, and IMO) Supporting, strengthening, and/or partnering with local agencies/organizations working on drug and human trafficking in the Project areas, such as NGOs, CBOs, as well as women, youth, environmental, and social development organizations, and advocacy and interest groups
Component 6: Establishing a Monitoring and Evaluation System In collaboration with the National AIDS Authority, an independent monitoring program should be developed during the design phase and incorporated in the HIV/AIDS component of the project. The Project will take into consideration that the impact of any HIV intervention will depend on how relevant and appropriate the activities are to the local context, which can only be determined by accurate, gender- disaggregated, and project-specific baseline data; therefore, a sound and effective M&E system is critical. M&E will be developed to: Align performance and outcome indicators with the national HIV/AIDS framework Design and collect gender-disaggregated data Design and collect ethnic-disaggregated data using culturally and linguistically appropriate methods Focus on population in construction worksites, including the construction workforce, managers/consultants, mid-level officers, contractors, subcontractors, short-/mid-/long-term workers, female workers, as appropriate
M2 EIA – Moldova Road Improvements Project -- November 2009 6-57 6.5.4 Costing of HIV/AIDS Mitigation Plan Roads State Authority (RSA) is not expected to have a large budget for the HIV/AIDS Mitigation Plan. This agency should deal with issues of HIV/AIDS as appropriate to the Project affected population. To effectively estimate the costs of activities proposed under the Project‘s HIV/AIDS Mitigation Plan, the Project Implementation Team of the SRA should: Prioritize key target populations among the Project-affected population Set coverage targets for reaching each target population Choose and design effective targeted intervention packages and activities for the Project-affected population(s) Compute the costs of HIV/AIDS interventions component-by-component as unit costs Estimate the total resource needs based on the size of the target population Examine the impact of the planned intervention on the prevalence and incidence of HIV in the Project area
SAMPLE COST ESTIMATING AND FINANCING PLAN FOR A HIV/AIDS MITIGATION PLAN FOR A ROAD PROJECT (USD) Item Item Cost (USD) Source of Financing 1. Consultants a. Remuneration and Per Diem i. International Consultants ii. National Consultants b. International and Local Travel (including international and local travel) 2. Training, Seminars, Workshops, and Conferences (including material development, supplies, and travel)
3. Studies 4. Publications and Reports (including production, editing and dissemination)
5. IEC Materials 6. Condoms 6. Office Equipment 8. Contingencies TOTAL
M2 EIA – Moldova Road Improvements Project -- November 2009 6-58 6.5.5 Implementation Arrangements The Project HIV/AIDS Mitigation Plan can be implemented by the SRA under the supervision and in collaboration with the National HIV/AIDS Committee (the lead coordinating agency of the multi-sector HIV/AIDS Program) and the Ministry of Health (the leading agency for provision of care and treatment services). Key issues to consider include: Partnerships with other specialized agencies: As social issues apart from HIV (such as drug abuse and human trafficking) are identified as important vulnerabilities associated with the Project, implementation arrangements should allow for specialized inputs in these areas. Formulation of a strategy or a memorandum of understanding (MOU) with additional agencies: Agencies engaged in HIV-related interventions, such as UNODC or WHO, if needed..
6.6 Transboundary Impacts The Republic of Moldova is a signatory to the Convention on Environmental Impact Assessment in a Transboundary Context (Espoo, 1991) - the 'Espoo (EIA) Convention'. The Espoo Convention sets out the obligations of signatories to assess the environmental impact and to notify and consult each other on all major projects under consideration that are likely to have a significant adverse environmental impact across boundaries. Potential impacts of the M2 Project across Moldova‘s borders were investigated. Of primary concern were impacts due to increased vehicular traffic that the Ukrainian road system would not be able to handle and the potential for human trafficking in either direction at the border. The M2 technical analysis indicates that the increase of traffic will not be sufficient to cause traffic-related impacts in Ukraine, whether the road improvements continue to Unguri or Otaci or stop well short of the border. The approach and mitigation measures presented in this EIA to control human trafficking and other negative social impacts will also serve to reduce or prevent these types of impacts on both sides of the border. A consultation was held at Bronniki village (the nearest Moldovan village is across the Dniester river– Unguri) to discuss these issues and ask if other negative impacts were expected on the Ukrainian side (see Section 9.5). The people interviewed support the planned rehabilitation of the M2, indicating that this will positively affect their economy, tourism, and cultural exchange between the countries, which is in line with the intentions of their Governments and the European Union. No negative aspects were mentioned.
M2 EIA – Moldova Road Improvements Project -- November 2009 6-59 7. ANALYSIS OF ALTERNATIVES
7.1 Alternative Actions Considered in Development of the Compact Proposal The World Bank supported an assessment of the Moldovan road sector. The main objectives of the Government‘s Road Sector Program are: (1) to protect Moldova‘s core national road network from further deterioration; and (2) to create an adequate institutional and financial framework for the sustainable development of road infrastructure and transport services. A 2007 Sectoral Environmental Assessment (SEA)108 of the Program considered, among other things, alternative approaches to the enhancement of the country‘s road network. This SEA indicated that the only two strategic alternatives to consider with respect to the road network currently are ―no rehabilitation and/or maintenance‖ (No Action) or ―rehabilitation and/or maintenance‖ (Proposed Action). Complete reconstruction of the roads was not considered because the cost would be greater than the Program could meet. The SEA concludes that the ―no rehabilitation/ maintenance‖ (or ―no project‖) alternative is ―not a good environmental option which being chosen may provoke adverse environmental effects/environmental risks over time.‖ Further, ―the ―rehabilitation and/ or maintenance‖ approach, proposed by the Moldova‘s Road Sector Program is a better environmental alternative, as most of impacts described in previous chapter are temporary, local, easily recovered and managed.‖
7.2 No Action The No Action alternative consists of not improving the M2 between Sarateni and Unguri, including not developing a new section of road around Arionesti village. The unfinished roadway between Arionesti and Unguri through the Ramsar site would remain unfinished and difficult to traverse during the winter months, but the impacts to the Ramsar site would be eliminated. The current inadequate schedule of maintenance for the M2 would continue to be applied, and the road would deteriorate further. Impacts of the No Action alternative are described in the SEA (2007) as resulting in: roads will progressively deteriorate poorly controlled surface and groundwater flows may cause localized erosion, disturb local drainage patterns and trigger processes which can affect the surrounding environment Increased incidence of cracks and potholes will cause car accidents and accidental spills that may pollute soils, and surface and ground waters Slower speeds will increase air pollutant emissions progressive deterioration will increase transportation time and have other social and economic negative impacts Impacts of the No Action alternative are described in Chapter 6 of this report for each environmental and social resource. The No Action alternative would not meet the main objectives of the Project, specifically to enhance income levels of local population through reduced transport costs and cost of goods and services, reduce loss to national economy caused by poor condition of the roads, and reduce road accidents through improved traffic conditions. Further, the cost of repair will increase through time as the road continues to deteriorate. Because of the negative environmental, social, and economic impacts that
108 Melian, Dr. Ruslan; ―Sectoral Environmental Assessment -- Moldova Road Sector Program Support Project,‖ for the World Bank, February 2007
M2 EIA – Moldova Road Improvements Project -- November 2009 7-1 are expected to increase through time, and because the objectives of the Project would not be met, the No Action alternative is not considered further.
7.3 Alternative Concepts In general, the design process considered rehabilitation of the road within its current ROW. As needed, minor changes in vertical or horizontal alignments were designed to improve the roads. Some bridges and many culverts require re-design as part of the road rehabilitation. The feasibility study process (results presented in Feasibility Study report, submitted August 2009) also investigated the need to widen or add lanes to certain sections of the roadway, but it was determined that this action is not necessary for the M2 and that a two-lane road is adequate for the lifetime of the project, through 2030. Changing the alignment outside of the ROW could result in significant additional costs (including land acquisition and resettlement) that would make the project economically not viable. As a result, no alternative concepts, such as widening to four lanes or building the road outside of the current ROW were considered. Alternatives were investigated in terms of the alignment of the M2 from Arionesti to the Nistru River. One section of proposed road within the MCC program at the northern terminus of M2/R9 would possibly extend from the town of Arionesti to an existing major bridge structure at Unguri. It presently consists of a dirt track and it is the only segment of road within the program that could be considered new construction. Detailed analysis indicates that this alignment is not acceptable from an engineering, economic, social or environmental standpoint. The location for the proposed road goes through the ecologically sensitive Ramsar site. From km 1.5 to 4.0 the proposed longitudinal gradient of this road is 8 percent and the proposed road alignment would be through a dense protected forest. This section of the road would require a retaining wall of a minimum of 1 km in length to prevent slope failure.
In addition, the traffic forecast analysis based on the traffic survey and the Origin-Destination survey concluded that traffic flow on this section will be insignificant (less than 1,000 vehicles / day) and therefore, construction of this road would not result in a positive economic rate of return. Consequently the construction of this road is not feasible according to the HDM-4 economic model results and it is not recommended for construction within the MCC program. The current preferred alternative includes improving the road to Otaci.
M2 EIA – Moldova Road Improvements Project -- November 2009 7-2
8. ENVIRONMENTAL MANAGEMENT PLAN
8.1 Introduction The Government of Moldova, having made a proposal to repair five roads totaling 540 km in extent with MCC funding, intends to apply part of the proceeds of this grant to fund reconstruction and repair of the following three roads, which have been prioritized for consideration under phase 1. M14 Balti – Criva 134 km M2: Sarateni – Soroca – Unguri (135) M21: Chisinau – Nistru River (36 km) The main objectives of the proposed road rehabilitation project are to: Enhance income levels of local population through reduced transport costs and cost of goods and services Reduce loss to national economy caused by poor condition of the roads Reduce road accidents through improved traffic conditions The above objectives will be achieved through the rehabilitation of the three identified roads of which the M2: Sarateni – Soroca – Unguri road is being assessed here for environmental impacts of rehabilitation and subsequent operation.
8.2 Objectives of the Project and EMP The Law of the Republic of Moldova on Environmental Review and Environmental Impact Assessment stipulates that Environmental Impact Statements prepared under the law contain a ―description of planned actions of forestalling, liquidation, minimization, and compensation of the impact on the environment.‖109 Appendix D of the Environmental Guidelines of the MCC110 also requires that an EMP be prepared as part of the EIA report. Although the Law of the Republic of Moldova on Environmental Review and Environmental Impact Assessment does not mention an EMP by name, there are no discrepancies between the requirements of Government of Moldova and MCC with regard to preparation of the EMP. This EMP was prepared as part of the Environmental Impact Assessment of the project to rehabilitate the M2: Sarateni – Soroca – Unguri road and aims to: Comply with all the environmental requirements of the Government of Moldova, including, but not limited to, the Law on Environmental Review and Environmental Impact Assessment of 1996 and its regulations, and the MCC Environmental Guidelines Achieve sustainable and environmentally and socially acceptable development interventions for road development Inform the SRA and the contractors on environmental management strategies
109 Law of the Republic of Moldova, on Ecological Expertise and Evaluating Environmental Impact, No. 851 of May 29, 1996, Section III.-Main Requirements Imposed on the Contents of EIS- of the Regulations on EIA
110 Millennium Challenge Corporation, Appendix D: Environmental Impact Assessment Reports. Interim Environmental Guidelines (MCC FR 05-02), 2007
M2 EIA – Moldova Road Improvements Project -- November 2009 8-1
In order to achieve the above objectives the following action has been taken in formulating the EMP. Outlining measures to be adopted in project planning and design to avoid or minimize adverse impacts on the environment and affected communities Formulating specific mitigation measures to avoid or minimize the adverse impacts of pre- construction, construction, and post-construction phases of the road development Preparing a plan to monitor the implementation of the mitigation measures and their effectiveness in combating the adverse impacts Establishing an institutional mechanism for EMP implementation, monitoring, and reporting
8.3 Project Activities The interventions proposed for rehabilitation of the roads, in general, are surface treatment, shape correction, resurfacing and strengthening by overlay, strengthening by reconstruction, repair and replacement of elements to ensure traffic safety, rehabilitation of bridges and foot bridges, and rehabilitation of the roadside drainage system. Rehabilitation of the M2: Sarateni – Soroca – Unguri road may require different types of construction work ranging from minimum maintenance work (patching, crack sealing, vegetation control, guardrail repair and replacement) to surface treatment, shape correction, resurfacing and strengthening by overlay, up to strengthening by reconstruction in different road segments. However, as the designs are yet to be completed the precise location of each type of work needed has not yet been identified. Construction activities will inevitably result in air and water pollution and noise level increases during a limited period. Further, if sections of the road have to be overlaid, disposal of waste material and extraction of base material may have adverse impacts on the environment. Nonetheless, the level of impact will depend on the nature and type of the construction activity to be performed. In addition, cross drainage structures such as run-off trenches, water bypasses, and bridges may have to be repaired or cleaned in some locations. Construction activities at river crossings and other water bodies may cause temporary adverse impacts on aquatic resources and fisheries. The proposed rehabilitation activities will mainly be limited to the existing alignments and right of way as no road widening or extensions are anticipated. Therefore, the social impacts of land acquisition may not be applicable to the rehabilitation of M2. However, some houses, wells, and monuments for road accident victims were observed during field visits as very close to the road verges. Increases in traffic after rehabilitation may contribute to noise level and exhaust emission increases, as well as contamination of surface water.
8.4 Environmental Management Specifications The Project contract documents prepared by the consultant will specify that SRA and construction contractors will implement the EMP. In order to facilitate the implementation process during the construction phase, environmental safeguard specifications have been prepared in a standalone document that is to be included in the technical specifications of the bid documents. These are presented in Annex 4.
8.5 Summary of Environmental and Social Impacts The project is expected to generate several beneficial impacts. Roads in good condition will reduce traffic blocks, engine wear and tear, damage to motor vehicles, and traffic accidents. It will also facilitate faster mobility of people and goods and reduce road transport costs. The ensuing benefits to the economy, public health, and safety justify the project. Further, the construction of a sustainable side drain network will ensure that pooling of water on the roads and blocked drains will be avoided. This will have a positive impact on public health and enhance the life of the road pavement.
M2 EIA – Moldova Road Improvements Project -- November 2009 8-2
Potential adverse impacts on the environment and the public, which are mainly limited to the Construction Phase, have also been identified and are listed below.
8.5.1 Construction Phase Community mobility and small business and shop owners on either side of the roads may be affected adversely during construction, and mitigation for these impacts will have to be pre- planned and commence prior to construction. Surface water quality of the water bodies in close proximity to the project construction sites may deteriorate if erosion products and silt, construction material including burrowed fill material and sand, construction waste, water used in construction activities, and domestic effluent from work camps are allowed to reach the receiving water bodies, especially during rain events. Groundwater quality may be adversely affected by uncontrolled extraction of water and indiscriminate discharge of polluted water on open ground. Air quality may deteriorate due to emissions from operating of plants such as crusher units, hot mix plants, batching plants, and mixers. Further, haulage of construction materials and equipment, and haulage and disposal of stripped material and stripping of road pavement could add to air quality deterioration. Noise and vibration levels in and around the construction sites could increase as a result of operating construction machinery and during loading and unloading of material. Soil in excavated areas may erode and may be carried over by run off; burrowed material may also be washed away or carried away by wind if not covered. Further, soil could become contaminated by accidental spillages of petroleum products and hazardous chemicals used at construction sites. Wetlands, particularly the important ecosystems in the Ramsar site, may be adversely affected by construction waste, exhaust emissions, and increased noise levels which may impact on sensitive flora and fauna inhabiting the wetlands. Handling and storage of hazardous material may also contaminate the surrounding environment if accidentally released. Disposal of spoil and construction waste such as stripped pavement material may also contaminate the surroundings and groundwater. Location and Operation of Work Camps and Temporary Yards may not only damage the immediate environment but also contaminate the surroundings with waste. Traffic and Pedestrian movement may be affected adversely by road closures, storage of construction material, and spoil and dust generated by construction activities. Temporary changes to land use may occur if quarries and burrow pits are to be employed to extract base and fill material Public health could also be adversely affected if water is allowed to pool in and around construction sites and camps, and by increased levels of dust and noise. Occupational health and safety of construction workers may be affected adversely due to hazardous working environments where high noise, dust, unsafe movement of machinery, etc. may be present. Impacts on communities during the construction phase could also result from construction workers developing conflicts with the local community, spread of vector borne and
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communicable diseases, including HIV/AIDS and STIs, from labor camps, and disruption of services and shifting of utilities. All the above adverse impacts of the construction phase are localized in spatial extent, temporary and short in duration and can be mitigated by best construction management practices and mitigation measures detailed in the following section. Proper plans and engineering designs that take into consideration environmental and social aspects will avoid or minimize most of the potential adverse environmental impacts of construction.
8.5.2 Operation Phase Diverting a road through a village will have significant impacts on the village community. Access to vehicular transport, including public transport, would assist in reaching social infrastructure such as hospitals, schools, markets for buying and selling produce, and other services. Provision of utilities by the local administrations will also be facilitated. This will enhance the quality of life and also result in appreciated land values. On the flip side are the adverse impacts, such as road accidents, increased noise levels, air quality deterioration, and also commercialization of village life which may not be a true adverse impact. The potential adverse impacts during the operation phase of the Project, though not very significant, are listed below. Air quality could be affected by marginal increases in the levels of air pollutants as more vehicles use the roads after rehabilitation; however, this would be offset by the lower emissions from newer vehicles operating at more efficient speeds. Noise levels will increase as more vehicles use the road at higher speeds. Surface water could be adversely impacted by increases in vehicle traffic along the road. Further, vehicle accidents could result in a major spill of fluids or chemicals which could contaminate nearby water bodies. Road accidents may increase due to the higher number of vehicles using the roads at increased speeds. If control measures are not adopted, this could become a hazard to pedestrians and non- motorized traffic. Farm Machinery may also add to the increase in traffic accidents. Further, a higher number of vehicles traveling at increased speeds may pose a threat to wild life, especially in the Ramsar site.
8.6 Environmental and Social Safeguards Although several objectives have been cited, the main purpose of formulating the EMP is to recommend a set of environmental and social safeguard measures to address the adverse environmental impacts of the Project. The following prioritized scheme was adopted in preparing the safeguard measures. 1. Avoid the occurrence of adverse environmental and social impacts 2. Minimize the adverse impact 3. Mitigate the adverse impact to its full extent 4. Compensate when mitigation is not adequate
8.7 Mitigation Measures The following approach was used in formulating the mitigation actions for all three phases of the Project.
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Proposed mitigation measures should be: 1. Pragmatic – measures should be readily implementable, effective, and practicable 2. Efficient – measures should effectively achieve the objectives of environmental management within the limits of available information, time, and resources 3. Adaptive – measures should be flexible in order that they can be adjusted to the realities, issues, and circumstances of the Project without compromising the ultimate objectives Cost of mitigation measures: An allowance for environmental mitigative measures has been included in all cost estimates submitted by URS/Nathan. Further, incorporation of mitigative measures into the project designs will be part of the design process and is included in the design cost itself. The costs are shown as a line item in each study and consist of 2.5% of the total estimated construction cost. An additional contingency allowance of 28% has also been added to those costs. The mitigation action to be implemented during the construction phase will be part of the construction activties and the costs is included in the construction costs. Formulation of policy, legislation/regulations with regard to emissions, noise/vibration levels and road safety will have to be carried by ME and SRA as national level programs and the benefits of such legislation/regulation will not be limited to the project activities. The cost of these programs will be borne by the respective agencies.
8.7.1 Design Phase The Project-related environmental impacts to be addressed during the design/pre-construction phase are mainly the social impacts caused by construction activities and road closures. While community in the vicinity of the roads to be rehabilitated will be affected by road closures, marginal air quality deterioration and enhanced noise levels during the construction phase, the main group of project affected persons (PAPs) is the few roadside small business owners/vendors. Income generation from the roadside activities (inclusing the practice of harvesting walnuts from SRA-owned trees within the ROW) may be affected during the construction period. Relocating the memorial monuments on the road verges may be an issue due to cultural and religious attachments, as well as church policy, which does not approve of these shrines. A survey by a water supply expert on the EIA team has indicated that there will be little or no significant impact on the wells, although it is possible that some may be affected during the final design or construction. While every effort will be made to avoid moving the monuments or wells, a consultative process would be initiated by the SRA to get acquiescence from the affected community if moving these features is unavoidable. This will be done in accordance with the Resettlement Policy Framework (Annex 6). The potential hydrological impacts will be mostly positive environmental impacts and assist in proper natural drainage of the road network. To enhance positive impacts of the Project, road drainage will be given due consideration in the designs. Alternative design options and mitigation measures will be considered and specific measures to ensure long-term sustainability of the side drain network will be incorporated. The Contractor will appoint an Environmental and Safety Officer (ESO) whose duties throughout the construction period will be primarily connected to environmental management of the sites. The Contractor will also prepare a Contractor‘s Environmental Management Plan (CEMP) detailing the ways and means that will be employed in the implementation of the EMP during the construction phase.
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SRA will appoint their environmental representative to act as the focal point during the construction phase of the project. This officer will coordinate with the ESO, SRA, and SEI, both the Head Office and local office, in implementation, supervision, reporting, and follow-up action with regard to the EMP.
8.7.1.1 Social Impacts 1. The objectives of the EMP with regard to social aspects are: To ensure that adverse impacts on the community are avoided, mitigated, or compensated To ensure similar or better living conditions for PAPs for the limited period of time their livelihood may be interrupted To ensure that benefits from the road rehabilitation are broadly spread across the society 2. Recommended mitigation measures include: Scheduling the construction activities to avoid or minimize impacts of construction activities on roadside shops, businesses, and houses. Preparing a Mobility and Access Facilitation Plan (MAFP) in accordance with the construction schedule to avoid or minimize impacts of construction-related road closures and blocking of access to properties. Informing the potential PAPs of the MAFP and the schedule of construction activities and road closures. If necessary, providing alternative sites for vendors/micro businesses. These sites should be selected to facilitate equal or enhanced income/living conditions. If alternative arrangements, the MAFP, and construction scheduling are unable to avoid significant adverse impacts on income generation activities, preparing an inventory of PAPs and the extent of their income or other loss. A cut-off date for the inventory of PAPs should be determined by SRA in consultation with SEI. Formulating a comprehensive Compensation Plan to be implemented if and when adverse impacts on the community cannot be avoided. Conducting public consultations on the compensation package. Implementing the Compensation Plan where necessary.
8.7.1.2 Hydrological Impacts 1. The objectives of the EMP in managing hydrological impact are: To facilitate efficient and uninterrupted drainage of peak surface runoff To prevent flood damage 2. Recommended mitigation measures include: Designing cost-effective side drains to cater to runoff Where necessary, designing bridges and culverts for proper discharge of storm water and floodwater during snow melting to prevent damages on nearby houses and properties from flooding due to improved road embankment
8.7.1.3 Accessibility Impacts 1. The objective of the EMP with regard to accessibility impacts is: To ensure that no accessibility problems will occur due to raising of road profile
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2. Recommended mitigation measures include: Designing the roads to fit with the existing footpaths and property entrances
8.7.1.4 Contaminated soil 1. The objective of identifying locations with contaminated soils in the project area is: To avoid avoid impact of contaminated soils soil within project area 2. Recommended mitigation measures are: Avoiding raeas with contaminated soil or if the areas cannot be avoided including measures to treat contaminated soil 8.7.1.5 Soil Erosion Impacts 1. The objective of the EMP in managing soil erosion is: To prevent adverse environmental effects of soil erosion resulting from Project activities 2. Recommended mitigation measures include: As much as possible, utilizing already used areas for earth borrowing, quarries, and disposal sites Designing erosion protection with gabions, gravel, or vegetation cover according to Moldovan standards on steep slopes and along river banks
8.7.1.6 Borrow Pits, Quarries and Waste Disposal Sites 1. The objective of the EMP in identifying locations for burrow pits, quarries, and construction waste disposal sites is: To manage air and water contamination and noise from Project activities at these sites 2. Recommended mitigation measures include: Obtaining a permit from SEI and other relevant state authorities for opening and/or use of burrow areas and quarries Obtaining a permit from local SEI and other relevant Rayonel Authorities for construction and disposal operations
8.7.2 Construction Phase
8.7.2.1 Orientation for Contractors/ Workers 1. The objective of orientation for contractors/workers is: To ensure that the contractors and the workers understand the environmental requirements of the project and implementation of mitigation measures. 2. Recommended mitigation measures include: Conducting special briefings and/or on-site training for the contractors and workers on the environmental requirements of the project Conducting briefing sessions as and when required
8.7.2.2 Water Quality 1. The objective of the EMP with regard to water quality management is:
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To ensure adverse impacts on water quality caused by construction activities are minimized and mitigated 2. Recommended mitigation measures include: Proper construction management including, training of operators and other workers to avoid pollution of water bodies by the operation of construction machinery and equipment Storage of lubricants, fuels, and other hydrocarbons in self contained enclosures Disposal of water and waste products arising from the site via a suitably designed temporary drainage system in a manner that will not cause pollution problems or other nuisance Proper disposal of solid waste from construction activities and labor camps Covering the construction material and spoil stockpiles with a suitable material to reduce material loss and sedimentation Locating temporary construction facilities including structures and material stockpiles at least 50 m away from water bodies and wetland areas Avoiding disposal of wash water, solid waste such as discarded packing, waste from concrete agitator cleaning operations, and excavated material in water bodies and wetlands adjacent to or in the vicinity of the sites Avoiding stockpiling of stripped materials from road pavement where natural drainage will be disrupted Maintaining vehicles and equipment in good operable condition and ensuring no leakage of oil or fuel Performing regular checks on all equipment, plant, and machinery Servicing of vehicles, machinery, and equipment at properly managed and equipped workshops where waste oil is collected and disposed of at approved locations Providing sanitation arrangements at work sites and temporary accommodation facilities to avoid release of wastewater and sewage to drains or water bodies
8.7.2.3 Air Quality/Dust 1. The objective of the EMP in relation to air quality management is: To minimize the air borne particulate matter released to the atmosphere 2. Recommended mitigation measures include: Fitting all heavy equipment and machinery in full compliance with the national and municipal regulations Limiting the of fuel that may produce high levels of air pollutants for plant and equipment only with prior written consent of the SEI Wetting stockpiled soil and sand before loading, particularly in windy dry conditions Enclosing stockpiles of sand and aggregate greater than 20 m3 in volume in walls extending above the pile and beyond its front face Ensuring acceptable all-weather surface for areas within the site where there is a regular movement of vehicles Storing cement and other such fine-grained materials delivered in bulk in closed silos fitted with a high-level alarm indicator; weigh hoppers shall be vented to a suitable filter
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Employing fuel-efficient and well-maintained haulage trucks with proper exhaust baffles to minimize exhaust emissions Turning off the engines for all vehicles, while parked on the site Using efficient equipment, machinery and vehicles with regular checks to affect necessary corrections or repairs and ensure compliance with safety and air pollution requirements Covering soil, sand, and other construction material in storage and in transit Using effective water sprays during the delivery and handling of all sand and aggregate and other similar material when dust is likely to be created Providing barriers in locations where strong winds are likely to blow away dust and debris Spraying of bare areas and roads used for haulage of material with water Washing of tires and lower body of vehicles when moving out from the construction site Selecting sites for material extraction away from residential areas to reduce impact of dust
8.7.2.4 Noise/Vibration 1. The objectives of the EMP in relation to noise and ground vibration management are: To minimize noise level increases during construction operations. To minimize/avoid ground vibration due to construction operations 2. Recommended mitigation measures include: Fitting all powered mechanical equipment and machinery with noise abating gear, such as mufflers for effective sound reducing, in full compliance with the national and municipal regulations As possible, operating heavy equipment during daylight hours Terminating works at the established time (e.g., work during daylight hours), and avoiding increase of noise during peak hours Isolating construction equipment that generates excessive noise/vibration Using well-maintained haulage trucks with speed controls Taking reasonable measures, such as installing acoustic screens to minimize noise near noise- sensitive areas such as schools and places of worship Ensuring the contractor takes responsibility for rectifying damages caused by vibration generated from or by the use of any equipment, machinery, and haulage vehicles
8.7.2.5 Soil Erosion/Surface Run-off 1. The objectives of the EMP in relation to soil erosion/surface run-off management are: To minimize soil erosion To minimize carry over of eroded soil particles by surface run-off 2. Recommended mitigation measures recommended include: Compacting back-fill properly in accordance with design standards Reinforcing slopes and side channels by using gabions, gravel, or vegetation cover
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In the short-term, protecting all areas susceptible to erosion, flood damage, and silt transport/sedimentation with either temporary or permanent drainage works Taking measures to prevent pooling of surface water and scouring of slopes Using silt traps where earthworks are carried out adjacent to water bodies Backfilling newly eroded channels and restoring to natural contours Restoring rest areas and camps for workers after use to prevent erosion Restoring borrow and disposal sites no longer in use
8.7.2.6 Landscape degradation and soil erosion 1. The objective of the EMP in avoiding landscape degradation and soil erosion is: To conserve soil, aesthetic value, and natural vegetation 2. Recommended mitigation measures include: Developing measures to strengthen the steep slopes with vegetation, grass and plants, or gabions Developing efficient methods for disposal or backfilling of extracted soils Avoiding the use of arable land for earth borrowing. If unavoidable, the topsoil (ca 30 cm) shall be removed, stored, and refilled after the operation is completed. Restoring to quasi-original conditions of landscape after completion of rehabilitation works and after use of quarries; restoring the vegetation cover
8.7.2.7 Handling and Storage of Hazardous Materials 1. The objective of the EMP in relation to handling and storage of hazardous materials is: To minimize contamination of the immediate surroundings 2. Recommended mitigation measures include: Storing hydrocarbons and hazardous materials on impervious ground under cover and constructing the storage area as a spill tray to avoid spread of accidental spills Providing safe ventilation for storage of volatile chemicals Restricting and controlling access to areas containing hazardous substances Siting all hot mix plant, crushing plant, workshops, depots, and temporary workers accommodation facilities in approved locations Using refrigerants and fire extinguishing agents in accordance with the ―Montreal Protocol‖
8.7.2.8 Spoil and Construction Waste Disposal 1. The objectives of the EMP in relation to spoil and construction waste disposal management are: To minimize the generation of spoil and construction waste To optimize the reuse of spoil and construction waste To ensure safe and proper disposal of spoil and construction waste 2. Recommended mitigation measures include:
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Estimating the amounts and types of spoil and construction waste to be generated by the project (e.g., pavement material including bitumen) Providing for zones of preliminary accumulation of wastes that will cause no damage to the vegetation cover and other components of the environment Testing removed old asphalt for aromatic and toxic poly-aromatic hydrocarbons before reuse or storage, or treating as hazardous waste Investigating whether the waste such as stripped pavement material can be reused in the project or by other interested parties Identifying potential safe disposal sites close to the project sites, and in consultation with SEI and SRA investigating the environmental conditions of the disposal sites and preparing recommendations on the most suitable and safe sites Transferring and disposing unsuitable excavated material (bitumen and other construction debris) in designated locations agreed to by relevant organizations. The disposal site shall be far from groundwater resources and away from low-lying areas. Systematically carrying away unsuitable excavated materials from areas prone to erosion Reusing waste materials wherever possible Recovering and reusing or removing used oil and lubricants from the site in full compliance with the national and local regulations Avoiding the burning of oil wasted, debris, or other waste material
8.7.2.9 Landslides 3. The objectives of the EMP in relation to the prevention of landslides are: To prevent landslides along the M2 through improper design To prevent landslides during construction and maintenance. 4. Recommended mitigation measures recommended include: Design the road using the relevant landslide prevention design standards fo the Republic of Moldova Carry out construction activities so that vibrations from heavy equipment and soil disturbance from grading, excavation, or slope cutting does not cause the surrounding top soil layer to become unstable and begin a slide. In general take all necessary measures to avoid landslide risk during construction.
8.7.2.10 Historic/Cultural Monuments 1. The objective of the EMP in identifying and preserving historic, cultural, and religious monuments is: To protect the monuments from accidental damage by construction activities 2. Recommended mitigation measures include: Ceasing work as soon as historical and cultural monuments are encountered during earthworks or other construction activities
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Providing relevant information to the Ministry of Culture. The Ministry will determine the value of the historic/archaeological monuments and provide guidance on if and how to proceed with the construction. This may include excavating or otherwise documenting the monuments before proceeding, or in cases of very valuable features, developing a design to avoid the features at that site.
8.7.2.11 Work Camp/Temporary Yard Operation and Location 1. The objective of the EMP in relation to work camp/temporary yard operation and location is: To ensure that the operation of work camps does not adversely affect the surrounding environment and residents in the area, including through the potential spread of STIs and HIV/AIDS 2. Recommended mitigation measures include: Identify the location of work camps in consultation with the SRA, local SEI, and NGOs; where possible, avoiding the location of camps near settlements or near water supply intakes Avoiding the cutting of trees and minimizing the removal of vegetation Providing water and sanitary facilities for employees Managing solid waste and sewage according to the national and municipal regulations. As a rule, solid waste must not be dumped, buried, or burned at or near the project site, but shall be disposed of at the nearest sanitary landfill or site having and complying with the necessary permits. Ensuring the Contractor organizes and maintains a waste separation, collection, and transportation system Ensuring that all liquid and solid hazardous and non-hazardous waste are separated, collected, and disposed of according to SEI requirements and regulations At conclusion of the project, removing all debris and waste, as well as all temporary structures, including office buildings, shelters, and toilets Planting exposed areas with suitable vegetation Ensuring the Engineer inspects and reports that the camp has been vacated and restored to pre-project conditions
8.7.2.12 Safety Precautions for the Workers 1. The objective of the EMP in relation to safety precautions of the workers is: To ensure the health and safety of workers 2. Recommended mitigation measures include: Providing adequate warning signs Providing workers with skull guard or hardhat and other safety gear Instructing contractor workers in health and safety matters, and requiring the workers to use the provided safety equipment Establishing all relevant safety measures as required by law and good engineering practices Provide training and briefings for workers on safety precautions and their responsibility for their safety and the safety of others
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Ensuring that vehicle and equipment operators are properly licensed and trained Arranging for provision of first aid facilities, rapid availability of trained paramedical personnel, and emergency transport to nearest hospital with accident and emergency facilities Allocating responsibilities to ensure that these arrangements are in place Arranging for regular safety checks of vehicles and material, and allocating responsibility for checking Ensuring that material extraction operations are supervised and carried out by trained and experienced staff Establishing procedures and providing instructions about emergency evacuations and providing a list of emergency contacts available for 24 hrs Providing HIV/AIDS and STI awareness training and encouraging voluntary and confidential HIV and STI testing
8.7.2.13 Traffic Management and Construction Safety 1. The objectives of the EMP in relation to traffic management and construction safety are: To minimize disturbances to vehicular traffic and pedestrians during road closures for construction activities, haulage of construction materials, spoil, and equipment and machinery To prevent traffic accidents 2. Recommended mitigation measures include: Formulating and implementing a construction-related traffic management plan Installing traffic warning signs, and enforcing traffic regulations during transportation of materials, equipment, and machinery Conducting awareness programs on safety and proper traffic behavior in densely populated areas near the construction sites Assigning traffic control personnel/flaggers Providing alternative access to pedestrians Arranging necessary measures for passer-by safety and all means of transportation safety (e.g., establishing protection zones, by-passing these areas during transportation of materials) Installing relevant safety elements such as metal guardrails, road signs and delineators, pavement markings, barricades and beams, and warning lights Selecting quarry and borrow sites that are served by roads of adequate capacity for heavy trucks; where minor roads cannot be avoided including provisions for repair and restoration Controlling the loading and operating speeds of haulage vehicles Repairing damages to roads caused by haulage of construction materials, spoil and equipment, and machinery Obtaining approval from local authorities if local road are used for transportation
8.7.2.14 Social Impacts 1. The objectives of the EMP in relation to social impact management are: To ensure minimal impacts from the construction labor force
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To ensure minimal impact on public health, including prevention of spread of HIV/AIDS, STIs, and other diseases To minimize impact of severance of utilities during construction 2. Recommended mitigation measures include: Avoiding conflicts with local communities by providing resources for worker requirements at camp stores and regulating outside visits Avoiding the potential spread of vector borne diseases and communicable diseases, such as STIs and HIV/AIDS, from labor camps by controlling the contact of workers with the local population through camp siting, awareness programs, and regulation Preparing workers to avoid conflict situations through orientation and awareness programs Conducting awareness programs on HIV/AIDS and STI prevention for local populations close to the camp sites Informing the public on timing and duration of any disruption to water, electricity, postal, telecommunications, or other services Avoiding damage to utilities by ensuring that vehicles and equipment are operated by trained personnel, and that operations are adequately supervised Informing the affected community of the schedule if utilities have to be moved or services are interrupted
HIV/AIDS and STI Preventions Measures: Conduct community-based HIV/AIDS education on compassion and non-discrimination and anti- stigma Insert prevention intervention clauses in construction contracts Discourage abuse of drugs (alcohol and narcotics); provide support services for those in need, such as referral to a health facility Consider reducing the time the workforce spends away from home Consider providing entertainment opportunities at rest areas Reduce time spent at border points Consider providing income generation schemes for women in high-risk zones Consider employing local labor for construction and maintenance sites
Design of Behavior-Change Communications (BCC) for Communities and Workforce Focus on behavior change, not just raising awareness Target transport workers with high-risk behavior (including young workers) with peer education Tailor messages to the general workforce, as well as men and women Involve staff including those living with HIV/AIDS Use professional organizations such as NGOs and Community Based Organizations (CBOs) working on HIV prevention Establish links between road safety and HIV prevention
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Design HIV prevention interventions in communities along the road tailored to their specific needs, local language, and traditional/preferable means of communication Use road transportation for large mass BCC campaigns
Increase Condom Availability and Acceptability Subsidize male and female condoms for construction workers, women working in the area, and youth Popularize and increase acceptability of condoms through condom promotion and social marketing campaigns in the communities along the Road
Provide Information on Access to Comprehensive STI Services Educate communities and workers on how to avoid STIs, to recognize common STI symptoms, and to seek treatment via confidential referral systems
Provide Information on Access to Voluntary Counseling and Testing (VCT) Services in the Project area or elsewhere in proximity to the Project area Publicize the existence of anonymous VCT service (testing, pre-test, and post-test counseling)
Provide Information on Access to Treatment of Opportunistic Infections (OIs) Educate people on how to avoid OIs, to recognize common OI symptoms, and to seek treatment
Support the Health System to Deliver Provision of Services of Care, Support, and Treatment to HIV- infected Patients Consistently upgrade HIV/AIDS care provided in health facilities owned/supported by roads/transport employers Consider ways the transport sector can help the health system improve capacity and quality to deliver care to HIV-infected people within the sector Review health care benefits and services within transport organizations and assess the implications for workers in receiving care for HIV and AIDS
8.7.3 Operational Phase In order to achieve sustainability of the development works, the beneficial impacts and the effectiveness of mitigation measures must be enhanced even after construction, as some adverse environmental and social impacts may result from the operation of the Project facilities. As the proposed rehabilitation work will facilitate smooth flow of traffic, exhaust emissions and noise emanation from vehicular traffic is not expected to increase significantly. However, if the number and speed of vehicles plying the road increase, there may be marginal increases in exhaust emissions and noise levels. Therefore, in order to reap the full environmental benefits of the proposed activities and ensure environmental enhancement the following mitigation measures should be implemented, which may require national-level involvement.
8.7.3.1 Air Quality 1. The objective of the EMP in relation to air quality management is: To minimize air pollution from road usage. 2. Recommended mitigation measures include:
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Formulating and strictly enforcing regulations on vehicle emissions subsequent to an awareness program Providing a vegetated barrier on either side of the roads to block the spread of airborne particles to residential areas
8.7.3.2 Noise 1. The objective of the EMP in relation to noise/ground vibration management is: To minimize and/or avoid the noise level enhancement resulting from road traffic. 2. Recommended mitigation measures include: Formulating and strictly enforcing regulations for noise level control, subsequent to an awareness program Employing sound barriers including berms and tree linings in sensitive areas, such as schools, places of worship, hospitals and libraries
8.7.3.3 Road Safety 1. The objectives of the EMP in relation to Road Safety are: To ensure the safety of road users, including pedestrians To prevent vehicular accidents 2. Recommended mitigation measures include: Formulating regulations to impose speed limits, road discipline, and pedestrian safety Enforcing regulations with awareness building The complete Environmental Management Plan is summarized as Table 40 below.
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Table 42: Summary Environmental Management Plan Environmental Institutional Arrangements Cost Mitigation Measures Timing Concern Implementing Responsible Supervising Estimate DESIGN PHASE Income reduction Scheduling the construction activities to avoid or minimize impacts of construction activities on SRA, DCNS SRA SEI Design Cost During Design of businesses and roadside shops, businesses, and houses. shop keepers and Preparing a Mobility and Access Facilitation Plan (MAFP) in accordance with the construction vendors schedule to avoid or minimize impacts of construction-related road closures and blocking of access to properties. Informing the potential PAPs of the MAFP and the schedule of construction activities and road closures. If necessary, providing alternative sites for vendors/micro businesses. These sites should be selected to facilitate equal or enhanced income/living conditions. If alternative arrangements, the MAFP, and construction scheduling are unable to avoid significant adverse impacts on income generation activities, preparing an inventory of PAPs and the extent of their income or other loss. A cut-off date for the inventory of PAPs should be determined by SRA in consultation with SEI. Formulating a comprehensive Compensation Plan to be implemented if and when adverse impacts on the community cannot be avoided. Conducting public consultations on the compensation package. Implementing the Compensation Plan where necessary. Hydrological Designing cost-effective side drains to cater to runoff DCNS SRA SEI Design Cost During Design Impacts Where necessary, designing bridges and culverts for proper discharge of storm water and floodwater during snow melting to prevent damages on nearby houses and properties from flooding due to improved road embankment
Accessibility Designing the roads to fit with the existing footpaths and property entrances, informed by the DCNS SRA SEI Design Cost During Design consultation process during final design. Soil Erosion As much as possible, utilizing already used areas for earth borrowing, quarries, and disposal sites DCNS, SRA SEI Design Cost During Design Designing erosion protection with gabions, gravel, or vegetation cover according to Moldovan standards on steep slopes and along river banks Contaminated Soil Testing suspected areas for soil contamination and avoiding or providing for treating of DCNS SRA SEI Design Cost During Design contaminated soil Impact of Burrow Obtaining a permit from SEI and other relevant state authorities for opening and/or use of burrow SRA SRA SEI Design Cost After design, Pits, Quarries and areas and quarries before Waste Disposal Obtaining a permit from local SEI and other relevant Rayonel Authorities for construction and construction disposal operations Lanslides Detailed design will be according to the relevant landslide prevention standards fo the Republic of DCNS SRA SEI Design Cost During Design Moldova CONSTRUCTION PHASE Inadequate Conducting special briefings and/or on-site training for the contractors and workers on the SRA, Contractor SRA CSE Construction Before start of environmental environmental requirements of the project Cost construction awareness of Conducting briefing sessions as and when required workers Water Quality Proper construction management including, training of operators and other workers to avoid Contractor Contractor CSE Construction During pollution of water bodies by the operation of construction machinery and equipment Cost Construction Storage of lubricants, fuels, and other hydrocarbons in self contained enclosures Disposal of water and waste products arising from the site via a suitably designed temporary
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Environmental Institutional Arrangements Cost Mitigation Measures Timing Concern Implementing Responsible Supervising Estimate drainage system in a manner that will not cause pollution problems or other nuisance Proper disposal of solid waste from construction activities and labor camps Covering the construction material and spoil stockpiles with a suitable material to reduce material loss and sedimentation Locating temporary construction facilities including structures and material stockpiles at least 50 m away from water bodies and wetland areas Avoiding disposal of wash water, solid waste such as discarded packing, waste from concrete agitator cleaning operations, and excavated material in water bodies and wetlands adjacent to or in the vicinity of the sites Avoiding stockpiling of stripped materials from road pavement where natural drainage will be disrupted Maintaining vehicles and equipment in good operable condition and ensuring no leakage of oil or fuel Performing regular checks on all equipment, plant, and machinery Servicing of vehicles, machinery, and equipment at properly managed and equipped workshops where waste oil is collected and disposed of at approved locations Providing sanitation arrangements at work sites and temporary accommodation facilities to avoid release of wastewater and sewage to drains or water bodies Air Quality/Dust Fitting all heavy equipment and machinery in full compliance with the national and municipal Contractor Contractor CSE Construction During regulations Cost Construction Limiting the of fuel that may produce high levels of air pollutants for plant and equipment only with prior written consent of the SEI Wetting stockpiled soil and sand before loading, particularly in windy dry conditions Enclosing stockpiles of sand and aggregate greater than 20 m3 in volume in walls extending above the pile and beyond its front face Ensuring acceptable all-weather surface for areas within the site where there is a regular movement of vehicles Storing cement and other such fine-grained materials delivered in bulk in closed silos fitted with a high-level alarm indicator; weigh hoppers shall be vented to a suitable filter Employing fuel-efficient and well-maintained haulage trucks with proper exhaust baffles to minimize exhaust emissions Turning off the engines for all vehicles, while parked on the site Using efficient equipment, machinery and vehicles with regular checks to affect necessary corrections or repairs and ensure compliance with safety and air pollution requirements Covering soil, sand, and other construction material in storage and in transit Using effective water sprays during the delivery and handling of all sand and aggregate and other similar material when dust is likely to be created Providing barriers in locations where strong winds are likely to blow away dust and debris Spraying of bare areas and roads used for haulage of material with water Washing of tires and lower body of vehicles when moving out from the construction site Selecting sites for material extraction away from residential areas to reduce impact of dust Noise/Vibration Fitting all powered mechanical equipment and machinery with noise abating gear, such as mufflers Contractor Contractor CSE Construction During for effective sound reducing, in full compliance with the national and municipal regulations Cost Construction As possible, operating heavy equipment during daylight hours Terminating works at the established time (e.g., work during daylight hours), and avoiding increase of noise during peak hours Isolating construction equipment that generates excessive noise/vibration
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Environmental Institutional Arrangements Cost Mitigation Measures Timing Concern Implementing Responsible Supervising Estimate Using well-maintained haulage trucks with speed controls Taking reasonable measures, such as installing acoustic screens to minimize noise near noise- sensitive areas such as schools and places of worship Ensuring the contractor takes responsibility for rectifying damages caused by vibration generated from or by the use of any equipment, machinery, and haulage vehicles Soil Erosion and Compacting back-fill properly in accordance with design standards Contractor Contractor CSE Construction During soil contamination Reinforcing slopes and side channels by using gabions, gravel, or vegetation cover Cost Construction In the short-term, protecting all areas susceptible to erosion, flood damage, and silt transport/sedimentation with either temporary or permanent drainage works Taking measures to prevent pooling of surface water and scouring of slopes Using silt traps where earthworks are carried out adjacent to water bodies Backfilling newly eroded channels and restoring to natural contours Restoring rest areas and camps for workers after use to prevent erosion Restoring borrow and disposal sites no longer in use Storage of lubricants, fuels, and other hazardous substances in self contained enclosures Landscape Develop measures to strengthen the steep slopes with vegetation, grass and plants or gabions Contractor Contractor CSE Construction During degradation and Developing measures to strengthen the steep slopes with vegetation, grass and plants, or gabions Cost Construction soil erosion Developing efficient methods for disposal or backfilling of extracted soils Avoiding the use of arable land for earth borrowing. If unavoidable, the topsoil (ca 30 cm) shall be removed, stored, and refilled after the operation is completed. Restoring to quasi-original conditions of landscape after completion of rehabilitation works and after use of quarries; restoring the vegetation cover
Handling and Storing hydrocarbons and hazardous materials on impervious ground under cover and constructing Contractor CSE Construction During Storage of the storage area as a spill tray to avoid spread of accidental spills Cost Construction Hazardous Providing safe ventilation for storage of volatile chemicals Materials Restricting and controlling access to areas containing hazardous substances Siting all hot mix plant, crushing plant, workshops, depots, and temporary workers accommodation facilities in approved locations Using refrigerants and fire extinguishing agents in accordance with the ―Montreal Protocol Spoil and Estimating the amounts and types of spoil and construction waste to be generated by the project CSCNS, Contractor CSE Construction Before Construction (e.g., pavement material including bitumen) Contractor Cost starting Waste Disposal Providing for zones of preliminary accumulation of wastes that will cause no damage to the construction vegetation cover and other components of the environment and During Testing removed old asphalt for aromatic and toxic poly-aromatic hydrocarbons before reuse or Construction storage, or treating as hazardous waste Investigating whether the waste such as stripped pavement material can be reused in the project or by other interested parties Identifying potential safe disposal sites close to the project sites, and in consultation with SEI and SRA investigating the environmental conditions of the disposal sites and preparing recommendations on the most suitable and safe sites Transferring and disposing unsuitable excavated material (bitumen and other construction debris) in designated locations agreed to by relevant organizations. The disposal site shall be far from groundwater resources and away from low-lying areas. Systematically carrying away unsuitable excavated materials from areas prone to erosion Reusing waste materials wherever possible Recovering and reusing or removing used oil and lubricants from the site in full compliance with the
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Environmental Institutional Arrangements Cost Mitigation Measures Timing Concern Implementing Responsible Supervising Estimate national and local regulations Avoiding the burning of oil wasted, debris, or other waste material Landslides Use of heavy equipment and `construction activities resulting in significant vibration (such as Contractor Contractor CSE Construction During blasting) will be done in a way to avoid and prevent landslides. Cost Construction Damage to Ceasing work as soon as historical and cultural monuments are encountered during earthworks or Contractor Contractor CSE Construction During Historic/Cultural other construction activities Cost Construction Monuments Providing relevant information to the state agency for Historical and Cultural Monuments Protection. Work Camp/ Identify the location of work camps in consultation with the SRA, local SEI, and NGOs; where CSCNS, Contractor SRA Construction Before Temporary Yard possible, avoiding the location of camps near settlements or near water supply intakes Contractor Cost starting Operation and Avoiding the cutting of trees and minimizing the removal of vegetation construction Location Providing water and sanitary facilities for employees and During Managing solid waste and sewage according to the national and municipal regulations. As a rule, Construction solid waste must not be dumped, buried, or burned at or near the project site, but shall be disposed of at the nearest sanitary landfill or site having and complying with the necessary permits. Ensuring the Contractor organizes and maintains a waste separation, collection, and transportation system Ensuring that all liquid and solid hazardous and non-hazardous waste are separated, collected, and disposed of according to SEI requirements and regulations At conclusion of the project, removing all debris and waste, as well as all temporary structures, including office buildings, shelters, and toilets Planting exposed areas with suitable vegetation Ensuring the Engineer inspects and reports that the camp has been vacated and restored to pre- project conditions Worker safety Providing adequate warning signs Contractor Contractor CSE Construction During Providing workers with skull guard or hardhat and other safety gear Cost Construction Instructing contractor workers in health and safety matters, and requiring the workers to use the provided safety equipment Establishing all relevant safety measures as required by law and good engineering practices Provide training and briefings for workers on safety precautions and their responsibility for their safety and the safety of others Ensuring that vehicle and equipment operators are properly licensed and trained Arranging for provision of first aid facilities, rapid availability of trained paramedical personnel, and emergency transport to nearest hospital with accident and emergency facilities Allocating responsibilities to ensure that these arrangements are in place Arranging for regular safety checks of vehicles and material, and allocating responsibility for checking Ensuring that material extraction operations are supervised and carried out by trained and experienced staff Establishing procedures and providing instructions about emergency evacuations and providing a list of emergency contacts available for 24 hrs Providing HIV/AIDS and STI awareness training and encouraging voluntary and confidential HIV and STI testing Traffic Formulating and implementing a construction-related traffic management plan Contractor Contractor CSE Construction Before Management and Installing traffic warning signs, and enforcing traffic regulations during transportation of materials, Cost starting Construction equipment, and machinery construction
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Environmental Institutional Arrangements Cost Mitigation Measures Timing Concern Implementing Responsible Supervising Estimate Safety Conducting awareness programs on safety and proper traffic behavior in densely populated areas and During near the construction sites Construction Assigning traffic control personnel/flaggers Providing alternative access to pedestrians Arranging necessary measures for passer-by safety and all means of transportation safety (e.g., establishing protection zones, by-passing these areas during transportation of materials) Installing relevant safety elements such as metal guardrails, road signs and delineators, pavement markings, barricades and beams, and warning lights Selecting quarry and borrow sites that are served by roads of adequate capacity for heavy trucks; where minor roads cannot be avoided including provisions for repair and restoration Controlling the loading and operating speeds of haulage vehicles Repairing damages to roads caused by haulage of construction materials, spoil and equipment, and machinery Obtaining approval from local authorities if local road are used for transportation Social Impacts Avoiding conflicts with local communities by providing resources for worker requirements at camp Contractor Contractor CSE Construction During stores and regulating outside visits Cost Construction Avoiding the potential spread of vector borne diseases and communicable diseases, such as STIs and HIV/AIDS, from labor camps by controlling the contact of workers with the local population through camp siting, awareness programs, and regulation Preparing workers to avoid conflict situations through orientation and awareness programs Conducting awareness programs on HIV/AIDS and STI prevention for local populations close to the camp sites Informing the public on timing and duration of any disruption to water, electricity, postal, telecommunications, or other services Avoiding damage to utilities by ensuring that vehicles and equipment are operated by trained personnel, and that operations are adequately supervised Informing the affected community of the schedule if utilities have to be moved or services are interrupted
HIV/AIDS and STI Preventions Measures: Conduct community-based HIV/AIDS education on compassion and non-discrimination and anti- stigma Insert prevention intervention clauses in construction contracts Discourage abuse of drugs (alcohol and narcotics); provide support services for those in need, such as referral to a health facility Consider reducing the time the workforce spends away from home Consider providing entertainment opportunities at rest areas Reduce time spent at border points Consider providing income generation schemes for women in high-risk zones Consider employing local labor for construction and maintenance sites Design of Behavior-Change Communications (BCC) for Communities and Workforce Focus on behavior change, not just raising awareness Target transport workers with high-risk behavior (including young workers) with peer education Tailor messages to the general workforce, as well as men and women Involve staff including those living with HIV/AIDS Use professional organizations such as NGOs and Community Based Organizations (CBOs) working on HIV prevention
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Environmental Institutional Arrangements Cost Mitigation Measures Timing Concern Implementing Responsible Supervising Estimate Establish links between road safety and HIV prevention Design HIV prevention interventions in communities along the road tailored to their specific needs, local language, and traditional/preferable means of communication Use road transportation for large mass BCC campaigns Increase Condom Availability and Acceptability Subsidize male and female condoms for construction workers, women working in the area, and youth Popularize and increase acceptability of condoms through condom promotion and social marketing campaigns in the communities along the Road Provide Information on Access to Comprehensive STI Services Educate communities and workers on how to avoid STIs, to recognize common STI symptoms, and to seek treatment via confidential referral systems Provide Information on Access to Voluntary Counseling and Testing (VCT) Services in the Project area or elsewhere in proximity to the Project area Publicize the existence of anonymous VCT service (testing, pre-test, and post-test counseling) Provide Information on Access to Treatment of Opportunistic Infections (OIs) Educate people on how to avoid OIs, to recognize common OI symptoms, and to seek treatment Support the Health System to Deliver Provision of Services of Care, Support, and Treatment to HIV-infected Patients
Consistently upgrade HIV/AIDS care provided in health facilities owned/supported by roads/transport employers Consider ways the transport sector can help the health system improve capacity and quality to deliver care to HIV-infected people within the sector Review health care benefits and services within transport organizations and assess the implications for workers in receiving care for HIV and AIDS
OPERATIONAL PHASE Air Quality Formulating and strictly enforcing regulations on vehicle emissions subsequent to an awareness SRA, SEI SEI ME TBD Before/During program Operation Providing a vegetated barrier on either side of the roads to block the spread of airborne particles to residential areas SRA SRA SEI Construction During Cost Construction Noise Level Formulating and strictly enforcing regulations for noise level control, subsequent to an awareness SRA, SEI SEI ME TBD Before/During program Operation; Employing sound barriers including berms and tree linings in sensitive areas, such as schools, places of worship, hospitals and libraries SRA SRA SEI Construction During Cost Construction Road Safety Formulating regulations to impose speed limits, road discipline, and pedestrian safety SRA SEI ME TBD Before Enforcing regulations with awareness building Operation; Provision of emergency plans and institutional capacity for responding to accidental spills of SRA SRA SEI TBD During hydrocarbons, chemicals and hazardous substances Operation CSE – Construction Supervising Engineer DCNS – Design Consultant ME – Ministry of Ecology and Natural Resources SEI – State Ecological Inspectorate Costs: Construction cost - these costs will be included in the project construction costs and will be included in the tenders for the construction contract
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Design cost – these activities are carried out during the design phase and are included in the cost estimates for the feasibility studies and design TBD – (To be determined) these activities have to be carried out by the Ministry of Ecology and Natural Resources and State Roadways Authority outside of the project, therefore the costs are not included in the project costs
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8.8 Environmental Monitoring Plan The mitigation measures proposed in the EMP will be carried out by the responsible implementing agencies. However, to ascertain whether the mitigation measures are implemented properly and whether the implemented measures are capable of mitigating the adverse impacts as intended, conducting environmental monitoring is essential. Atmospheric pollution in Moldova is of less concern than the quality of water, particularly the quality of the wells on the road edges. Further, the increase in air and water pollution and noise levels due to project activities are anticipated to be marginal. Considering the above, and the paucity of agencies capable of conducting environmental monitoring in Moldova, a practicable monitoring plan has been prepared including only the essentials. The following environmental monitoring parameters were prioritized for inclusion in the monitoring plan: Traffic and Pedestrian safety Accessibility Borrow and disposal areas Water quality (surface water and ground water) Air quality Noise levels Soil, forest areas, trees and natural resources Hazardous material use Worker safety Social impacts Maintenance during operational phase
Water Quality Monitoring Locations: The following are suggested as sampling locations for baseline monitoring of surface water quality: Three sampling locations between Sarateni and Floresti Three sampling locations between Floresti and Soroca Three sampling locations between Soroca and Unguri Six wells that may be affected by the construction activities should also be selected to establish a baseline of ground water quality. SRA, in conjunction with the local SEIs, will identify these locations. The sampling locations for the construction period may be finalized after the construction plan is prepared, focusing on sensitive locations and considering the layout and nature of each site and public complaints. Frequency: In establishing the baseline, monitoring should be conducted during all four seasons. However, if temporal and other constraints do not allow for monitoring during all four seasons, monitoring should include at least the dry and wet seasons. During construction, routine sampling should be carried out monthly, and, as required by the Supervising Engineer and public complaints.
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Social Impact Monitoring Methodology: A social impact management committee (SIMC) consisting of representatives from MCA, SAR, SEI (head office and respective local offices), Rayonel /Territorial/Municipal Administrations, and NGOs in the area will be appointed with SRA as the convener. This committee will be responsible for management of social impacts and external monitoring of social impact mitigation. The monitoring may be conducted through a subcommittee appointed from SIMC member organizations or by outsourcing to an agency specializing in social sciences. In addition to verifying the information furnished in the internal supervision and monitoring reports, the agency will visit households on a monthly basis for 3 successive months following completion of sub- project engineering activities to: Gather qualitative indications of the social and economic impact of project implementation on the respective households. (For example, what has been their experience of project policy implementation? In retrospect, do they feel the process was fair and equitable? Did they have and/or do they still have grievances? If so, what is their experience of the grievance redress procedure? How might improvements be made?) Suggest modification, formulated through community consultation and participatory planning, in the implementation procedures of the Resettlement Policy, as required, so as to upgrade performance in achieving policy objectives. The following indicators will be used in this evaluation: Mitigation of adverse effects, such as blocked access to business places, social infrastructure etc. Adequacy of MAFP and alternate access and alternate sites provided Impact on female-headed and vulnerable families and disadvantaged PAPs Compensation payments made to all affected businesses/households before project implementation Adequacy of the method for determining valuation and compensation for assets (crops and trees) and/or incomes The sub-project age of resettlement and construction: respective resettlement activities should be completed at least 1 month before the start of associated physical works. Restoration of economic activities: affected persons should be monitored for restoration of income earning capacity and production levels. Households informed and consulted about project policy and procedures. Level of satisfaction of affected households evaluated and recorded Level of satisfaction among households with the mechanisms of grievance redress and the speed of redress of grievances Potential conflict situations Frequency: Monitoring will commence before construction and will continue until the end of construction and if necessary after construction. Quarterly reports will be submitted to the SIMC on the survey/public consultation findings. SIMC will initiate remedial action if and when required. A summary of the monitoring plan is presented in Table 40: Monitoring Plan.
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Table 43: Monitoring Plan Parameters to be Monitoring Phase Monitoring Location Monitoring method Time of Monitoring Cost monitored Agency Design Design office Design and traffic parameters During the design Design cost SRA Traffic safety
Accessibility Design office Design and traffic parameters During the design Design cost SRA Material borrow and disposal Design office Permits from responsible authorities During the design Design cost SRA areas Construction Soil erosion New cut and fill areas, Inspections at site and soil slopes, and quarries mechanical information
When deemed necessary during and Soil contamination Around areas of plant and Inspection of sites and amalysis of Construction cost SEI after construction work machinery operation;, Oil, soil samples chemical and hazardous materials storage areas, Water pollution (E.coli, pH, SEI/ Centre for Before construction for establishing Color, Electrical Conductivity, In selected water bodies, Preventive Inspection and analysis of water baseline; Turbidity, DO Suspended mainly at bridge US$ 4,500 Medicine (CPM)/ samples in an approved laboratory quarterly and when deemed necessary solids, Oil and grease, Total rehabilitation sites Laboratory of Apa- during construction dissolved solids) Canal Chisinau Ground water pollution SEI, Centre for (pH, Color, Electrical Before construction to establish a Preventive Selected wells on the Laboratory analysis of ground water conductivity, DO, Suspended baseline; quarterly and when deemed US$ 4,000 Medicine (CPM)/ roadsides samples in an approved laboratory solids, Oil and grease, Total necessary during construction Laboratory of Apa- dissolved solids) Canal Chisinau Before construction for baseline; SEI/ Laboratory of Air pollution/dust when deemed necessary during earth Work sites Inspection and analysis of samples TBD Apa-Canal (PM10, NOx, CO) and asphalt work Chisinau
Before construction for baseline; SEI/ Centre for Noise Inspection and when deemed necessary during earth, Work sites TBD Preventive Leq noise levels (dB); measurement blasting, and asphalt work; on public Medicine (CPM) complaints Conservation of Eco resources Work sites Inspection When clearing land and restoring used Minimal additional Local SEI/ including forests and trees on areas construction cost Community road sides Organizations Use of hazardous materials Work sites Accident reports When accident occurs Minimal additional Construction should be monitored to prevent construction cost Supervising accidents and reduce remedial Engineer costs for clean up At and around work site Inspection on visibility and Once per month during rush hour Minimal additional Contractor; appropriateness construction cost Construction Vehicle and pedestrian safety Supervising Engineer
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Parameters to be Monitoring Phase Monitoring Location Monitoring method Time of Monitoring Cost monitored Agency Worker safety At work site Inspection Unannounced inspections during work Minimal additional Construction (protective equipment; construction cost Supervising organization of bypassing Engineer; local SEI traffic) At the camp site during Inspection According to the existing regulations Minimal additional Construction construction activities construction cost Supervising Overall workers‘ camp site Engineer; local SEI conditions
Before and Construction sites in Public consultation surveys with Pre-construction phase and continue TBD SRA/SEI During residential and business areas PAPs to monitor each of the until completion of construction and 3 Construction Social Impacts: parameters mentioned months after construction and After Parameters mentioned above Construction
Operation Onsite Accident report Immediately after accident Can cause high SRA/SEI Accidents with hazardous remedy costs materials or wastes
On the road during operation Observation of obedience of speed Randomly by decision of the Traffic Routine Traffic Traffic Police/SRA and other traffic regulations Police Police Duty Traffic safety
Onsite Inspection When required Routine SRA Maintenance of drainage system maintenance
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8.9 Institutional Arrangements
8.9.1 Overview Well-defined roles and responsibilities and adequate institutional arrangements are central to the effective implementation of the environmental safeguard measures outlined in the foregoing EMP. Accordingly, details of institutional arrangements and the roles and responsibilities of the various institutions in the implementation of the EMP are discussed below.
8.9.2 Key Agencies The Key Agencies with major roles in the implementation of the EMP are: 1. SRA 2. The Contractor 3. Design Consultant and Construction Supervising Engineer 4. State Ecological Inspectorate and Local level Ecological Inspectorates 5. Centre for Preventive Medicine (CPM) 6. Community Organizations The EMP implementation workflow is shown in Figure 18. This figure illustrates the relationships between the key stakeholders. The next section provides a more detailed discussion of the Agencies involved in EMP implementation during the construction stage.
8.9.3 Role of Involved Agencies The SRA is the Project executing agency. SRA also has responsibility for ensuring that the EMP is properly implemented. Therefore, SRA will facilitate establishing best construction practice modality together with the Consultant and the contractor(s), particularly in regard to environmental protection. The planning and design of the project has been entrusted to the design consultants who will also supervise the construction as the Construction Supervising Engineer (CSE). Thus, the main responsibility for monitoring and reporting on the implementation of the EMP lies with CSE; therefore, CSE through their Environmental Specialist (ES) will be responsible for regular supervision and reporting on EMP implementation by the contractor. The Contractor(s) entrusted with the task of rehabilitating the roads will be the key player(s) responsible for implementing the environmental mitigation measures recommended for the construction phase. Before commencing construction activities, the Contractor will submit to the CSE a Contractor‘s Environmental Management Plan (CEMP) for implementing the EMP. The implementation of the EMP will be managed by the Contractor and the Contractor‘s Environmental and Safety Officer (ESO) will be primarily responsible for daily inspection and monitoring of EMP implementation. The ESO will conduct day-to- day inspections and regular auditing with assistance from the ES to ensure the Action Plan is followed.
8.9.4 Reporting and Followup The ESO will prepare monthly and incident reports that will be submitted to the CSE, who will submit the reports to SRA with their comments, observations, and recommendations. SRA will report to SEI and send feed back to the Contractor through the consultant or directly when urgent action is required. Monitoring and reporting on the implementation of follow-up action will also be part of the duties of the ESO.
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SRA will prepare and submit quarterly project environmental and social management reports to SEI, who will convene project environmental management meetings when necessary to discuss and instruct on the environmental and social management aspects of the Project. SRA, the CSE, and the Contractor will participate in the meetings. Wherever possible, representatives of Community Organizations will also be invited to the meetings. The path for reporting and follow-up action is also depicted in Figure 18.
8.9.5 Public Complaints Community will be informed through consultation meetings that public complaints will also be entertained, documented, and investigated by the ES/Consultant. Resolving the complaints will be entrusted to the ES in consultation with the contractor and community representatives. Public complaints which cannot be resolved at the Construction Supervising Engineer/SRA level will be directed to SEI for further action necessary. ES will record all complaints and action taken to resolve them. ES/CSE will inform the complainant of the action taken. If the complainant is not satisfied he/she will be informed that there is further recourse through petitioning MCA-Moldova.
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Figure 18: Work Flow for EMP Implementation 8.10 Implementation Schedule The implementation schedule for the EMP has been prepared taking into consideration the provisional time schedules for preparing the environmental assessment, including preparation of the EMP, road designs, and bid documents, awarding of tenders, and start of construction. As soon as the notification to proceed is received, the contractor is expected to prepare and submit a plan of action detailing the means by which the construction-related environmental and social mitigation measures recommended in the EMP will be implemented. While the contractor is expected to strictly follow the Action Plan, mitigation action required at the pre-construction phase will already have been implemented by SRA/Design Consultant. Key elements of the implementation schedule are as listed below: Preparation and submission of the contractor‘s EMP Nominating an Environmental and Safety Officer Finalizing site(s) and layout plan(s) for construction camps/temporary yards incorporating environmental requirements Preparation and submission of Mobility and Access Facilitation Plan (MAFP) and Construction Schedule Informing public of MAFP and alternative access and alternative sites Implementation of mitigation and enhancement measures Environmental auditing (Contractor, Construction Supervising Engineer) Monitoring and reporting on EMP implementation (Contractor, Construction Supervising Engineer, SRA, SEI) A sample Implementation Schedule is presented as Table 41.
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Table 44: Indicative EMP Implementation Schedule Responsible Post- Activity Feasibility Design Construction Agency Constn Finalization of EMP Design Consultant
MCC Concurrence Design Consultant
Approval of EMP by SEI SRA/Design Consultant Presentation of EMP at pre-bid SRA/Design meeting Consultant Preparation of Contractor‘s Contractor Environmental Management Plan Review and Approval of CSE Contractor‘s Environmental Management Plan Allocation of Environmental Contractor Management staff by Contractor Preparation of Mobility and Access SRA/ CSE Facilitation Plan (MAFP) Preparation of Monitoring/Reporting CSE Guidelines and Format Identification of Burrow areas and Contractor/ CSE Spoil Disposal sites Assessing site plans and location of CSE/SRA construction camps/yard Implementation of mitigation action Contractor
SEI Auditing and Supervision of EMP Contractor Implementation Monitoring EMP Implementation CSE
ME Reporting Contractor/ CSE
Follow up Action Contractor/ CSE
ME CSE – Construction Supervising Engineer;
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9. CONSULTATION
9.1 Approach to Public Consultation
9.1.1 Background The communities potentially impacted by the Project could be identified as comprising a number of groups, differentiated by their socio-economic status and other aspects of their demographic and cultural make-up, but also by the nature and/or severity of impact. Each of these groups may have different transport requirements and/or aspirations; different capabilities, levels of education, health, and/or access to capital resources. To ensure that participating members of these varied groups are identified and their opinions and aspirations recorded, the need for social analysis is paramount. The EIA report includes a Social Impact Assessment (SIA), the compilation of which included public consultations. The SIA reflects both national statistics and results from field inquiries. It will indicate how the proposed Project will directly or indirectly contribute to poverty reduction and how it will ensure that its benefits fall proportionately on the Project impact populations, including women, elderly, the poor, young people, and other vulnerable groups. In addition, meetings and consultations were held with government agencies involved in the projects and with non-governmental organizations with interest in development, environmental and/or social issues (see Annex 5).
9.1.2 Public Involvement Objectives Appropriate public consultation is vital to the success of all the Project activities, not just the development of the EIA. As such, the project team will develop and implement a system that will establish and maintain an ongoing dialogue between the SRA, MCA-Moldova, the public, non-governmental organizations, the Project teams, and other involved agencies of the GoM. The public consultation program will also be designed to meet the requirements of MCC and the GoM for EIAs. The public consultation program was designed to consist, in broad terms, of the following four sets of meetings, together with ample other opportunities for the public, NGOs, and involved agencies to comment on the environmental and social assessment. Besides these meetings, consultation will continue during and inform the final design and construction stages. 1. The first set of meetings took place as part of the scoping process. These are described in Kennedy‘s reports of October 2008 and in Section 3.2 of this EIA, and they provided an initial sense of the public‘s principal concerns regarding the project. 2. The second set of information meetings are described in Section 9.2. These meetings were held during the development of the EIA and aimed to inform the public at numerous sites along the project about the project‘s goals and constraints, the EIA process, and the types of impacts that can be anticipated for a road rehabilitation project. In general, the meetings were hosted jointly by SRA, MCA, and the elected representatives of the villages. An attempt was made to ensure that the public was aware of the meetings and that participants were representative of the local communities. 3. The third set of consultations, described in Section 9.6, aimed to obtain more detailed and less formal information from people likely to be affected by the project. Unlike the meetings described above, the approach was much less formal, and relied on focus groups and interviews with a broad representation of ordinary people as opposed to village or other government officials.
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4. The last set of formal public meetings will occur at the time of the official Draft EIAs as required by Moldovan environmental regulations. Additional interested parties not contacted in the process just described may be reached through the media, specifically local television stations that may air interviews regarding the projects. The public consultation process has the following objectives: Ensure that stakeholders and the public understand that their concerns are important to the GoM. Keep affected persons and other stakeholders informed of activities related to the proposed Project in a timely manner. Provide affected persons and other stakeholders an opportunity to review and comment on the proposed alternatives. Highlight differences between the perceptions of the various groups within the proposed Project districts. Such potential variation amongst different groups by gender, age, location, economic and poverty level, education, and ethnicity will enable subsequent Project works to be designed to reflect the local socioeconomic and cultural context and aspirations of the potentially impacted households. Provide information and comments regarding the Project that can be used for scoping and other safeguard documents. Keep the GoM informed and sensitive to changes in community concerns, attitudes, information needs, and activities regarding the proposed Project. Serve the public‘s information needs and address citizen‘s inquiries effectively through meetings, fact sheets, and other information dissemination techniques. Respond to the needs of the media effectively by providing timely responses to inquiries and requests for interviews and briefings. This quick response to the media helps ensure fair and accurate reporting on the proposed Project. Provide a unified channel for dissemination of information about the progress of the environmental and social assessment process and the environmental and socio-economic issues. Identify issues and potential areas of concern to avoid and/or resolve conflict. Provide timely information to elected and local, regional, and national officials. Provide a mechanism/process for expressing grievances and resolving conflicts. Potential participants in the public consultation program include inhabitants and leaders of elected governments in the project area; decisions makers of the community; NGOs interested in the roads program or the environment; cognizant government agencies; and women, youth, and community leadership (local government as well as informal leaders) from potentially affected areas in adjacent countries.
9.1.3 Public Involvement and Communication Techniques
Public Meetings: The meetings took approximately 2 to 3 hours (longer if participants had many questions) and were based on the format shown in Table 45. All participants were asked to sign and print their name on an attendance roster. This was done to ensure that the team obtained comments and feedback from a suitable cross-section of stakeholders (including women) and to invite past participants to future meetings, as
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required. Participants wishing to provide written comments were given appropriate project addresses to do so. The MCA-Moldova program was described in its entirety, including the irrigation and agriculture components, which are not the responsibility of SRA and the Nathan/URS team. This was to ensure that there is no confusion regarding the overall scope of the MCA program. The description included a brief review of the MCC environmental and social requirements, including the MCC resettlement and gender policies.
Table 45: Public Meeting Agenda
Time duration Agenda Subject Responsibility First 15 minutes Greetings, introductions of presenters, general MCA Environmental Lead (or description of the MCC program, and SRA representative) statement of purpose of meeting. Request for all participants to sign attendance sheet. 20–30 minutes Description of the Project SRA Environmental Consultant; support by Nathan/URS Communications and Technical leads ~ 1–2 hours Structured Q&A session SRA Environmental Consultant; support by Nathan/URS Communications and Technical leads At end of meeting Refreshments and informal discussion All participants
In describing the Project, SRA emphasized not just the pertinent details of the Project under discussion but also how the Project fits into the overall transportation and poverty-reduction program of Moldova. Preliminary results of the environmental and social assessment were also discussed. In the ―Structured Question and Answer‖ period, some of the following questions were posed to the participants. How often do members of your community use the road? What do you use the road for? Who in the community uses the road most often? Men, women, young people? Is the road important to this community for transporting goods, services, or passengers? How is it different for men compared to women? Do some people use the road to transport agricultural produce or other goods from this village to urban markets? What do they sell? Who buys these goods? Does the buyer come from the market to buy? Do you transport goods to market to sell? What percentage of women is involved in this process? Is there a public transport service along this road? When do you use public transport and where do you go? How can the public transport service be improved? How can it be improved especially for women and young people compared to men? What are the biggest problems with the road? Are there problems with women and the poor using the road? Fast cars, trucks and buses, carts and walkers, women, children, and the elderly all use the road at the same time. Does this cause problems? Have there been any accidents on the road near your village? How can we make the road safer, especially for children, the elderly, and women?
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How can the road be improved to provide a better service to this community and especially for the poor and vulnerable populations and women among them? Do you have any other important issues you wish to discuss regarding the road? Do you think that your region will benefit from the works to be implemented within the MCA- Moldova program, or do you think that the road improvements will cause problems to you or your community? What do you think are the alternatives to the road improvements? In the community, has the Roads Project caused irrevocable losses to people (including women, the poor, and the elderly)? Do you feel that compensation for losses due to road construction or other public works has been fair in the past in this region? Do you anticipate specific adverse or beneficial impacts of the program on local environmental, social, or economic conditions that may fall disproportionately on women, the poor, the elderly, or young people and do you have ideas or suggestions to enhance positive impacts or reduce negative ones? Questions and answers were documented for future reference. The sessions were videotaped to ensure accuracy in documenting the feedback and to allow team members who did not participate in the program to view the process. All sessions were held in the Moldovan language, and the documentation was translated to English.
Printed Material: A short brochure describing the MCA-Moldova program was developed and handed out to participants. The brochure included phone numbers and e-mail addresses of MCA and SRA responsible officers, and Nathan/URS team members working on the EIA.
Media: Where possible, the team sought the cooperation of local television or radio stations willing to air interviews or other informative programs regarding the MCA-Moldova program and the road projects.
9.1.4 Resources The public meetings required the following resources:
Personnel: Nathan/URS Communications/Social Impact Lead Nathan/URS Technical Representative MCA Environmental Lead SRA Environmental Consultant Vehicle: Vehicle(s) and driver(s) to bring personnel and equipment Equipment: PowerPoint projector and screen; laptop computer Digital videotape Some illustrative maps/charts of the project Handouts: MCA-Moldova program brochure with short description of road under discussion (~500 photocopies) Refreshments: Tea, soft drinks, biscuits (obtained locally)
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9.1.5 Tentative Schedule for Initial Meetings Meeting schedule is as follows: Gratiesti (or Cirescu) (M21): April 30, 2009 Negureni (M2): May 4, 2009 Grigorauca (or Soroca): May 5, 2009 Arionesti (or Unguri): May 5, 2009 Balti: May 6, 2009 Lipcani: May 6, 2009 Where possible, two meetings were combined into 1 day; however, the meetings were not rushed, and participants were given ample time to ask questions or provide comments. As time permitted, individual meetings with local government officials from other nearby areas were scheduled to make best use of the team‘s time and resources.
9.2 Public Consultation Meetings for the M2
9.2.1 Representative Communities Because of the physical length of the Project areas, and in order to most efficiently reach affected people, the informational meetings were carried out at the following locations for the M2 project: Negureni: A village near the southern terminus of the M2 project was selected to address concerns in that area. Badiceni: This village has a large number of wells along the road that may be affected and is also near the large town of Soroca. Arionesti: An alternative alignment for the M2 would include a new road around Arionesti to Unguri. Unguri will also experience much increased traffic approaching the international bridge. In the case of Arionesti (or Unguri), officials and NGOs from the Ukrainian side were invited, and meetings were held with local administrative units on the Ukrainian side to get their views, as described in Section 9.2.4.
9.2.2 Meeting in Negureni Village Date: May 4, 2009 Place: Negureni village, Mayor‘s Office
Information on Village: Total population of Negureni village – 3100 people, around 50 percent women, 50 percent men. There is a children‘s garden (190 children), and secondary school (527 schoolchildren). The village has a Medical Family Center, a Community entertainment/recreation Center, and ―Triodor‖ Cannery. Some years ago there was a cattle farm, winery, but they were closed and are not operating now. People mainly work in agriculture, grow vegetables. There are problems with water quality – hard water is specific for local shallow wells. There is an authorized landfill. In the village there are no environmental and social NGOs.
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List of Participants
# Name Organization, position Contact information 1. Bejniţă Mihail Leader, Director of Agricultural 60 263 Enterprise, local councilor 2. Botnaru Liliana Teacher, local councilor 60 346 3. Botnaru Spiridon Engineer land-management 60 387 4. Melinte Ana hall social worker 60 236 5. Melinte Tamara Director of kindergarten ―Andrieş‖ 60 260 6. Negruţă Vladimir Farmer, local councilor 60 204 7. Perju Ala Kindergarten Teacher 60 726 8. Perju Tamara Accounts of Hall Negureni 9. Sclifos Pavel Director of High School of Negureni 60 200 10. Şpilevoi Alexandru Retired 60 243
Main issues discussed – Informing the local community about the Compact Road Rehabilitation Project and specifically, the road M2 (135 km) Sarateni-Soroca-Unguri; discussion of environmental and social concerns related to the Project. Present local community: 11 persons, men – 6, women – 5. Main views, problems, and recommendations outspoken by the participants:
Environmental Aspects There are some zones with landslides along this portion of road.
Social and Gender Aspects Local people use this road to go to Chisinau, Soroca, and Balti. Some social issues could appear with the crosses along the road. Generally, the village is situated close to the road and because of that there are many incidents. Rehabilitation of existing road is important for the village, and its widening will be crucial to avoid accidents. No agricultural fields will be affected by the construction and road. Road reconstruction will be beneficial for economic development of the village.
9.2.3 Meeting in Badiceni Village Date: May 5, 2009 Place: Badiceni village, Mayor‘s Office
Information on Village: The villages of Badiceni and Grigorauca are governed by the same Mayor. There are 4 women in local Council (total Council members – 13). Total population – 3500 people, from them 1700 men and 1800 women. There are 17 Gypsy families (around 100 people). Children under 6 years old number about 500. There are 97 children in the children‘s garden, and about 500 schoolchildren in local lyceum. There is a
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Health Center in the village, and a home for senior citizens. There is ―Visa‖ ecological NGO and ―Viitorul‖ (―Future‖) Association of schoolteachers and parents. There is an artesian borehole for centralized water supply, built in 2008, immediately after the severe drought.
List of Participants
# Name Organization, position 1 Dorogan Grigore Owner of land 2 Paşa Andrei Driver 3 Boldareţcu Constantin Driver 4 Vrînceanu Oleg Driver 5 Umaneţ Victor Unemployed 6 Tîltu Evsei NGO Future, President 7 Păcuraru Dumitru local councilor 8 Mitrean Filip Driver 9 Drăgălin Valentin cadastral engineer 10 Gumenco Angela local councilor, deputy-director, Bădiceni High School 11 Toma Ludmila Chief Accountant Mayor Bădiceni 12 Romanciuc Raisa Teacher, Bădiceni High School 13 Sochirean Victoria nurse in the village Grigorăuca 14 Sîrbu Feodora Unemployed 15 Prisăcari Eugenia Saleswoman in the village Grigorăuca 16 Tîltu Rodica Head of Cultural house, Bădiceni 17 Spoială Silvia Local council secretary Bădiceni 18 Zaldea Vitalie Environmental Association ―VISA‖ 19 Berzedean Elena Junior Mayor, president of the schoolchildren council 20 Spătaru Victoria local councilor 21 Spoiala Felicia schoolchildren council 22 Brighidin Angela Chief of the old shelter, local councilor 23 Beiu Grigore Local Consultant NGO ―ACSA‖ 24 Călugărul Ştefan Priest Soroca town, Grigorauca resident 25 Tetiu Valeriu Vice President of Soroca district 26 Marangell Samantha Peace Corps volunteer in Bădiceni 27 Spinei Ion Chef of Newspaper ―Realitatea‖ from Soroca 28 Ursachi Cozma Mayor of Rubleniţa village
Main issues discussed: Informing the local community about the Compact Road Rehabilitation Project and specifically, the road M2 (135 km) Sarateni-Soroca-Unguri; discussion of environmental and social concerns related to the Project. Present local community: In total 29 people were present, among them 13 women, and 16 men from three villages - Badiceni, Grigorauca and Rublenita. Main views, problems and recommendations outspoken by the participants:
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Environmental Aspects Some houses in Grigorauca village are flooded in some periods due to the lift of underground waters. Portions of road are flooded, too The bridge needs rehabilitation. Some concerns were raised about heavy trucks, because the road is close to houses; at night the noise is especially disturbing. Some people reported that the large vibrations had caused cracks in their houses; those claims need to be more fully identified.
Social and Gender Aspects People welcome the reconstruction of the road and think it will be generally beneficial for their localities – the road will promote the development of villages; One matter of concern is the wells constructed close to the road; Many village houses are situated close to the road; people want a centralized water supply to be constructed to take the place of shallow wells; Crosses along the road to mark the memory of people who died in road accidents: some people generally agree with the official church‘s opinion that these crosses need to be removed. (Note: There does not appear to be full agreement on this issue, and it should be discussed during the design-stage consultations to ensure that those who placed the crosses have an opportunity to be heard, and alternatives presented to them).
9.2.4 Meeting in Arionesti Village Date: May 5, 2009 Place: Arionasti village, Mayor‘s Office Main issues discussed: Informing the local community about the Compact Road Rehabilitation Project and specifically, the road M2 (135 km) Sarateni-Soroca-Unguri; discussion of environmental and social concerns related to the Project. Present local community: In total 18 people (men – 12, women – 6) from three villages – Arionesti, Pocrovca, and Unguri.
Information on Village: Unguri village: total population – 1550 people, 800 women, 700 men, 145 children, 600 households. People are dealing with fruit growing (mainly, apples), which are sold in Moldova and Ukraine. There is an historical Church and monastery in the vicinity of the village, as well as a family doctor‘s office, and a hospital.
List of Participants
# Name Organization, position o 1 Baltă Ina GP Arioneşti o 2 Banari Oleg Teacher , local councilor o 3 Beţivu Valeriu Forest engineer o 4 Călin Victor Mayor Chief Accountant Arionesti
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# Name Organization, position o 5 Canţăr Vasile Mayor of Arioneşti village o 6 Carauş Maria Tax collector, Arioneşti o 7 Chetova Eleonora secretary of local council o 8 Epure Mihai engineer o 9 Galuşnic Viorica Manager of the artistic and culture programs o 10 Ianu… Mihail Mayor of Unguri village o 11 Pascal Vasile Director ―Agrolacte‖ SRL o 12 Rîlskii Ivan Mayor of Popovca village o 13 Rusu Vladimir Land owner o 14 Rusu Zinaida Head Post Office o 15 Suveica Serghei Director ―Ariprodagro‖ firm o 16 Ţurcan Ghenadie local councilor o 17 Ţurcan Natalia agronomist ―Ariprodagro‖ village Arionesti o 18 Voroşin Anton Land owner
Main views, problems and recommendations outspoken by the participants:
Environmental Aspects There is a Ramsar protected zone – a unique forest close to the Arionesti and Unguri villages, and this is a matter of concern for this project as it is planned that part of the road will be laid in this area. It was proposed to install the protection shields against the forest animals crossing the road to avoid their being killed by cars.
Social and Gender Aspects People recognize the high economic value of this road for them and welcome its reconstruction; they consider this road as a ―window to Europe‖ that will open the way to Ukraine for them, and further to other countries; Many people in these villages are dealing with growing fruit (apples) and vegetables, so reconstruction of the road will allow them more easy access to the markets of Ukraine and others; There are private agricultural fields near the road; The road will improve not only economic development of villages, but also the tourism development in this area: they have the unique forest, and also the lake and historical monastery nearby. (Note: it is not clear that there is a good understanding of the potential, impacts, and requirements of a tourism industry. This issue should be addressed by government outside of the Project)
9.2.5 General Conclusions Related to All the Public Meetings Several general statements can be made based on the public consultation meetings held to date:
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1. People welcome the reconstruction of roads and recognize this as an important factor of economic development of their settlements. There were no participants who expressed a negative attitude towards this project. 2. In many cases people are so happy with the prospect of the roads being reconstructed that they are reticent to speak their concerns and apprehensions with regard to possible negative impacts. They are afraid that their concerns could somehow prevent this project‘s implementation. The project team had to explain people that their views are a most important and valuable tool for determining the best way to finance and implement the roads rehabilitation project. 3. Meetings were attended by local authorities who asked many questions about the technical aspects of the project and were less inclined to express their environmental and social concerns. Local inhabitants who attended were more perceptive to the scope of the meeting and were sincere in expressing their views. When asked why they did not invite more ―simple people,‖ some authorities said that they represent the interests of all the people and it is their mission to defend the interests of the whole community. However, during the discussions people generally outlined their specific local needs and concerns with regard to the Project, and the general picture of their attitude can be clearly seen. Some people expressed a concern that if they said anything negative about the Project it would reduce the chances for its implementation. Although useful, the meetings did not always represent full and open discussions. This was addressed with the third set of consultations described in Sections 9.1.2. 4. Future meetings should involve more public participation, including people living in different parts of localities, people belonging to different socio-economic layers, representing different occupations, nationalities, etc.
9.3 Consultation with International, National, and Local Agencies
9.3.1 State Environmental Expertise and State Environmental Inspectorate Date: February 25, 2009
Attending: Consultants and Officers of the State Environmental Expertise and State Environmental Inspectorate. Mr. Valeriu Holban, Director SEE – tel 24 24 19 [email protected] Mr. Stefan Stasiev Principal Inspector SEI Mr. Sunil Goonetilleke, Environmental Expert, Nathan-URS Mr. Armando Balloffet, Environmental Team Leader, Nathan-URS Ms. Angela Florea, Interpreter After introductions, Mr. Balloffet described the project and the MCC requirements to carry out environmental assessments, develop environmental management plans, and implement a monitoring system. MCC is aware that sometimes additional resources may be needed by some monitoring organizations to carry out a comprehensive program as may be laid out in the EMPs for MCC projects. He then asked Mr. Holban to discuss the role and responsibilities of his agency. The agency is the State Environmental Expertise and State Environmental Inspectorate, under the Ministry of Ecology and Natural Resources. Mr. Holban shares an office with three other officers. Mr. Balloffet asked if they had enough resources to carry out the anticipated monitoring programs and there was no clear response. Mr. Holban indicated that the monitoring for the projects would be done by the regional (district) offices of the inspectorate. He appeared to indicate that they do not have all the
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required resources (such as sound level meters and other equipment). A follow-up meeting with him and/or with the involved regional offices is likely required to ensure that they have the capabilities to do the job, or to put together a capacity-building program to help them reach that level. Mr. Goonetilleke then presented a draft of the EIA and EMP process for discussion. Mr. Holban and Mr. Stasiev had a number of comments that resulted in the development of the flow diagram shown as Figure 2. Mr. Goonetilleke then asked for information on updates to the environmental laws. Mr. Holban indicated that there were many laws and that the amendments to them could be found, in Moldovan, at www.justice.md. He also presented a list of Moldovan environmental legislation, and indicated how to access the Web page to obtain updates on individual laws and regulations. Mr. Balloffet indicated that the team would like to visit them again at a later time before finalizing the reports, and Mr. Holban said this was acceptable.
9.3.2 World Bank’s Office in Moldova Date: May 3, 2009
Attending: Viorica Strah, Program Assistant Alexei Ionascu, Social Expert Olga Covaliova, Consultant EIA Team
Meeting Summary: Information on WB Programs and Projects in Moldova can be found on site: www.worldbanl.org.md. The main document is Country Partnership Strategy. Social Expert at WB Headquarters in D.C. is Menahem Pryves. Regarding the Roads Project, A. Ionascu mentioned that each WB project has its specific Social Assessment which is normally a part of EIA document. For the WB road project the EIA document has been prepared, and can be found at the WB site. Unfortunately, no other information was provided.
9.3.3 Ministry of Economy Date: May 4, 2009
Attending: Angela Albu, Superior Consultant on Infrastructure Roman Proca, Consultant at Industry and Infrastructure Department, expert responsible for the development of roads and motor transport Olga Covaliova, Consultant EIA Team
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Meeting Summary: Activity Program of Moldovan Government ―Progress and Integration‖ can be found on site: www.gov.md. The social impact of the Roads rehabilitation Project undoubtedly will be positive: it will improve the connection between villages and their connection with the Center. If the quality of roads will be good, the traffic will be more intensive and these connections will be improved. Roads are one of the main components of infrastructure. Investments are among the main factors of regional development. As regards to the regional development, interests of farmers can be involved, and their agricultural fields can be affected, so these problems should be settled on the local level. Due to the road construction works, new work places will be created, and local men and young people can be involved in construction. Good quality roads will be beneficial for the investments in small and average business. The Roads rehabilitation project will affect positively the economic development of the area: Industrial Park in Floresti, Airport in Marculesti (Floresti region), Briceni town. This project will also be beneficial for the implementation of European Union -funded projects and programs such as European Union Eastern Partnership Program: Trans-boundary Cooperation Program for Romania-Moldova-Ukraine, Nistru-Danube-Prut Program. This project will contribute to the development and implementation of water supply and sanitation projects in the Central and Northern zones of Moldova. As it is planned to rehabilitate the road to Dubasari, this could to some degree assist to the settling of Transdniestrian problem.
9.3.4 Ministry of Education Date: May 4, 2009 Attending: Nadejda Velisco, Principal Consultant, Directorate of Policies Analysis, Monitoring and Evaluation Olga Covaliova, Consultant EIA Team
Meeting Summary: The Roads Rehabilitation Project will have mostly positive impact on children: many schoolchildren living in villages have to go to schools on foot or by bus (distance is up to 3-3.5 km). So the schoolchildren will be able to more easily reach their schools. The schoolteachers: Some of them work in several villages, and for them it is crucial to be in place on time. The teachers also participate in the meetings and seminars in the regional centers and in the capital city, and they will be able to go there more easily once the roads are in good condition. The Moldovan strategy on education can be found on the site: www.edu.md.strategies.
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The project can be expected to have a negative impact if the road is laid too close to a school territory or crosses it. In this case the road would be dangerous for children. In Lipcani town the school building had to be moved because of the road construction. In every problematic case it is necessary to discuss with the school authorities, teachers, and parents whether the Project will have a direct impact on children. Generally, roads reconstruction will have a positive effect on the quality of education: children will be able to go for more excursions, visit natural and historical places of interest, visit other schools, participate in regional and republican competitions, and communicate more with other children. Access to schools will be easier and they will receive more equipment: computers, sports equipment, TV sets, etc. The project will have a positive impact on the general population: if the roads are poor, people from other localities and from the Center do not wish to visit other areas. Roads will help the people, including women with children, to reach the medical centers and hospitals more easily.
9.3.5 Ministry of Construction and Regional Development Date: May 11, 2009 Attending: Cuculescu Andrei, Head of Directorate on Investments Development and Roads Infrastructure Olga Covaliova, Consultant EIA Team
Meeting Summary: The Strategy of Transport Development Infrastructure for the years 2008-2017 can be found on site: www.mcdt.gov.md . The Roads Rehabilitation Project is in line with this Strategy. The roads M14, M21, and M2 are state priorities for the year 2010. The road M14 is part of European road Roman (Romania)- Jitomir (Ukraine). From a social-economic viewpoint, roads rehabilitation will enable a decrease of the mileage cost, due to improved movement conditions, less oil consumption, less wear on automobiles and lower need for spare parts, and decreased trip times. The consumers‘ expenses thus will be reduced. There is a special Technical-economic justification confirming these conclusions. The project will positively affect social life in the villages, as everywhere where there is a good quality road, the authorities in the localities take measures to build footpaths for pedestrians, improve water conveyance pipelines, and repair the streets and houses. Good quality roads will create good conditions for cars. It is crucial for the companies with field branches, chain-stores across the country, and roadside hotels. Improved access will be made using such businesses more comfortable and easier. The project will certainly promote tourism development and will contribute to attracting foreign tourists. Moldova is a ―blank spot‖ for them, and many tourists are interested to discover unknown lands.
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From an ecological viewpoint the project will have positive effects, as the demands on car engines will be reduced and will result in more savings and optimal operation. This in turn will reduce of the rate of toxic air emissions to the atmosphere. The total time spend for trips will be reduced, so generally there will be fewer emissions. The project can help to prevent pollution of the territories by road spills, as at the same time as the road beds are rehabilitated, the drainage systems along the roads will also be repaired. These works are connected with repair of the water supply system in localities and water conveyance will be improved as a result. The main negative effects of the project can be expected to occur during the construction effort: construction debris, asphalt-laying works, noise, and their influence on people will depend on where the work is occurring as it progresses. These possibly negative impacts during construction should be discussed with the local populace, and the appropriate mitigation measures are obligatory.
9.3.6 Ministry of Local Public Administration (does not exist in new government) Date: May 11, 2009
Attending: Victoria Cujba, Head of the Directorate of Analysis, Monitoring and Policies Evaluation Olga Covaliova, Consultant EIA Team
Meeting Summary: National Program ―Satul Moldovenesc‖ (―Moldovan Village‖) for the years 2005-2015 stipulates the roads rehabilitation and road network construction in Moldova as one of the main priorities: site www.gov.md. The Program of Government Activity reflects an importance of infrastructure development and specifically, roads rehabilitation. The Report on the Government Activity Program implementation during 2008-2009 contains the Chapter IV. Increase of Economic Competitiveness, Para 9. Infrastructure Rehabilitation. This paragraph specifies that the rhythm of Moldova‘s development is dependent on the creation of modern infrastructure. In view of that, on November 20, 2008, the Memorandum of Understanding was signed which implies the launch of the COMPACT project for Moldova. This document also describes the costs and specifics of roads already rehabilitated, and the Program for the distribution of the Road Fund for the year 2009. The National Development Strategy contains as a priority the development of investment projects, and the policy of regional development has strong social orientation. Among the main priorities are roads rehabilitation and provision with water supply. Infrastructure development is critical for social development, and this postulate is specified in all the Ministry‘s documents. All the Mayorates in Moldova basically have their Development Agendas. However, the local administrations do not have in their budgets enough funds for roads and water projects, so the investments are the additional resources, crucial for local governments, that help them to implement their planned activities. Thus, the investments will enable local administrations to reach their direct scopes.
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There is a Law on Local Services Decentralization. Local administrations are responsible for maintenance of the roads. Infrastructure development and roads rehabilitation will promote the development of small business in the localities: hotels, shops, restaurants close to the roads. Their development will create the fiscal basis, as they pay the taxes, including to local budgets. Due to these taxes, local budgets will receive more funds that can be directed to the development of the social sphere (so-called reinvestment). In this way the roads rehabilitation, through the chain ―small business-taxes to local budgets-funds for social development‖ will contribute to resolving social problems in the localities and will enable financing of needed socially oriented local projects. The Ministry supports all the investments oriented to the development of local governments, and considers them the source that permits them to fulfill their obligations to the society.
9.3.7 Ministry of Labor, Social Protection and Family Date: May 12, 2009
Attending: Head of the Directorate of Policies Analysis, Monitoring and Evaluation Olga Covaliova, Consultant EIA Team
Meeting Summary: Governmental Instruction #26, 2001 specifies that apartment buildings are forbidden to be accepted for operation without the construction of special facilities for disabled people. Apartments designated for families with disabled people must foresee their access to the sanitary- technical facilities, bathroom, etc. The redeveloped infrastructure will help enable equal access to apartments and administrative, medical, and social buildings for all people, including the elderly, children, and disabled. For families with small children, disabled, and blind people, the houses must be provided with access ramps, handholds, lifts, etc. With regard to the Roads Rehabilitation Project, rest points should be constructed along the roads at a regular distance from each other; and they should include telephones for calling medical aid, police, and other assistance Along the roads should be also constructed the special diversion loops that allow drivers to pull off the roads for rest/sleep stops. The road infrastructure should include the motels, rest spots, and hotels. Special lane and intersection markings must applied on the road surface especially for safety at night. The labeling of roadsides would help prevent the accidents. Near the localities special zones must be marked for public transport stops, disabled people‘s transport, and bicycles. Generally, it is advised that the roads being rehabilitated be built with respect to the best European quality standards. The construction should be managed by foreign specialists, not the Moldovan ones.
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During the construction efforts, a special unit should be established for analysis, monitoring, and assessment of the work.
9.3.8 Ministry of Healthcare Date: May 12, 2009
Attending: Head of the Directorate of Policies Analysis, Monitoring and Evaluation Olga Covaliova, Consultant EIA Team
Meeting Summary: The Roads Rehabilitation Project will have more positive than negative impacts on population. The project will positively affect the ―Sanitary aviation‖ (the service was given this name when the sanitary helicopters and cars could in case of emergency quickly reach patients and get them to the central hospital. Nowadays, there are no more helicopters, but the cars still work). It is known that the highly qualified doctors and medical specialists are concentrated in the capital city – Chisinau. But there are cases when a patient needs urgent interference of qualified specialists which are missing in the patient‘s locality. In that situation, a ―Sanitary aviation‖ car will be able to reach the patient much more quickly and take him to Chisinau where qualified assistance is better able to be provided. In some cases the life or death of a person depends on this service speed. And of course high-quality roads will help to move quickly, which is crucial for the lives and health of some patients. The general access to doctors by their patients will be improved when the quality of the roads is improved. Air pollution has a negative impact on population health.
9.3.9 Ministry of Transport and Roads Infrastructure Date: May 13, 2009
Attending: Mr. Savitski, Head of Investments Department Olga Covaliova, Consultant EIA Team
Meeting Summary: Generally the Roads Project in Moldova is welcomed. Unfortunately, Mr. Savitski refused to express his opinion about the social aspects Roads rehabilitation project: he said that without the permission or direct indication of higher authority (Minister or Vice-Minister) he is not authorized to discuss social issues or any other issues.
9.3.10 World Health Organization Regional Office for Europe Date: May 13, 2009
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Attending: Silviu Domente, Technical Officer, DPR/Health Systems Olga Covaliova, Consultant EIA Team
Meeting Summary: The WHO is interested in Roads Rehabilitation Project in Moldova, as it is the environment that determines the people‘s health. Thus, improvement of environmental conditions will positively affect health conditions for local people. It is proposed to include the Health Impact Assessment as a component of the Environmental and Social Assessment document, or to prepare a separate Health Impact Assessment related to the project. In view of this, WHO could assist in preparation of this document and hire qualified local and foreign experts for this scope. The WHO Regional Office in Moldova has good contacts with their central offices in Bonn and Copenhagen. WHO experts could provide recommendations on a governmental level. Current poor conditions of roads in Moldova are reflected negatively in the level of mortality. Statistics show the direct effects of road conditions on road accidents. Provision of safety measures on roads is important for Moldova. The new and rehabilitated roads should ensure higher safety levels through the construction of special parking places, pedestrian crossings or subway passes, markings and other measures. The roads rehabilitation will have a positive impact on economic development, which in turn affects the health of the population. Therefore, an increase in economic development is expected to improve the health of the population overall. During construction there will be some negative impacts: noise, dust, and construction debris. It is important that debris not be thrown out on the fields, into water springs, etc. Noise protection measures are to be considered. The problem of occupational health for construction workers is essential. They usually suffer from professional diseases, and are affected by noise during operation of the machines (such as asphalt cutters), intoxications, and dust. Appropriate protective measures for them are to be taken. However, the work itself is positive; it creates jobs during the construction period and for the ongoing roads operation and maintenance work.
9.3.11 UNDP Integrated Local Development Program Date: May 13, 2009
Attending: Olga Covaliova, Consultant EIA Team
Meeting Summary: After being informed in detail about the Roads rehabilitation project in Moldova, the staff member of UNDP ILDP who was contacted said that he is not ready to discuss the social and, eventually, the environmental aspects of this project, and would need more time to think about them. He requested detailed information on project: description, design, proposed alternatives, etc.
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However, he refused to continue the discussion a few days later because he is very busy with his own work. No one else from the office agreed to discuss the social aspects of the Roads project.
9.3.12 International Labor Organization/PEC Date: May 12, 2009
Attending: Viorica Ghimpu, National Programme Manager Olga Covaliova, Consultant EIA Team
Meeting Summary: Generally, the main existing social-economic problems in Moldova with regard to roads are as follows: Limited capacity of institutions responsible for roads management to maintain and rehabilitate roads as well as to attract and target good investments for road maintenance; Insufficient capacity and transparence in management of grants/loans/credits for road rehabilitation. The social impacts of the Road Rehabilitation Project in Moldova will be: Road users will have access to good quality roads. The population will pay lower costs for road transport services. A larger network of roads connecting rural and urban areas will give the road users access to more services not available in their places (villages, mostly) of residence. Anticipated social and economic benefits of the project will be: An increased capacity of institutions responsible for roads management to maintain and rehabilitate roads, and to attract and target investments for roads maintenance; Increased capacity of the institutions responsible for roads management and traffic police to control accidents on trunk roads and maintain safe and worry-free pedestrian spaces on community roads. This situation will ensure an equal impact of the project to all categories of beneficiaries: men, women, youth, and children. The concrete problems that can be resolved by this project are: The project could contribute to maintaining the functions of roads (extending the lifetime of road structures through appropriate road management); Facilitate the road traffic by promoting effective measures to deal with traffic congestion, etc.; Building and maintenance of safe and worry-free roads. Proposed actions: to increase awareness and generate ideas on better targeting of project resources, create a project steering committee consisting of an equal number of relevant experts representing the public institutions and NGOs; upload more information about the project objectives, progress, and problems encountered by the project on relevant sites.
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9.3.13 Conclusions Regarding Agency Interviews 1. In total, 12 organizations were contacted. 2. Of those, 9 were collaborative and open for discussion. They were outspoken in their views and recommendations with regard to the Project. In some cases, their recommendations were specific, original, and connected directly to the activities of the appropriate ministry or agency. 3. One of the ministries directly involved in the project-related activities, the Ministry of Transport, refused to discuss the social problems and give their views. No reason was given to the Consultant. 4. Two international agencies, including the World Bank regional office and UNDP ILDP, which also have similar or related programs/projects, only gave general remarks. 5. The common opinion is that the Roads Rehabilitation Project in Moldova is mostly welcomed as it is in line with the Government and Development priorities and will contribute to the social development of society as a whole. 6. The main negative impacts of the project are expected during the construction stage, so special mitigation measures are needed to address those. 7. The Project will promote the development of the social sphere through improved infrastructure, easy access to public facilities, education and health improvement, development of small business, and creation of new work places.
9.4 Consultation with Non-Governmental Organizations
9.4.1 Environmental Non-Governmental Organizations A meeting was held on April 29, 2009 at the VisPas Hotel in Chisinau, at 9:00 a.m. The purpose of the meeting was to inform the Environmental Non-Governmental Organizations about the Roads Rehabilitation Project in Moldova, proposed to be financed as a grant by MCC, and to obtain any comments, concerns, or questions that the NGOs had about the Project roads or the MCA-Moldova program. The meeting started with a short introduction by each participant, who gave their name and a brief description of their organization‘s principal interests: Bajureanu, Radion; Ecologie-Expert S.R.L. Balloffet, Armando; Nathan/URS Bideac, Liubovi; LumeaVerde Braga, Dumitru; Eco-Răzeni Buburuz, Dionisie; AO Academia de Stat a Mediului Budeşteanu, Sergiu; MCA-Moldova Chirca, Irina; GreenMedia portal Cocîrţă, Petru; AO PRONATURA Covaleva, Olga; Nathan/URS Dumitru, Arion; Viitorul Verde Egamberdi, Nilufar; Nathan/URS Jaloba, Tatiana; AVI-Moldova
M2 EIA – Moldova Road Improvements Project -- November 2009 9-19
Negură, Rodica; SalvaEcoAO Puşcaşu, Silvia; Ecologie-Expert S.R.L. Snop, Vasile; OT Chişinău MEM Stavilă, Tamara; Unda Verde Trombiţki, Ilia; Eco-Tiras Vlădicescu, Elena; EcoZonRecea Vladicescu, Veaceslav; Administraţia de Stat a Drumurilor (SRA) Veaceslav Vlădicescu and Sergiu Budeşteanu gave a general presentation of the MCA program and described the details of the Project. They also presented some background information about MCA- Moldova and MCC. There was a general discussion of the possibilities of many types of impacts, social, economic, and environmental, that can appear during or after the reconstruction activities for the road projects: M2 Sărăteni – Unguri; M14 Bălţi – Criva; and M21 Chişinău – Dubăsari. It was mentioned that the majority of Moldovan roads need to be reconstructed because they are technically deteriorated. Mr. Buburuz mentioned that the Chişinău – Dubăsari Road has touristic importance to the Republic of Moldova because it passes through a very picturesque area. Mr. Vasile Snop suggested that it would be a good practice to privatize the roads, bur Mr. Veaceslav Vlădicescu disagreed, explaining that the national legislation does not allow privatizing state roads, also another argument against this was that the majority of the population in Moldova is poor and would likely not be willing to spend money for tolls. Mr. Ilia Trombiţki expressed his interest in participating in the informative meeting and he insisted that all the questions discussed during the meeting be included and taken into account when doing the feasibility study. Mr. Petru Cocîrţă talked about the importance of diminishing potential environmental impacts. He also added that the NGOs‘ opinions are much closer to the general population‘s point of view regarding the project than are the government‘s views. Many participants affirmed that the rehabilitated roads should bypass settlements because of economic reasons and for population comfort. Also mentioned were the disadvantages of going through the villages, such as the intense traffic and noise, and increased impact on the local biodiversity. Mr. Ilia Trombiţki proposed to drop the idea of reconstructing the northern portion of Sărăteni – Unguri Road. He said it would be better to avoid rehabilitating the road that passes through the Ramsar area. It was stated that special attention should be paid to the wells along the roads – viable alternatives must be proposed. The roads will have economic importance for the country and population: specifically, there will be a beneficial impact on the export of agricultural products as soon as two of the three roads connect Moldova with the other countries. Roads contribute to the development of a free market economy. Some of the roads to be rehabilitated under the Project will promote the development of tourism as they will provide access to historical, cultural, and environmentally important places. No on-going NGO projects were mentioned that would be affected by roads‘ reconstruction works.
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There was some discussion among the NGOs about the Government‘s ability to perform the projects without corruption. Mr. Armando Balloffet pointed out that MCC success criteria for a country are a functioning democracy, the existence of an open-market system, low levels of corruption, and transparency. It was suggested to create a blog to collect and display the comments made regarding the execution of the Project. At the end, the participants agreed that some environmental impacts cannot be avoided, but they have to be minimized as much as possible, so that the reconstruction of the proposed roads would be carried out well.
9.4.2 Social Non-Governmental Organizations A meeting was held on May 14, 2009 at the VisPas Hotel in Chisinau. The purpose of the meeting was to inform the Social Non-Governmental Organizations about the Roads Rehabilitation Project in Moldova, proposed to be financed as a grant by MCC, and to obtain any comments, concerns, or questions that the NGOs had about the Project roads or the MCA-Moldova program. Among the NGOs, five women and one man attended.
List of Participants:
# Name Organization, position Contact information 1. Precup Galina ―Parteneriat pentru dezvoltare‖ [email protected]; (―Partnership for Development‖) Center +37322.237089 2. Ciobanica Alina International Labour Organization +37322.213556 3. Boico Maria ―Generatia mea‖ (―My Generation‖) NGO Cell: 069449015; +37322.451727 4. Ganec Eugenia National Federation of Patronage in [email protected]; Agriculture and Food Industry cell: 069282750 5. Cernat Victoria Forum of Women‘s Organizations in [email protected]; Moldova, +37322.272220 Executive Director 6. Cotruta Alexandru ―Gutta Club‖ NGO for Children and Youth [email protected]; cell: 079366897 7. Ulziisuren Jamsran Programs Manager UNIFEM [email protected] 8. Alecasdru Osadcii Program Coordinator UNIFEM [email protected] 9. Veaceslav Vladicescu SRA Environmental Consultant [email protected] 10. Iurie Gotişan Consultant MCA Moldova [email protected] 11. Nilufar Egamberdi URS/Nathan Consultant [email protected]
Main issues discussed: Providing information about the Compact Road Rehabilitation Project; discussion of social and environmental concerns related to the Project. Main views, problems, and recommendations stated by the participants:
Social and Gender Aspects According to the National Development Plan adopted in Moldova the roads are among the main priorities.
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The roads are the wealth of the country. Roads reconstruction will have a positive impact on tourism development in Moldova. The benefits from the tourism development will be available to many people: new workplaces will appear, new infrastructure will be developing, including restaurants, etc. Any reconstruction of existing roads and construction of new roads in Moldova is welcomed, as the population is very tired of poor road quality. Poor road quality provokes incidents and many cars are destroyed. Modern buses cannot move on these roads. People recognize that the main inconveniencies are expected to occur during the construction stage, therefore temporary roads for cars and people are to be organized. The most serious aspect is security for pedestrians and especially of children, so footpaths need to be built. In rural localities it is important to build the footpaths and bicycle lanes so as to resolve this issue and not return to it in 5-10 years, when the need in these paths will be obvious. Women will be less involved in construction works than men; however, the specific needs of women need to be taken into account. Security measures are to be taken to protect the women and children during the construction works. Village bypass roads need to be constructed. It‘s important to follow the experience of developed countries and to build good bicycle paths. Another potential problem is agricultural machines (tractors, etc.) crossing the roads and damaging them. So the population is to be educated in this regard, and taught how to protect and maintain the roads. It is expected that new hotels, restaurants, and guest houses (motels) will be opened along the roads once they are rehabilitated. So, it will be necessary to build rest zones, toilets, and parking places. It is good that due to the improved roads quality the emergency cars will be able to better reach the patients, including poor people, who need them. Due to the good quality roads the mobility of people will increase, too. We need to mention that people working in construction and transport will be at risk during the construction phase. Recommendation regarding the improving of public participation: in addition to the public meetings, it would be expedient to prepare leaflets/flyers with current information on roads reconstruction and distribute them among the people in appropriate localities. Also, information on project status can be placed on the Information boards at the Mayor‘s office. If necessary, resettlement policy and issues need to be broadly discussed with the population. The project development and reconstruction works can be discussed in mass-media (central and local), such as radio and TV broadcasts. Also, in churches these issues and problems can also be discussed.
Environmental Aspects Generally, people in rural localities are poor and cannot afford to install high-quality noise- protecting windows. Meanwhile, in some localities many houses are situated close to the road. To protect people from the road noise, it would be expedient to build noise-protecting shields like those used in Sweden, Poland and other countries.
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There is a lake in Gratiesti village close to the road. This place is a recreation area for children. Therefore, safety measures are to be taken to avoid accidents in this area, including the building of bicycle lanes, footpaths, and pedestrian crossings. The roads will provoke air pollution. It is advised to plant trees and ―green belts‖ along the roads. It is also advised to remove the unauthorized crosses which have been installed by the people in memory of their relatives who died in road accidents.
9.5 Consultation Trip to Ukraine Period of performance: June 1-2, 2009 Team of consultants: Rodion Bajureanu, Vladicescu Veaceslav, Covaliova Olga 9.5.1 Scope of the Trip A consultation trip was made to Ukraine to asses the environmental and social conditions on the Ukrainian side of the border at the end of the M14 project. In particular, the Bronniki village and bridge across the Dniester to Moldova were visited. The meeting was held in the Mayor‘s office (and Local Rada – Local Government) of Bronniki village (Ukraine), which is situated just past the town of Mogilev- Podolskyi, on the bank of Dniester. On the opposite side of the river there is Moldovan village Unguri, where the road M2 (to be rehabilitated under this Project) begins.
9.5.2 The Bridge between Bronniki and Unguri The bridge connecting these two villages is closed for cars, and there is no customs there, although there is a checkpoint. The residents of this area (living within the 30-km boundary zone) can cross the bridge on foot or on bicycles, only presenting their passports to border guards. Thus, people from Moldova cross the bridge and go to Ukraine, often bringing fruit and vegetables from their private small gardens. They sell these in Ukraine, as the demand for agricultural products there is higher (Mogilev-Podolskyi is a relatively large town). Many children from Unguri prefer going to school in Bronniki, as they intend to continue their studies in the universities in Ukraine. From Ukraine people bring construction materials, wood, and other goods. There are no exact figures on how many people cross this bridge in both directions, as this statistic is not collected by any of the local authorities. The team of consultants had a short discussion with the Ukrainian frontier guards and they explained the above issues. Later this day, during the short meeting with the Mayor of Unguri village, he confirmed the preceding information. Both frontier guards and the mayor agreed that the rehabilitation of M2 road and opening of the bridge for car traffic will undoubtedly increase the traffic, as this road will have a high economic importance for both countries. The access of Moldovan citizens to the markets of Ukraine will be made easier, and the same with the access of Ukrainian people and goods to Moldova.
9.5.3 Bronniki Meeting To clarify more of these issues, the experts visited the Mayor‘s office in Bronniki village (Ukrainian side). The Mayor (Anatolyi Taranuik, Head of the village) was out of office this day; therefore, the planned discussion was held with the cadastre manager (Valentin). He explained the main directions of the roads crossing the village. The population of Bronniki village is about 1500 people, and the Mayor‘s office governs five nearby villages, totaling about 3000 people (800 households). There is a school, medical cabinet, and spa with mineral water. The mortality rate exceeds the birth rate, however, there is a population growth observed in the last few years due to the arrivals of
M2 EIA – Moldova Road Improvements Project -- November 2009 9-23
new families going to live there. Most of the population works in Mogilev-Podolskyi, and the development of this village is mainly due to its proximity to the larger town. Generally there are plans to rehabilitate the roads; however, the expert has complained about the lack of funds, and mentioned the 2012 Football Championship in Ukraine as one of the main reasons why the needed finances for infrastructure cannot be expected in the coming years. He also said that one of the significant infrastructure problems is with the centralized water supply system, which urgently needs to be rehabilitated (although there are no funds for this either). There are several protected natural areas of local significance making part of the Ukrainian natural fund: botanical protected area ―Bronnitsa mountan‖ (21.2 ha); botanical protected area ―Grigorivska mountain‖ (53.7 ha) and botanical protected area ―Kryshtoforska mountain‖ (15.3 ha), all of them established in 1999, approved by the Ukrainian Ministry of Ecology and Natural Resources, in accordance with the Art.64 of the Law ―On Natural Reserve Fund of Ukraine‖. As it was explained, if a need arises to build the new road affecting one of these botanical reserve areas, that the reserves are under local jurisdiction so the decisions are locally made, which makes the process of changing their status much simpler than it might be if the reserves were under national jurisdiction. Today the most used directions are to Mogilev-Podolskyi relative good road but going directly in the town. The second direction from the village is to Yampili. This two-lane road has some high climb and that can be difficult for heavy tracks mainly for the winter period. The staff of the Mayor‘s office have approved the expected rehabilitation of the M2 road in Moldova and have mentioned that the impact on Ukraine will be positive, specifying the economic aspect.
9.5.4 Conclusions 1. The main areas in Ukraine adjacent to the roads M14 and M2 proposed for rehabilitation under this Project are related to Chernovitskaya and Vinnitskaya oblasts (regions) of Ukraine. 2. Two meetings were held in Ukraine: in the Mayor‘s offices of Mamaliga village (the nearest Moldovan village is Criva) – road M14, and Bronniki village (the nearest Moldovan village is across the Dniester river – Unguri) – road M2. 3. As the main outcome of the meetings it may be said that the roads have economic meaning for both Moldova and Ukraine; there are industries and mines, agricultural fields, natural protected areas, historical places, and a spa with mineral water in this zone. The people interviewed fully approve the planned rehabilitation of roads project in Moldova. They mention that this will positively affect the economic life, tourism, and cultural exchange between the countries, which is in line with the intentions of their Governments and the European Union. No negative aspects were mentioned. However, despite the plans to rehabilitate these roads in Ukraine, apparently there are not sufficient funds to do it completely in the near future, as the financing sources have not been found yet. 4. In the zone Unguri-Bronniki there is a pedestrian bridge where crossing is permitted for local people only. It is planned to open this bridge for cars and establish the customs office there. In this way, the main road will be shifted from Otaci - Mogilev-Podolskyi to Unguri-Bronniki. However, this impact may be reduced by rehabilitation of a short road called Unguri-Otaci (possibly funded by Moldova) along the Dniester River. 5. The general condition of the road in Ukraine along the northern border with Moldova is far from satisfactory and does not meet modern requirements. Some portions are covered with new asphalt, while others are crumbling. However, rehabilitation of the M2 may have a positive impact on rehabilitation of the roads in the nearby zone in Ukraine, and may accelerate opening of new customs with Romania and Ukraine.
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9.6 Interviews and Consultation for the Social Impact Assessment As mentioned in Section 9.1.2, a third set of consultations was undertaken aimed to obtain more detailed, more diverse, and less formal information and opinions from people likely to be affected by the project. These interviews and focus group discussions took place from July 13 to 24, 2009 at the locations shown in Table 43. This information was used in the development of the Social Impact Assessment, which is part of this EIA.
Table 46: Interviews and Focus Group Locations and Participation Young No. Town Women Men Total Adults people 1 Codrul Nou 7 6 13 6 2 Tintareni 5 6 11 3 Negureni 5 6 11 4 Brinzenii Vechi 13 7 20 6 5 Brinzenii Noi 2 1 3 1 6 Ordasei 5 6 11 7 Prodanesti 4 4 8 2 8 Capresti 0 2 2 9 Ghindesti 3 3 6 10 Gura Camencii 12 8 20 8 11 Ciripcau 3 1 4 1 12 Alexandru cel Bun 5 4 9 2 13 Rublenita 13 8 21 2 14 Grigorauca 4 2 6 15 Sobari 2 4 6 16 Niorcani 4 1 5 3 17 Pocrovca 10 5 15 18 Arionesti 5 6 11 2 19 Unghuri 4 5 9 20 Calarasovca 3 0 3 1 21 Otaci 1 1 2 1 Totals 110 86 196 35
Details of the Interviews and Focus Groups are shown in Annex 5. The main observations from these discussions are summarized as follows: 1. Population. In the localities along the M2 road, most of the population belongs to the Christian Orthodox religion, and most people are Moldovans, then Ukrainians, Russians, Gagauzes, Gypsies, Azeri, Belorussians, and Turks. 2. Poverty level of local population. The poverty level as estimated by local public authorities is high in all the surveyed villages and localities, and reaches 50-79 percent. The main causes of poverty include: destroyed economic infrastructure, absence of industry and workplaces, migration, unemployment, low procurement prices for agricultural products, and difficult access to selling markets. 3. Main socio-economic problems. Local people identify some common socio-economic problems that affect their well-being and everyday life. Among them the lack of job opportunities is the most important factor, high migration of the labor force, especially of qualified specialists, the poverty level is identified as high, prices are high for the fuel needed for agricultural machinery, and agricultural products from the area, including meat and milk produced by local farmers, sell
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at low prices. As priorities they identified the unsatisfactory state of the roads, which prevents access to agricultural markets, the need to export autochthonous products, difficult access to education and medical services, etc. The general low level of connection to centralized water and gas supply was also mentioned. In some cases the quality of drinking water does not meet the standards. 4. Public Involvement in Project Implementation. The discussions in focus-groups related to different social categories have revealed that the population approve the planned rehabilitation of the road (people have not mentioned the negative aspects). What‘s more, they show a high potential to respond to the enactment of contracts for the road construction and rehabilitation works with workforce, equipment, and food preparation for workers. People would be particularly happy to be paid working in their own village, instead of looking for jobs elsewhere. People recognize the importance of good roads and consider them a top priority, along with maintaining reliable gas and water supplies. 5. Importance of Road Project for the Population. People recognize that the reconstructed road will offer them better access to agricultural markets, to the educational and medical institutions, and to the other destination places in Moldova, Ukraine, Romania, Turkey, and other European countries. People hope that having a good quality road will prevent the destruction of houses near the road and the destruction of private cars that use the road. Also they hope that the noise level will be reduced. In some cases (in Prodanesti, Lipcani) people asked to consider the construction of a bypass road for heavy trucks. 6. Main Recommendations Identified by the Participants. People ask for the trees along the road not to be cut during the construction. They also asked that pathways be built for pedestrians, that road signs be set up, and that local people, as much as possible, be hired for the construction work, as they need paid jobs at their localities. 7. National and Cultural Minorities. In several communities along the M2, as for example in Soroca town and Otaci town, there are compact gypsy communities. Also there are many Ukrainians and Russians, as well as some other minor nationals living in the area, for example in Otaci, Unguri, Arionesti, Soroca, and elsewhere. Prodanesti village is populated mainly with the Russian people that belong to the Old Christian religion (called Lipovani in Moldova), and usually they live in isolated communities. The renovated road will facilitate their social and economic assimilation into Moldavian life, will contribute to improving their economic well-being, and will increase the young generation‘s access to education. 8. Natural Protected Ramsar Site #1500. Since 2006, the Ungur-Holosnita wetland area #1500 of the Ramsar zone has been included on the list of natural monuments of the Law on the State Protected Areas Fund and is protected by the State. In the opinion of the consultant‘s team, the decision to construct a road in the Ramsar zone must be well justified. It is notable that this zone is internationally protected by the Ramsar convention and it is very important to preserve the natural balance of humidity and woods in this zone. This zone also is of crucial significance for many species of migrating waterfowl, which go there to nest. In the talks with the representatives of Ecotiras Ecological NGO (International Association of the Dniester River Keepers), Mr.Ilya Trombitky, Ph.D in Biology. expressed his strong conviction that the road should not be constructed through the Ramsar zone. It would be possible to construct the road directly to Otaci town, which would allow it to avoid the costly explosive works needed to modify the landscape, and avoid involvement of heavy equipment (excavators, etc.) that would very negatively affect the natural forest, wetlands, and steppe zone of the Ramsar area.
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However, the existing ground road that crosses this zone could be improved (covered with asphalt) to provide a better connection between the villages. This road must not be designed for heavy multi-tonnage trucks.
M2 EIA – Moldova Road Improvements Project -- November 2009 9-27 ENVIRONMENTAL IMPACT ASSESSMENT M2 SARATENI – S O R O C A – UNGURI
MCC Moldova Roads Rehabilitation Program
Annexes 1 - 6
SUBMITTED TO Millennium Challenge Corporation
SUBMITTED BY Nathan/URS/Universcons
UNDER CONTRACT NO. MCC-06-0086-CON-90/TO1
NOVEMBER 23, 2009
Contents
1. LIST OF PREPARERS ...... 1 2. ENVIRONMENTAL SCREENING ...... 2 3. SUMMARY OF ENVIRONMENTAL AND SOCIAL IMPACTS ...... 22 4. RECOMMENDED SPECIAL SPECIFICATION CONTRACT CLAUSES FOR ENVIRONMENTAL AND SOCIAL PROTECTION DURING CONSTRUCTION ...... 29 4.1 General Environmental Management Requirements ...... 29 4.2 Environmental Management ...... 29 4.2.1 General Provisions ...... 29 4.2.2 Protection of Existing Natural Resources and Places of Cultural Value ...... 29 4.2.3 Appointment of Environmental Safety Officer (ESO) ...... 30 4.2.4 Safety Induction ...... 30 4.3 Contractor’s Environmental Management Plan (CEMP) ...... 30 4.3.1 Management Acknowledgement ...... 31 4.3.2 Organization and Staffing ...... 32 4.3.3 Reporting Procedures ...... 33 4.3.4 Environmental Control Provisions ...... 33 4.3.5 Other Environmental Control, Provisions...... 39 4.4 Health and Safety Provisions ...... 43 5. RESULTS OF INTERVIEWS AND FOCUS GROUPS FOR SOCIO-ECONOMIC STUDY ...... 48 5.1 Applied Methodology of Social Assessment ...... 48 5.2 General Data on the Districts in the Area of M2 Road ...... 48 5.2.1 Floresti District ...... 48 5.2.2 Telenesti District ...... 48 5.2.3 Donduseni District ...... 49 5.2.4 Ocnita District ...... 49 5.2.5 Soroca District ...... 49 5.3 Codrul Nou ...... 49 5.4 Tintareni ...... 51 5.5 Negureni ...... 52 5.6 Brinzenii Vechi ...... 53 5.7 Brinzenii Noi ...... 54 5.8 Ordasei ...... 55 5.9 Prodanesti ...... 57 5.10 Capresti ...... 58 5.11 Domulgeni ...... 59 5.12 Rogojeni ...... 59 5.13 Ghindesti ...... 60 5.14 Gura Camencii ...... 61 5.15 Ciripcau ...... 62 5.16 Alexandru cel Bun ...... 63 5.17 Volovita...... 64 5.18 Soroca ...... 65 5.19 Rublenita ...... 68 5.20 Grigorauca ...... 69
i 5.21 Sobari ...... 71 5.22 Niorcani...... 72 5.23 Pocrovca ...... 73 5.24 Arionesti ...... 74 5.25 Unghuri ...... 76 5.26 Calarasovca ...... 77 5.27 Otaci ...... 78 5.28 General Conclusions and Recommendations ...... 78 6. RESETTLEMENT POLICY FRAMEWORK ...... 82
Table Table 1: Summary of Environmental and Social Impacts ...... 23
Forms Form 1: Environmental Survey ...... 3 Form 2: Environmental Screening Checklist ...... 11
ii Annex 1 List of Preparers
1. LIST OF PREPARERS
Years No. Name Designation Relevant Academic Degrees Experience 1 Bajureanu, Rodion Environmental 12 Bachelor of Law Scientist / Attorney University degree Biology and Soil Science 2 Balloffet, Armando EIA Team Leader 40 Ph.D., Civil Engineering (Water Resources Systems Analysis), Colorado State University, Fort Collins, 1992 M.E., Environmental Engineering, University of Colorado, 1976 B.S.C.E., School of Engineering and Applied Science, Columbia University, New York, 1969 B.A., Science and Mathematics, Columbia College, New York, 1969 3 Covaliova, Olga Social Scientist 25 Ph.D., Chemistry MS in Chemistry 4 Egamberdi, Nilufar Social Scientist / 20 Ph.D., candidate, Anthropology Gender Specialist M.A., Anthropology B.A., History and Anthropology 5 Goonetilleke, Sunil Environmental 19 M.S., Environmental Science Scientist 10 Karayan, Igor Interviewer 11 Lozan, Angela Interviewer 12 Mindru, Valeriu Interviewer 6 Pecenik, Piotr Senior 33 M.Sc., 1974, Civil Engineering Highway/Pavement Planner, Post-graduate course, Engineer Transportation & Town Planning, 1979 7 Pritts, Gary Sr. Environmental 15 M.S., Biology/Ecology Scientist Middle Tennessee State University, Murfreesboro, Tennessee, 1995 B.S., Biology Middle Tennessee State University, Murfreesboro, Tennessee, 1992 8 Tyson-Taylor, Michael Senior Social 20 Ph.D. candidate, Social Anthropology Scientist/ B.A., Social Anthropology Resettlement Specialist 9 Wyatt, Richard Transport Economist 30 M.A., Transport Economics B.A., History
1
Annex 2 ENVIRONMENTAL SCREENING
2. ENVIRONMENTAL SCREENING
This Annex contains a survey form covering the entire project road (Form 1), together with an Environmental Screening Checklist (Form 2). Also included are a series of figures showing the locations of wetlands and wells which were identified during the field screening survey. The survey forms indicate what major environmental and social features were observed along the M-2 project corridor. Based on this information, a preliminary estimate of potential impacts is made in the Screening Checklist. This information was used, together with the Scoping information, to focus and guide the development of the EIA and EMP.
2
Form 1: Environmental Survey Road: M-2 corridor Notes: Mark each column below with an ―X‖ if condition is observed, otherwise leave blank. Sarateni_Soroca_Unguri In ―Trees‖, ―Houses‖, ―Market/Shops‖ columns enter number observed within 30 m of centerline Include any additional observation not covered in the form under ―Remarks‖
Potential Direct Project Encroachment/ Impact (1) (2) (3) (4) (5) (6) (7) (8) (9) (10) (11) (12) (13) (14) (15) (16)
Corridor Location / Land Use Remarks
Section (identify type of cultural
s/ s/
Markers resources, extent of
(X) (X)
(X) cultivation, unusual features,
Poor
Trees Trees
Houses Houses Well Well (X)
Cultural etc.)
Wetlands (number)
Fisherie
Other (X) Other
School (X)
(number )*
Cultivation
streams(X)
(number)**
resources (X) resources
Market/ shops
Protected area Protected
Health Unit (X) Community (X)
0 - 1 0 Km - 1 Km Cultivated land RT/LF X 400 Trees along ROW 0.13 Km RT 1 Building 1 - 2 1.10 Km - 1.70 Km Village RT/LF 30 3 Village of Codrul Nou 2 - 3 2 Km - 3 Km Cultivated land RT/FT X 200 Trees along ROW 2.62 Km RT X Drinking well (RT) 3 - 4 3 Km - 4 Km Village RT/LF 60 Village of Tintareni 3.36 Km RT X Drinking well (LF) 3.55 Km LF X Drinking well (LF) 4 - 5 4 Km - 5 Km Village RT/LF 50 Village of Tintareni 4. Km LF X Cementary (LF) 5 - 6 4 Km - 4.25 Km Village RT; Cultivated land X 20 Village of Tintareni LF 4.25 Km - 6 Km Cultivated land RT/LF X 8 Trees along ROW 5.44 Km LF X Drinking well (LF) 5.51 Km X Stream crossing 6 - 7 6 Km - 7 Km Cultivated land RT/LF X 300 Trees along ROW 6.0 Km RT/LF X Stream crossing 7 - 8 7 Km - 8 Km Cultivated land RT/LF X 200 Trees along ROW 8 - 9 8 Km - 9 Km Cultivated land RT; Village LF X 48 29 5 Village of Negureni 8 .70 Km LF X Drinking well 9 - 10 9 Km - 10 Km Cultivated land RT; Village LF X 56 23 Trees along ROW, Village of Negureni 9.17 Km - 9.67 Km LF X 4 Drinking wells 10 - 11 10 Km - 11 Km cultivated land RT/LF X 10 Trees along ROW 11 - 12 11 Km - 12 Km cultivated land RT/LF X 400 12 - 13 12 Km - 13 Km cultivated land RT/LF X 400 12.08 Km LF X Memorial (LF) 12.58 Km - 12.69 Km RT/LF X 3 Gas stations, etc. Drinking well (LF) 3
Potential Direct Project Encroachment/ Impact (1) (2) (3) (4) (5) (6) (7) (8) (9) (10) (11) (12) (13) (14) (15) (16)
Corridor Location / Land Use Remarks
Section (identify type of cultural
s/ s/
Markers resources, extent of
(X) (X)
(X) cultivation, unusual features,
Poor
Trees Trees
Houses Houses Well Well (X)
Cultural etc.)
Wetlands (number)
Fisherie
Other (X) Other
School (X)
(number )*
Cultivation
streams(X)
(number)**
resources (X) resources
Market/ shops
Protected area Protected
Health Unit (X) Community (X)
13 - 14 13 Km - 14 Km cultivated land RT/LF X 400 Trees along ROW 14 - 15 14 Km - 15 Km cultivated land RT/LF X 400 Trees along ROW 15 - 16 15 Km - 15.77 Km cultivated land RT/LF X 300 Trees along ROW 15.77 Km - 16 Km RT/LF 5 15.80 Km RT X Drinking well (RT) 15.95 Km RT X Drinking well (RT) 16 - 17 16 Km - 17 Km cultivated land RT/LF X 200 Trees along ROW 16.29 Km LF X Cementary (LF) Village of Brinzenii Noi 16.57 Km commercial LF 1 Gas stations, etc. Village of Brinzenii Noi 17 - 18 17 Km - 18 Km cultivated land RT/LF X 70 Trees along ROW 18 - 19 18 Km - 19 Km Cultivated lands RT; Village X 66 6 Trees along ROW, Village of LF Ordasei 18.43 Km RT/LF X X Stream crossing 18.96Km LF X Drinking well (LF) 19 - 20 19 Km - 20 Km Cultivated lands RT; Village X 4 Trees along ROW, Village of LF Ordasei 19.15 Km RT/LF X Stream crossing 19.29 KM LF X Drinking well (LF) 20 -21 20 Km - 21 Km cultivated land RT/LF X 30 Trees along ROW, Village of Ordasei 21 - 22 21 Km - 22 Km cultivated land RT/LF X 400 Trees along ROW 21.17 Km RT/LF X Stream crossing 22 - 23 22 Km - 23 Km cultivated land RT/LF X 400 Trees along ROW 23 - 24 23 Km - 24 Km cultivated land RT/LF X 400 Trees along ROW 23.19 Km RT/LF X X Stream crossing/wetland 23.21 Km RT X Drinking Well 24 - 25 24 Km - 25 Km cultivated land RT/LF X 400 Trees along ROW 24.95 Km RT 4 1 Gas station 25 - 26 25 Km - 26 Km Village RT/LF Village of Prodanesti 25.27 Km RT X Drinking well 25.76 Km LF X Drinking well 26 - 27 26 Km - 27 Km Village RT/LF 56 2 Village of Prodanesti 26.01 Km X Stream crossing 26.67 Km RT X Drinking Well
4
Potential Direct Project Encroachment/ Impact (1) (2) (3) (4) (5) (6) (7) (8) (9) (10) (11) (12) (13) (14) (15) (16)
Corridor Location / Land Use Remarks
Section (identify type of cultural
s/ s/
Markers resources, extent of
(X) (X)
(X) cultivation, unusual features,
Poor
Trees Trees
Houses Houses Well Well (X)
Cultural etc.)
Wetlands (number)
Fisherie
Other (X) Other
School (X)
(number )*
Cultivation
streams(X)
(number)**
resources (X) resources
Market/ shops
Protected area Protected
Health Unit (X) Community (X)
27 - 28 27 Km - 28 Km Village RT/LF 200 51 3 Village of Capresti 28 - 29 28 Km - 29 Km Village RT/LF 200 52 Village of Capresti 29 - 30 29 Km - 30 Km cultivated land RT/LF X 150 Trees along ROW 29 Km RT 1 Gas station 30 - 31 30 Km - 31 Km cultivated land RT/LF X 350 Trees along ROW 30.17 Km X Stream crossing 30.47 Km LF X Drinking Well 31 - 32 31 Km - 32 Km cultivated land RT/LF X 400 Trees along ROW 31.49 LF X Drinking Well 32 - 33 32 Km - 33 Km cultivated land RT/LF X 400 Trees along ROW 32.78 Km LF X 1 Drinking Well 33 - 34 33 Km - 34 Km cultivated land RT/LF X 200 Trees along ROW 33.32 Km X Stream crossing 34 - 35 34 Km - 35 Km cultivated land RT/LF X 400 Trees along ROW 34.63 Km RT X Drinking Well 35 - 36 35 Km - 36 Km cultivated land RT/LF X 200 Trees along ROW 36 - 37 36 Km - 37 Km cultivated land RT/LF X 250 Trees along ROW 37 - 38 37 Km - 38 Km cultivated land RT/LF X 250 Trees along ROW 38 - 39 38 Km - 39 Km cultivated land RT/LF X 400 Trees along ROW 38.96 Km RT 1 Gas station 39 - 40 39 Km - 40 Km cultivated land RT/LF X 57 Trees along ROW 39.06 Km RT/LF X Stream crossing 40 - 41 40 Km - 41 Km cultivated land RT/LF X 400 Trees along ROW 41 - 42 41 Km - 42 Km cultivated land RT/LF X 400 Trees along ROW 41.52 Km LF X Drinking Well 42 - 43 42 Km - 43 Km cultivated land RT/LF X 250 Trees along ROW 42.38 Km - 42.50 Km LF 5 42.58 Km X Stream crossing 43 - 44 43 Km - 43.30 Km Cultivated land RT/LF X 25 Trees along ROW 43.30 Km - 44 Km Cultivated land RT; X 35 2 Trees along ROW, Village of Village LF Ghindesti 43.33 Km RT X Drinking Well 43.68 Km LF X Drinking Well 44 - 45 44 Km - 45 Km Cultivated land RT; Village X 60 6 1 Trees along ROW, Village of LF Ghindesti
5
Potential Direct Project Encroachment/ Impact (1) (2) (3) (4) (5) (6) (7) (8) (9) (10) (11) (12) (13) (14) (15) (16)
Corridor Location / Land Use Remarks
Section (identify type of cultural
s/ s/
Markers resources, extent of
(X) (X)
(X) cultivation, unusual features,
Poor
Trees Trees
Houses Houses Well Well (X)
Cultural etc.)
Wetlands (number)
Fisherie
Other (X) Other
School (X)
(number )*
Cultivation
streams(X)
(number)**
resources (X) resources
Market/ shops
Protected area Protected
Health Unit (X) Community (X)
45 - 46 45 Km - 46 Km Cultivated land RT; Industrial X 300 Trees along ROW area LF 45.69 Km RT/LF X Stream crossing 46 - 47 46 Km - 46.52 Km Cultivated land RT; X 110 1 Trees along ROW; Building Industrial area LF 46.52 Km - 47 Cultivated land RT/LF X 60 Trees along ROW 47 - 48 47 Km - 48 Km Village RT/LF 200 2 Trees along ROW; Gas Station Village of Gura Camencii 48 - 49 48 Km - 49 Km Cultivated land RT/LF X 100 Trees along ROW 48.38 Km LF X Drinking Well 49 - 50 49 Km - 50 Km Cultivated land RT/LF X 300 Trees along ROW 49.48 Km RT X Drinking Well 50 - 51 50 Km - 51 Km Cultivated land RT/LF X 400 Trees along ROW 51 - 52 51 Km - 52 Km Cultivated land RT/LF X 400 Trees along ROW 52 - 53 52 Km - 53 Km Cultivated land RT/LF X 400 Trees along ROW 53 - 54 53 Km - 54 Km Cultivated land RT/LF X 400 Trees along ROW 54 - 55 54 Km - 55 Km Cultivated land RT/LF X 400 Trees along ROW 55 - 56 55 Km - 56 Km Cultivated land RT/LF X 400 Trees along ROW 56 - 57 56 Km - 57 Km Cultivated land RT/LF X 400 Trees along ROW 57 - 58 57 Km - 57.26 Km Cultivated land RT/LF X 60 Trees along ROW 57.26 Km - 57.65 Km Cultivated land RT; X 97 Trees along ROW; Village of village LF Ciripcau 57.65 Km - 58 Km village RT/LF 13 2 Village of Ciripcau 57.47 Km LF X Drinking Well 57.51 Km LF X Drinking Well 57.56 Km LF X Drinking Well 58 - 59 58 Km - 58.11 Km Village RT/LF 3 58.11 - 59 Km Cultivated lands RT; Village X 250 11 2 Trees along ROW LF 58.07 Km RT X Drinking Well 58.27 Km LF X Drinking Well 58.82 Km LF X Drinking Well 58.89 Km LF X Drinking Well 59 - 60 59 Km - 59.46 Km Cultivated land RT; X 200 4 Trees along ROW; Village of Village LF Ciripcau 59.46 Km - 60 Km Cultivated land RT/LF X 200 Trees along ROW
6
Potential Direct Project Encroachment/ Impact (1) (2) (3) (4) (5) (6) (7) (8) (9) (10) (11) (12) (13) (14) (15) (16)
Corridor Location / Land Use Remarks
Section (identify type of cultural
s/ s/
Markers resources, extent of
(X) (X)
(X) cultivation, unusual features,
Poor
Trees Trees
Houses Houses Well Well (X)
Cultural etc.)
Wetlands (number)
Fisherie
Other (X) Other
School (X)
(number )*
Cultivation
streams(X)
(number)**
resources (X) resources
Market/ shops
Protected area Protected
Health Unit (X) Community (X)
59.11 Km LF X Drinking Well 59.45 Km LF X Drinking Well 60 - 61 60 Km - 61 Km Cultivated land RT/LF X 400 Trees along ROW 61 - 62 61 Km - 62 Km Cultivated land RT/LF X 400 Trees along ROW 62 - 63 62 Km - 63 Km Cultivated land RT/LF X 400 Trees along ROW 63 - 64 63 Km - 64 Km Cultivated land RT/LF X 400 Trees along ROW 64 - 65 64 Km - 65 Km Cultivated land RT/LF X 400 Trees along ROW 64.36 Km LF X 1 Drinking Well; Gas station 65 - 66 65 Km - 66 Km Cultivated land RT/LF X 400 Trees along ROW 66 - 67 66 Km - 67 Km Cultivated land RT/LF X 400 Trees along ROW 67 - 68 67 Km - 68 Km Cultivated land RT/LF X 400 Trees along ROW 67.28 Km RT/LF X X Stream crossing 68 - 69 68 Km - 69 Km Cultivated land RT/LF X 400 Trees along ROW 68.08 Km RT X Drinking well 69 - 70 69 Km - 70 Km Cultivated land RT/LF X 230 Trees along ROW 69.95 Km LF X Drinking well 70 - 71 70 Km - 71 Km Cultivated land RT/LF X 400 Trees along ROW 71 - 72 71 Km - 71.51 Km Cultivated land RT; Forest X 200 Trees along ROW area LF 71.51 Km - 72 Km Cultivated land RT/LF X 50 Trees along ROW 71.82 Km RT/LF X Stream crossing 72 - 73 72 Km - 73 Km Cultivated land LF; Village X 100 Trees along ROW Village of RT Alexandru cel Bun 72.52 Km - 72.86 Km RT X 7 drinking wells RT 73 - 74 73 Km - 74 Km Cultivated land RT; village LF 100 4 4 Trees along ROW; gas stations, etc. Village of Volovita 73.44 Km - 73.79 Km LF X 2 drinking wells LF 74 - 75 74 Km - 74.78 Km Forest area RT; Village LF 200 4 Trees along ROW
74.78 Km - 75 Km Cultivated land RT/LF X 20 1 Trees along ROW; Gas station
75 - 76 75Km - 76 Km Cultivated land RT/LF X 400 Trees along ROW 76 - 77 76 Km - 76.78 Km Cultivated land RT/LF X 350 Trees along ROW 76.78 Km - 77 Km Cultivated land RT; Forest X 50 Trees along ROW area LF 77 - 78 77 Km - 78Km Cultivated land RT/LF X 400 Trees along ROW
7
Potential Direct Project Encroachment/ Impact (1) (2) (3) (4) (5) (6) (7) (8) (9) (10) (11) (12) (13) (14) (15) (16)
Corridor Location / Land Use Remarks
Section (identify type of cultural
s/ s/
Markers resources, extent of
(X) (X)
(X) cultivation, unusual features,
Poor
Trees Trees
Houses Houses Well Well (X)
Cultural etc.)
Wetlands (number)
Fisherie
Other (X) Other
School (X)
(number )*
Cultivation
streams(X)
(number)**
resources (X) resources
Market/ shops
Protected area Protected
Health Unit (X) Community (X)
78 - 79 78 Km - 79 Km Cultivated land RT/LF X 400 Trees along ROW 79 - 80 79 Km - 80 Km Cultivated land RT/LF X 400 Trees along ROW 80 - 81 80 Km - 81 Km Cultivated land RT/LF X X 200 Trees along ROW 81 - 82 81 Km - 82 Km Cultivated land LF; industrial X 200 1 4 Trees along ROW area RT 81.45 Km LF X Drinking well LF 82 - 83 82 Km - 82.33 Km Cultivated land LF; X 65 4 Buildings industrial area RT 82.33 Km - 83 Km Cultivated land RT/LF X 30 Trees along ROW 83 - 84 83 Km - 84 Km Cultivated land RT/LF X 340 3 Trees along ROW; Gas station,
83.53 Km RT X Drinking well 84 - 85 84 Km - 85 Km Cultivate land LF; industrial X 400 Trees along ROW area/ forest area RT 85 - 86 85 Km - 85.17 Lm Forest area RT; Cultivated X 60 Trees along ROW land LF 85.17 Km - 85.40 Km Cultivated land RT/LF X X 80 Trees along ROW; Drinking well LF 85.40 Km - 86 Km Cultivated land LF; village X 120 Trees along ROW, Village of RT Rublenita 86 - 87 86 Km - 86.53 Km Cultivated land LF; village X 20 Trees along ROW RT 86.53 Km - 87 Km village LF/RT 20 87 - 88 87 Km - 88 Km village LF/RT 26 5 Gas stations, etc. 88 - 89 88 Km - 88.48 Km village RT/LF 14 5 88.48 Km - 89 Km Forest area RT; Cultivated X 25 Trees along ROW land LF 89 - 90 89 Km - 90 Km Forest area RT; Cultivated X 400 Trees along ROW land LF 90 - 91 90 Km - 90.20 Km Forest area RT; Cultivated X 40 Trees along ROW land LF 90.20 Km - 91 Km Cultivated land RT/LF X 350 Trees along ROW 91 - 92 91 Km - 92 Km Cultivated land RT/LF X 400 Trees along ROW 92 - 93 92 Km - 93 Km Cultivated land RT/LF X 400 Trees along ROW 92.70 Km LF 1 Gas station 93 - 94 93 Km - 94 Km Cultivated land RT/LF X 400 Trees along ROW
8
Potential Direct Project Encroachment/ Impact (1) (2) (3) (4) (5) (6) (7) (8) (9) (10) (11) (12) (13) (14) (15) (16)
Corridor Location / Land Use Remarks
Section (identify type of cultural
s/ s/
Markers resources, extent of
(X) (X)
(X) cultivation, unusual features,
Poor
Trees Trees
Houses Houses Well Well (X)
Cultural etc.)
Wetlands (number)
Fisherie
Other (X) Other
School (X)
(number )*
Cultivation
streams(X)
(number)**
resources (X) resources
Market/ shops
Protected area Protected
Health Unit (X) Community (X)
94 - 95 94 Km - 95 Km Cultivated land RT/LF X 400 Trees along ROW 94.43 Km RT/LF X X Stream crossing 95 - 96 95 Km - 96 Km Cultivated land RT/LF X 400 Trees along ROW 96 - 99 96 Km - 96.72 Km Cultivated land RT/LF X 400 Trees along ROW 96.72 Km - 99 Km Village RT/LF X X 40 34 Drinking wells along ROW; Village of Grigorauca 99 - 100 99 Km - 100 Km Cultivated land RT/LF X 400 Trees along ROW 100 - 101 99 Km - 100 Km Cultivated land RT/LF X 400 Trees along ROW 101 - 102 101 Km - 102 Km Village RT/LF X 44 5 15 drinking wells along ROW; Village of Sobari 102 - 103 102 Km - 103 Km Cultivated land RT/LF X 10 Trees along ROW 103 - 106 103 Km - 106 Km Cultivated land RT/LF X 1600 Trees along ROW 106 -107 106 Km - 107 Km Cultivated land LF; Forest X 400 Trees along ROW area RT 107 - 108 107 Km - 108 Km Forest area RT/LF 400 Trees along ROW 108 - 111 108 Km - 111 Km Cultivated land RT/LF X 1200 Trees along ROW 111 - 113 111 Km - 113 Km Cultivated land RT/LF X 1200 Trees along ROW 113 - 115 113 Km - 113.50 Km Cultivated land RT/LF X 25 Trees along ROW 113.50 Km - 114 Km Village RT; Cultivated X 14 Village of Niorani land LF 114.14 Km - 114.41 Km Village RT/LF 13 Village of Niorani 113.52 Km - 114.40 Km X 13 drinking wells along ROW 114.40 Km - 115 Km cultivated land RT/LF X 10 Trees along ROW 115 - 120 115 Km - 120 Km Culivated land RT/LF X 800 Trees along ROW 115.25 Km LF X 1 Cementary LF; building RT 120 - 122 120 Km - 120.26 Km Cultivated land RT/LF X 25 1 Gas station 120.26 Km - 121.64 Km Village RT/LF X 93 22 Drinking wells along ROW; Village of Pocrovca 121.64 Km - 122 Km Cultivated land RT/LF X 140 Trees along ROW 122 -124 122 Km - 124 Km Cultivated land RT/LF X 124 - 129 124 Km - 129 Km Cultivated land RT/LF X X New section of road to be added around Village of Arionesti; Part of RAMSAR site 125.0 Km RT/LF X Stream crossing 129 - 132 129 Km - 130.46 Km Forest area RT/LF X Part of RAMSAR site
9
Potential Direct Project Encroachment/ Impact (1) (2) (3) (4) (5) (6) (7) (8) (9) (10) (11) (12) (13) (14) (15) (16)
Corridor Location / Land Use Remarks
Section (identify type of cultural
s/ s/
Markers resources, extent of
(X) (X)
(X) cultivation, unusual features,
Poor
Trees Trees
Houses Houses Well Well (X)
Cultural etc.)
Wetlands (number)
Fisherie
Other (X) Other
School (X)
(number )*
Cultivation
streams(X)
(number)**
resources (X) resources
Market/ shops
Protected area Protected
Health Unit (X) Community (X)
130.46 Km - 132 Km Village RT/LF X X 44 Floodplain of Nistru River; 7 drinking wells; Village of Unguri 130.49 Km RT/LF X Stream crossing
Name/Designation of Surveyor: Gary Pritts - Sr. Environmental Scientist Date: 9-Mar-09
Notes: * = estimated trees - 200 trees (5 meters apart) along one side of roadway 1 Km in length ** = Number of houses are estimated from aerial images RT = right side of roadway LF = left side of roadway ROW = Right of Way
10
Form 2: Environmental Screening Checklist Project Name/Location: M2 Corridor, Sarateni-Soroca-Unguri Date: 23-Mar-09 Positive Negative
Impact Impact
For each environmental issue/effect place a Comments
cross (X) in one of the columns
needed
Major
No Impact likely No Impact
Very likely/ likely/ Very
More information information More
Possible/ Minor Possible/ Minor Possible/
Very likely/ likely/ Very Major Issue/Effect A B C D E F Habitat loss in RAMSAR site due to new road construction 1.1 Protected areas X Fourteen stream crossings along this project corridor. Minor 1.2 Fisheries, aquatic ecology X short term reversible impact expected from erosion of
disturbed soils during construction phase of project. Impact to adjacent wetlands possible with bridge or culvert 1.3 Wetlands X replacement 1.4 Forests X Ecological Habitat loss in RAMSAR site due to new road construction 1.5 Rare, endangered species X Increase in animal fatalities due to increase vehicle traffic in 1.6 Animal migration X RAMSAR site 1.7 Natural Industry X Minor short term reversible impact expected from erosion of 2.1 Erosion and/or siltation X disturbed soils during construction phase of project.
2.2 Local flooding X 2.3 Stream channel regime changes X Depends on alternative chosen. To be addressed at final 2.4 Landslides X Physical design 2.5 Dust/pollution X 2.6 Noise X
3.1 Population change X Project likely to bring considerable economic benefits to M2 3.2 Income & amenities X area and Moldova Possible minor land acquisition required 3.3 Taking of lands / trees / crops X Minor resettlement may be needed depending on alternative. 3.4 Resettlement or relocation X Some community wells relocated Generally positive impact by providing improved transportation for women, youth, elderly and children (faster,
3.5 Gender X reliable transportation for work, education and safer access to health, educational facilities, places of worship and cultural sites)
Income-generating opportunities for the local poor, economic
- 3.6 Vulnerable groups X unemployed, women with children, single elderly Project likely to bring significant economic benefits to M2 Socio area and Moldova including connectivity, economic 3.7 Regional effects X opportunities, regional trade, educational and cultural exchange with neighboring Ukraine and Russia 3.8 Cultural Resources X Potentially better access to local sites of cultural importance X Improved connectivity with Chisinau, Ukraine, Russia may 3.9 Urbanizing Problems lead to rural out-migration Positive: improved access to medical facilities. Negative: 3.10 Health X X potential for increased incidence of communicable diseases, including STIs and HIV/AIDS Increased access to recreational facilities and tourism 3.11 Recreation X
Cumulative Effects
Number of crosses: 3 5 4 10 2 1
11
The following figure shows an overview of the proposed M2 project route (starting from the southern end and moving to the northern termini). The route is broken into 9 sections and the location of roadway section viewed is shown in the section location map placed on title block.
Figure 1
12
Figure 2
13
Figure 3
14
Figure 4
15
Figure 5
16
Figure 6
17
Figure 7
18
Figure 8
19
Figure 9
20
Annex 3 SUMMARY OF ENVIRONMENTAL AND SOCIAL IMPACTS
3. SUMMARY OF ENVIRONMENTAL AND SOCIAL IMPACTS
22
Table 1: Summary of Environmental and Social Impacts
Resources Project Activity Potential Impact Impact Significance Suggested Mitigation Measures Environmental Ecological Protected Areas Patching Negative Impact: Less-than Crack sealing No environmental impacts expected significant/Local Avoid or Minimize habitat destruction. Vegetation control Guardrail repair/replacement New road construction in RAMSAR site significant/Local Surface treatment Loss of Habitat Shape correction Resurfacing and strengthening by overlay Strengthening by reconstruction Rehabilitation of drainage system New road construction
Fisheries, Aquatic Patching Negative Impact: Less-than Vehicle used during construction/ Ecology Crack sealing Surface water pollution from road surface during rain events significant/Local maintenance should be well maintained to Vegetation control caused by compounds in fuel released in vehicle exhaust, reduce emissions, be free of leaking fluids and Guardrail petroleum hydrocarbons released from asphalt, fluids such oil, be covered to reduce/prevent spills repair/replacement gas, diesel, leaking or spilled from vehicles Avoid excessive vegetation removal Clean up area after work is completed, remove any unused or old material from site
Surface treatment Surface water pollution due to increased siltation from soil Less-than Utilize silt fencing and hay bales to provide a Shape correction disturbance activities significant/Local protection barrier between the construction Resurfacing and Reduced deepwater habitat due to increased sediment load area and water resources to reduce siltation strengthening by from soil disturbance activities Re-vegetating disturbed soil areas with overlay appropriate rapidly growing grass to stabilize Strengthening by Positive Impact: the area reconstruction Decreased risk of surface water pollution from erosion along Significant/Local Clean up area after work is completed, remove Rehabilitation of roadway resulting from rehabilitation of drainage system any unused or old material from site drainage system compared to current condition
23
Resources Project Activity Potential Impact Impact Significance Suggested Mitigation Measures Wetlands Patching Negative Impact: Less-than Crack sealing No environmental impact to wetlands significant/Local Vegetation control Guardrail repair/replacement Surface treatment Shape correction
Resurfacing and strengthening by
overlay Utilize silt fencing and hay bales to provide a Strengthening by
reconstruction Negative Impact: protection barrier between the construction Bridge or culvert replacement Significant/Local area and wetland area to reduce siltation Rehabilitation of Damage to vegetation, soil disturbance, formation of severe Utilize rubber matt for heavy equipment to drainage system erosion gullies due to heavy equipment working in floodplain/ travel over in floodplain/wetland area to Bridge or culvert wetland areas. reduce vegetation damage and soil replacement disturbance.
Forests Patching Negative Impact: Less-than Caution should be taken when work is near Crack sealing Activities from the rehabilitation work to perform minimum significant/Local forest areas or protection strips to reduce Vegetation control maintenance (patching, crack sealing, vegetation control, unintentional impacts from occurring to these Guardrail guardrail repair and replacement) work, as well as work to do resources repair/replacement surface treatment, shape correction, resurfacing and Surface treatment strengthening by overlay, strengthening by reconstruction and Shape correction drainage improvements would only impact surface areas on Resurfacing and the roadway and shoulders within the ROW zone. No impacts
strengthening by are expected to forest areas or protection strips adjacent to the
overlay ROW.
Strengthening by
reconstruction Positive Impact: Road improvement may help decrease the negative impact risk to Significant/Local Rehabilitation of forest or protective strips caused by substantial illegal harvesting drainage system by allowing enforcement officers monitoring forest areas to travel
greater distances in shorter periods of time during their patrols.
24
Resources Project Activity Potential Impact Impact Significance Suggested Mitigation Measures Rare, Endangered Patching Negative Impact: Less-than Species Crack sealing No environmental impacts expected significant/Local Detailed species study to be conducted within Vegetation control road ROW located within RAMSAR site to Guardrail New road construction in RAMSAR site Significant/Local determine if species are occurring in project repair/replacement Loss of habitat. zone. Upon completion of study determine Surface treatment Increase in mammal fatalities due to increase vehicle traffic. potential for relocation of species to suitable Shape correction alternative habitat location or reassessment M- Resurfacing and 2 corridor route. strengthening by overlay Strengthening by reconstruction Rehabilitation of drainage system New road construction
Animal Migration Patching Negative Impact: Less-than Installation of roadway warning signs for Crack sealing Collision with mammals crossing M-2 Roadway significant/Local animal crossing zones Vegetation control Guardrail repair/replacement Surface treatment Shape correction Resurfacing and strengthening by overlay Strengthening by reconstruction Rehabilitation of drainage system
Natural Industry Construction phase/ Negative Impact: Significant/Local Proper planning and scheduling of decommissioning phase Reduce normal traffic flows construction and decommissioning Creating congested areas activities Increasing fuel consumption Avoid or reduce number of trees needed Increasing time taken to deliver the product to market to be removed. Reduction in number of Walnut trees in ROW Physical Soil Erosion and Siltation
25
Resources Project Activity Potential Impact Impact Significance Suggested Mitigation Measures Flooding Patching Negative Impact: Less-than Crack sealing No environmental impact to floodplains significant/Local Vegetation control Guardrail repair/replacement Surface treatment Shape correction
Resurfacing and strengthening by Negative Impact: Significant/Local overlay Bridge or culvert replacement Utilize silt fencing and hay bales to provide a
Strengthening by Damage to vegetation, soil disturbance, formation of severe protection barrier between the construction reconstruction erosion gullies due to heavy equipment working in floodplain/ area and wetland area to reduce siltation wetland areas. Utilize rubber matt for heavy equipment to Rehabilitation of drainage system travel over in floodplain/wetland area to Positive Impact: reduce vegetation damage and soil Bridge or culvert Reduction in flood potential to local areas by replacement of disturbance. replacement damaged or undersized culvert and bridge structures Stream Channel • Patching Negative Impact: Less-than Regime Changes • Crack sealing • No environmental impact to stream channels significant/Local • Vegetation control • Guardrail repair/replacement • Surface treatment Negative Impact: Less-than • Utilize silt fencing and hay bales to provide a • Shape correction • Sediment aggregation in channel due to increased siltation from significant/Local protection barrier between the construction area • Resurfacing and soil disturbance activities and water resources to reduce siltation strengthening by overlay Bridge or culvert replacement • Utilize rubber matt for heavy equipment to travel • Strengthening by • Damage to vegetation, stream bank stabilization failure, stream Significant/Local over in floodplain area to reduce vegetation reconstruction channel pathway altered, formation of severe erosion gullies due to damage and soil disturbance • Rehabilitation of heavy equipment working in floodplain and stream channel areas • Re-vegetating disturbed soil areas with drainage system appropriate rapidly growing grass to stabilize the • Bridge or culvert Positive Impact: Significant/Local area replacement • Replacement of under-sized culverts increase water flow and • Clean up area after work is completed, remove reduce flooding potential. Increases sediment transportation any unused or old material from site downstream Landslides • Guardrail Negative Impact: Significant/Local • Utilize proper design and installation of drainage repair/replacement • General construction activities can be a trigger for starting and retaining structures to minimize erosion and • Surface treatment landslides due to vibrations from heavy equipment, soil disturbance landslides on down gradient slopes adjacent to • Shape correction from grading, soil compaction, excavation, or slope cutting roadway • Resurfacing and • Increase health and safety risks to construction workers and • Avoid road rehabilitation work during heavy rains strengthening by overlay motorist due to landslide being triggered by rehabilitation work • Carry out landslide prevention activities to • Strengthening by stabilize slopes up-gradient of roadway reconstruction Positive Impact: • Re-vegetating disturbed soil areas with • Rehabilitation of • Decreased risk of potential landslides by stabilizing soils in appropriate rapidly growing grass to stabilize the drainage system landslide risk areas and reduce health and safety risks to motorists Significant/Local area
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Resources Project Activity Potential Impact Impact Significance Suggested Mitigation Measures • Clean up area after work is completed, remove any unused or old material from site and properly dispose Air Pollution • Traffic Congestion due Negative Impact: Less-than • Vehicle used during construction/ maintenance to road construction • Increased emissions from traffic congestion due to partial or full significant/Local should be well maintained to reduce emissions. • Heavy construction road closing during construction activities. • Provide proper traffic circulation at construction machinery • Increased emissions and dust from heavy machinery used in areas. • Operations of asphalt construction activities. • Select proper locations of borrow pits, quarries, batch plants, quarries and • Increased emissions and dust from operations of asphalt plants, and asphalt plants away from villages or sensitive borrow areas quarries and borrow areas site. • Provide dust control at work sites. Noise • Traffic Negative Impact: Significant/Local • Enforce slower speed limits in populated areas. • Use of construction • Increased noise levels from use of construction equipment and • Consider providing sound barriers in sensitive equipment and machinery machinery. areas such as hospitals and schools. • Increased noise levels from increase of traffic • Construction equipment and machinery should be well maintained and have required noise reducing components such as baffles, muffers installed. Surface and • Patching Negative Impact: Less-than • Vehicle used during construction/ maintenance Groundwater • Crack sealing • Surface water pollution from road surface during rain events significant/Local should be well maintained to reduce emissions, be Quality • Vegetation control caused by compounds in fuel released in vehicle exhaust, free of leaking fluids and be covered to • Guardrail petroleum hydrocarbons released from asphalt, fluids such oil, gas, reduce/prevent spills repair/replacement diesel, leaking or spilled from vehicles • Avoid excessive vegetation removal • Clean up area after work is completed, remove any unused or old material from site • Surface treatment Negative Impact: Significant/Local • Select proper site for asphalt plant operation away • Shape correction • Surface water and groundwater pollution by petroleum from streams and rivers • Resurfacing and hydrocarbons and other hazardous materials used in asphalt plant • Properly store hazardous materials, utilize spill strengthening by overlay operations prevention methods to avoid spills and leaks • Strengthening by • Surface water and groundwater pollution by improperly stored • Properly store and cover of construction materials reconstruction construction material and construction waste stockpiles • Rehabilitation of • Disturbance to groundwater table due to heavy equipment • Re-vegetating disturbed soil areas with drainage system operations, quarry/borrow pit operations appropriate rapidly growing grass to stabilize the • Asphalt plant operations • Surface water and groundwater pollution by improper sewage area • Accommodation facilities at accommodation facilities/camps • Test materials from quarry/borrow pit areas to facilities/camps • Surface water and groundwater pollution by using materials from ensure material is free of contaminants • Quarry or borrow pits quarry/borrow pit location that may be contaminated as fill material • Provide appropriate sanitary facilities at • Stockpile storage of on road rehabilitation project accommodation facilities/camps construction material • Clean up area after work is completed, remove Positive Impact: any unused or old material from site and properly • Road rehabilitation would improve surface water quality by Significant/Local dispose reducing disturbed road material/ soil
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Annex 4 RECOMMENDED SPECIAL SPECIFICATION CONTRACT CLAUSES FOR ENVIRONMENTAL AND SOCIAL PROTECTION DURING CONSTRUCTION
4. RECOMMENDED SPECIAL SPECIFICATION CONTRACT CLAUSES FOR ENVIRONMENTAL AND SOCIAL PROTECTION DURING CONSTRUCTION
4.1 General Environmental Management Requirements The Contractor shall abide by the requirements of the Employer’s Environmental Management Plan (EMP) which is appended and is a part of the Contract. The Contractor shall develop a Contractor’s Environmental Management Plan (CEMP) as further described in Clause 3.0 below for approval by the Engineer prior to start of the construction works. The schedule for the potential release of the Project site to Contractor has taken into consideration Employer’s Resettlement Action Plan (RAP), Environmental Management Plan (EMP), and permit applications. The Contractor is advised that all sites where the contractor will establish its Plant Yard and other installations shall be subject to environmental and social impact assessments must be covered by an acceptable Contractor’s Environmental Management Plan (CEMP), must be permitted in accordance with all applicable permitting requirements, and may be subject to a Resettlement Action Plan (RAP).
4.2 Environmental Management
4.2.1 General Provisions The Contractor shall take all necessary measures and precautions and otherwise ensure that the execution of the Works and all associated operations on the Sites or off-site are carried out in conformity with statutory and regulatory environmental requirements of the Government of Moldova and the Standard Specifications, where the more stringent shall apply. The Contractor shall take all measures and precautions to avoid any nuisance or disturbance arising from the execution of project activities. This shall, wherever possible, be achieved by suppression of the nuisance at source rather than abatement of the nuisance once generated.
4.2.2 Protection of Existing Natural Resources and Places of Cultural Value
4.2.2.1 Depletion of water resources The Contractor shall liaise with the Engineer on issues related to water use and obtain all relevant water- use permits. The cost of obtaining permits shall be deemed to have been included in the Contractor’s rates and prices in the Contract.
4.2.2.2 Protection of Trees The removal of trees and other vegetation shall be kept to the minimum necessary to accommodate the permanent works as indicated by the Project Drawings. The Contractor shall coordinate this with local Environmental Inspectorates and shall be responsible for ensuring that any exposed surfaces are revegetated as construction progresses in accordance with instructions of the Engineer.
4.2.2.3 Fire Prevention The Contractor shall ensure that fires do not start within the site or in the environs thereto as a result of execution of the Works. The burning of any waste causing noxious emissions, such as but not limited to vehicle tires, is prohibited.
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The Contractor shall have available at all times suitably trained personnel with adequate fire-fighting equipment to deal with fires. The Contractor shall provide fire protection and fighting equipment local to any parts of the Works where there is a particular fire hazard.
4.2.2.4 Protection of Environmentally Sensitive Areas The Contractor shall take all reasonable measures at all sites under his control to prevent spillage, and leakage of materials likely to either cause pollution of or interference with the supply of water. Where the Contractor is undertaking execution of parts of the Works which may cause silting, flooding and erosion of beds and banks, the Contractor shall take all reasonable measures to prevent such events and shall be liable for the consequences of any damages and reinstatement. Such measures shall include, but not be limited to, the provision of bunds or berms around fuel, oil and bitumen storage facilities, and oil and grease traps in drainage systems associated with vehicle and plant washing bays, servicing and fueling areas. The Contractor shall provide, maintain and remove on completion of the Works, settling lagoons and other facilities to minimize pollution due to the Contractor’s operations including, but not limited to quarrying, aggregate washing, concrete mixing and grouting.
4.2.3 Appointment of Environmental Safety Officer (ESO) The Contractor shall submit for approval the name and details (full CV) of his proposal for an ESO to the Engineer within fourteen (14) days of the commencement date. The ESO shall be responsible for day-to- day issues of environmental management. The Contractor shall obtain approval of such person being appointed, who shall be in position to carry out his duties prior to Works activities commencing on site except as may be agreed in exceptional circumstances in writing with the Engineer.
4.2.4 Safety Induction The Contractor, whilst in possession of the Site, shall be responsible for the safety measures undertaken in accordance with the Specifications to protect the workforce and staff of the Contractor’s own staff as well as the Engineer’s supervision staff and shall conduct in this respect Safety Induction Courses for all personnel involved with the Works and who are required to supervise any activity prior to their attending any part of the Works.
4.3 Contractor’s Environmental Management Plan (CEMP) The Contractor shall prepare and submit for the Engineer’s approval an Environmental Management Plan (CEMP) within thirty (30) days of the commencement date of the Contract. The CEMP shall be formulated to meet the requirements specified below under the following headings: 1. Management Acknowledgements 2. Organization & Staffing 3. Communications And Reporting 4. Environmental Control Provisions 5. Health and Safety Provisions The Engineer may require periodic reviews, including updating of the CEMP during the Works.
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4.3.1 Management Acknowledgement (i) Certification and Commitment The CEMP submitted by the Contractor shall provide a signed statement from the Contractor’s Managing Director(s) attesting to a commitment that all environmental protection, safety, and industrial health aspects of the Contract will be given highest priority in the discharge of contractual obligations and certifying a commitment to the provisions in the CEMP as approved by the Engineer. (ii) Statutory Understanding and Compliance The Plan shall provide a statement attesting the firm’s understanding of, and means of ensuring due compliance with, the statutory regulations relating to construction work in the government of Moldova, specifically in regard to compliance with: (a) All safety and industrial health legislation including, without limitation, the Rules and Regulation of the Government of Moldova and the authorities having jurisdiction. (b) All current environmental laws and regulations, including both national and local regulations, related to the following, but not limited to: Noise; Vibration; Air pollution; Water contamination; Solid waste disposal; Liquid waste disposal; Sanitary conditions (water supply, sewerage, etc.); Use of explosives; and Protection of public traffic, etc. (iii) Availability of Documents The Plan shall state where copies of safety and industrial health regulations and documents will be available on the construction site and verify that all regulations and documents have been or will be available. (iv) Management of Subcontractors The requirements of this and related sections and obligations therein shall include for execution of parts of the Works by the approved subcontractors whilst the Contractor shall: (a) Provide subcontractors with copies of the CEMP whilst incorporating such provisions into all subcontracts and ensure compliance with such plan under the Contract. (b) Require all subcontractors to appoint a safety representative who shall be available on the site throughout the operational period of the respective sub-contract and ensure as far as is practically possible that staff and employees of subcontractors are conversant with appropriate parts of the CEMP and the statutory regulations.
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4.3.2 Organization and Staffing (i) Organization Chart The Plan shall include an organization chart identifying (by job title and by the name of the individual) the personnel to be engaged for environmental protection, safety and traffic control. The chart and the supporting text shall identify participants and their areas of responsibility. (ii) Identification of Responsibilities The Plan shall provide a description of the responsibilities of the Environment/Safety Staff appearing on the Organization Chart. (iii) Nomination of the Proposed Environment/Safety Officer (ESO) The Plan shall indicate the name of the proposed ESO. The ESO shall be responsible for day-to- day environmental management on the site. (iv) Certification Related to the Environment/Safety Officer (ESO) The Plan shall certify that: The ESO will be appointed and assigned duties throughout the period of the Contract connected with the environmental, safety, and traffic control activities on the Site. The proposed ESO is suitably qualified and experienced to supervise and monitor compliance with the CEMP and will, in particular but without limitation, carry out auditing of the operation of the CEMP in accordance with a rolling program to be submitted, from time to time, to the Engineer for his consent. The ESO will not be removed from the site without the express written permission of the Engineer. Within fourteen (14) days of any such removal or notice of intent of removal, a replacement ESO will be nominated for approval by the Engineer. The ESO will be provided with supporting staff in accordance with the staffing levels set out in the Plan. The supporting staff shall include at least one (1) Deputy ESO whose appointment shall also be subject to approval by the Engineer. The Deputy ESO shall be capable of assuming the duties and functions of the ESO whenever necessary. The ESO shall be empowered to instruct employees of the Contractor and Subcontractors to cease operations and shall take the appropriate action as is necessary and within his limits of delegation by informing others as may be appropriate to prevent unsafe working practices or other infringements of the Plan or the statutory regulations. The ESO shall maintain a daily site diary comprehensively recording all relevant matters concerning site environmental management, safety and traffic control, inspections and audits, related incidents and the like. The site diary shall be available at all times for inspection by the Engineer and his staff. (v) Contact Information Contact information for all Environment/Safety Staff shall be provided in the Plan. (vi) Qualifications of the Proposed Staff Curriculum vita (CVs) and other relevant information explaining the qualifications of the proposed staff and demonstrating their ability to perform the duties assigned shall be provided with the Plan.
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4.3.3 Reporting Procedures (i) Communications & Routine Reporting Procedures The Plan shall explain the proposed interaction and communication procedures between construction personnel and environmental protection, safety and traffic control staff, including: Communication facilities Routine communication and reporting systems (ii) Environmental and Safety Reports The following environmental and safety reports shall be submitted: Initial Environmental Baseline Report. The Contractor shall carry out an initial assessment of environmental baseline conditions as part of the Contractor’s Environmental Management Plan, and further described in Section 3.4 (iii). The CEMP baseline assessment shall contain an evaluation of health and safety conditions at the work sites. This initial report shall be submitted within thirty (30) days of the commencement date of the Contract. Regular Environmental and Safety Reports. The Contractor shall undertake safety and environmental inspections and report weekly and shall provide copies of such reports to the Engineer each month for the duration of the Contract. Incorporation of Summaries in the Project Monthly Reports. Summaries of these reports will be included in the Project’s Monthly Progress Reports. (iii) Notification of Accidents The Plan shall verify that provisions have been made to ensure that the Contractor shall notify the Engineer and Employer within forty-eight (48) hours or as soon as reasonably possible after the occurrence of any accident which has resulted in damage or loss of property, disability or loss of human life, or which has or which could reasonably be foreseen to have a material impact on the environment and shall submit to the Engineer and Employer no later than twenty-eight (28) days after the occurrence of such an event, a summary report thereof. (iv) Communications with Sub-Contractors The CEMP shall specify: The means by which environmental management, health and safety and traffic control and industrial health matters and requirements will be communicated to Subcontractors at all levels and their due compliance with the CEMP and all relevant statutory regulations. Subcontractors shall be supplied with copies of the CEMP which shall be deemed part of the sub-contract and which may include attendance at training programs, circulation of newsletters and other means as specified by the Plan. The procedures for reviewing and monitoring compliance with the CEMP and statutory regulations. This could include, for example, the inclusion of performance against environmental and safety criteria as a part the daily and/or weekly site inspections.
4.3.4 Environmental Control Provisions The CEMP shall contain: A site plan for each construction site indicating the major environmental requirements as in section (i) below; Environmental Baseline Work Programs;
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Monitoring Schedules; Verification of Arrangements for Required Equipment; and Other Environmental Provisions as noted below.
Detailed requirements are as follows: (i) Site Plans The CEMP shall include site plans for each construction site and staging area, indicating the locations and arrangements of all storage areas and work sites subject to activities that may result in environmental impacts. At a minimum, the site plans must indicate the following: The Basic Site Organization. The basic site organization shall be provided by a site plan at a scale of 1:1,000. Hard Surface Areas. Areas within the site where there is a regular movement of vehicles shall have an acceptable hard surface and be kept clear of loose surface material and shall be so indicated on the required site plan. Waste Disposal and Site Drainage Systems. The following conditions shall apply: Waste Disposal. All water and waste products arising on the site shall be collected, removed from the site via a suitable and properly designed temporary drainage system and disposed of at a location and in a manner that will cause neither pollution nor nuisance, and is acceptable to the Engineer and the State Environmental Inspectorate (SEI) and the local authorities. The site plan shall indicate the system proposed and the locations of related facilities in the site, including latrines, holding areas, etc. There shall be no direct discharge of sanitary or wash water to surface water. Disposal of materials such as, but not limited to, lubricating oil and onto the ground or water bodies shall be prohibited. Liquid material storage containment areas shall not drain directly to surface water. Liquid material storage containment areas equipped with drains shall be valved, and the valve shall be maintained locked in the closed position with supervisory control of the key. Lubricating and fuel oil spills shall be cleaned up immediately and spill clean- up materials shall be stocked and maintained at the storage area. Drainage. The site plan shall be devised to ensure that run-off from excavations in the different parts of the Works is not deposited directly into any watercourse, stream, or canal and shall indicate the system proposed, including the locations of retention ponds and other facilities. There shall be no direct discharge of sanitary wastewater, wash water, chemicals, spoil, waste oil or solid waste generated in connection with the Works to surface water bodies. Locations of Water Quality Monitoring Stations. Locations for surface water quality monitoring stations according to (ii) below shall be indicated. Locations of Fueling Operations. Fueling operations shall occur only within containment areas Temporary Construction Facilities Relative to Watercourses. The site plans shall be devised to ensure that, insofar as possible, all temporary construction facilities are located at least 50 meters away from an existing water course, stream, or canal. Other Water-Related Facilities. Site Plans must indicate adequate precautions to ensure that no spoil or debris of any kind are allowed to be pushed, washed down, fallen or be deposited on land or water bodies adjacent to the Site.
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Location of Batching Plant(s). Dry mix batching shall be carried out in a totally enclosed area with exhaust to suitable fabric filters. The locations of these facilities should be clearly illustrated by the site plans. Location of Wheel Washing Facilities. The Contractor shall provide a wash pit or a wheel washing and/or vehicle cleaning facility at the exits from the excavation sites. The Contractor shall ensure that all vehicle are properly cleaned (bodies and tires are free of sand and mud) prior to leaving the construction site and entering public areas and ensure that water or debris from such cleaning operations is contained and not deposited into nearby drains and watercourses. The locations of these facilities shall be clearly illustrated by the site plans. Location of Sand and Aggregate Storage Provisions. The Contractor shall implement dust suppression measures that shall include, but not be limited to the following: Stockpiles of sand and aggregate greater than 20 cubic meters for use in concrete manufacture shall be enclosed on three sides, with walls extending above the pile and two (2) meters beyond the front of the piles. Cement and other such fine-grained materials delivered in bulk shall be stored in closed silos fitted with a high-level alarm indicator. The high-level alarm indicators shall be interlocked with the filling line such that in the event of the hopper approaching an overfull condition, an audible alarm will operate, and the pneumatic line to the filling tanker will close. Conveying Systems. Where dusty materials are being discharged to vehicles from a conveying system at a fixed transfer point, a three-sided roofed enclosure with a flexible curtain across the entry shall be provided. Exhaust fans shall be provided for this enclosure and vented to a suitable fabric filter system. Locations and essential details for these facilities shall be indicated on the site plan as warranted. Other Air Quality Features. Construction walls will be provided in all locations where strong winds could cause the blowing of dust and debris. The Plan shall indicate where such facilities are proposed. Conformance with the Montréal Protocol. All refrigerants and fire extinguishing materials shall be in accordance with Montréal Protocol which specifies acceptable materials for these purposes. Locations of Proposed Air Quality Monitoring Stations. Sheltered air quality monitoring stations are required at each location for baseline air quality monitoring. The Contractor shall construct suitable access, hard standing and a galvanized wire fence and gate at each monitoring station. The exact location and direction of the monitoring equipment at each monitoring station shall be agreed with the Engineer. The locations proposed should be clearly illustrated by the site plans. Locations of Liquid and Toxic Material Storage Areas. The site plans shall specify the locations for the storage of liquid materials and toxic materials including the following such conditions to avoid adverse impacts due to improper fuel and chemical storage: All fuel and chemical storage (if any) shall be sited on an impervious base within a bund and secured by fencing. The storage area shall be located away from any watercourse or wetlands. The base and bund walls shall be impermeable and of sufficient capacity to contain 110 percent of the volume of tanks.
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Filling and refueling shall be strictly controlled and subject to formal procedures and will take place within areas surrounded by bunds to contain spills / leaks of potentially contaminating liquids. All valves and trigger guns shall be resistant to unauthorized interference and vandalism and be turned off and securely locked when not in use. The contents of any tank or drum shall be clearly marked. Measures shall be taken to ensure that no contaminated discharges enter any drain or watercourses. Disposal of lubricating oil and other potentially hazardous liquids onto the ground or water bodies will be prohibited. Should any accidental spills occur, immediate clean up will be undertaken and all cleanup materials stored in a secure area for disposal to a site authorized for disposal of hazardous waste. Explanations of Proposed Site Drainage Systems. Locations likely to be subject to water quality impacts or significant runoff (construction camps, staging areas, etc.) and an explanation of the proposed site drainage system shall be indicated on the site plans. Noise Monitoring Stations. The Contractor will carry out noise monitoring at such points within the Site or outside the Site and at times as shall be determined by the Engineer. (ii) Standards and Required Equipment The Contractor shall comply with prevailing standards and regulations of the Government of Moldova. In instances in which the requirements of the Specifications and those of the Government of Moldova differ (if any), the more stringent shall apply. Instrumented monitoring as called for herein will require subcontractor services for which the following should be noted: Air Quality. Air quality monitoring will require: A high volume air sampler and associated equipment and shelters in accordance with accepted international practice. A direct reading dust meter capable of reading one-hour TSP in the range 0.1-100 mg/m3. The dust (TSP) levels will be measured by the High Volume Method for Total Suspended Particulates. Equipment capable of providing the monitoring specified by the Monitoring Plan. Suitable access, hard standing and a galvanized wire fence and gate at each monitoring station at locations on the site boundaries. Equipment as necessary to ensure that all samples collected as part of the monitoring program shall be analyzed according to accepted international practice. Water Quality. All sampling and analysis shall be in conformance with standard methods and standards of the Government of Moldova, and shall be acceptable to the Engineer. Noise. Equipment as necessary to ensure monitoring meeting the requirements of the Government of Moldova is required. Baseline noise monitoring shall conform to standard methods and standards of the Government of Moldova, and shall be acceptable to the Engineer. Soil Quality. All sampling and analysis shall be in conformance with standard methods and standards of the Government of Moldova, and shall be acceptable to the Engineer.
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(iii) Environmental Baseline Work Program The following are required as a part of the environmental baseline survey (EBS): Air Quality Baseline. Air quality baseline monitoring shall be carried out within thirty (30) days of notification of the commencement date, to determine ambient levels of the air pollutants indicated by below at specified monitoring stations. The baseline monitoring is required to be carried out for a one-week period with measurements to be taken at each monitoring station according to the frequency schedule below. The Plan shall indicate when the Contractor proposes to undertake the required baseline air quality survey and shall provide references to locations of each monitoring station indicated on the accompanying site plan(s) as appropriate. The locations shall be approved by the Engineer.
Pre-Construction Monitoring: Air Quality Parameters Frequency Locations Standards . Particulates (TSP and PM10) Others as determined Within a one-week period: Not less than two warranted by the EIA could . A continuous period of at points in each include: least 24 hours; Construction As agreed with . Sulfur Dioxide (SO2) . Second measurement for at Package. Additional Engineer and . Nitrogen Dioxide (NO2) least one two-hour period. locations to be SEI. . Carbon Monoxide (CO) . Third measurement for at determined on the . Ozone (O3) least one two-hour period. basis of the CEMP. . Ammonia (NH3) . Hydrocarbons (HC)
Water Quality Baseline. Pre-construction water quality monitoring shall be carried out twice within a one-week period to establish baseline conditions at locations determined in consultation with the Engineer and shall include locations likely to be subject to water quality impacts or significant runoff (construction camps, staging areas, etc.) and shall include the following:
Pre-Construction Monitoring: Water Quality Parameters Frequency Locations Standards . Suspended solids (SS) As determined warranted by Not less than two . Biological Oxygen the Engineer. points in each Demand (BOD) Construction As agreed with . Dissolved oxygen (DO), Package. Additional Engineer and . Conductivity locations to be SEI. . Fecal coliform determined on the . Oil and grease basis of CEMP.
Noise Baselines. Baseline noise monitoring will be conducted at agreed upon areas continuously over a period of seven (7) days at sensitive locations. Hourly Leq, dBA shall be reported. The Plan shall indicate when and where the Contractor proposes to undertake the required baseline noise survey and provide references to locations indicated by the accompanying site plan(s) as appropriate. The proposed locations shall be approved by the Engineer.
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Soil Quality Baseline. Pre-construction soil quality monitoring shall be carried out twice within a one-week period to establish baseline conditions at locations determined in consultation with the Engineer and shall include locations likely to be subject to soil quality impacts (construction camps, refueling stations, bitumen batch plants, staging areas, etc.) and shall include the following: Pre-Construction Monitoring: Soil Quality Parameters Frequency Locations Standards . Percentage sand, silt As determined warranted by and/or clay the Engineer. . pH value Not less than two . total nitrogen points in each . potassium Construction As agreed with . available phosphorus Package. Additional Engineer and . organic matter locations to be SEI. . effective cation determined on the exchange capacity basis of CEMP. . metals (cadmium, nickel and lead) . hydrocarbons
(iv) Monitoring Schedules The following scheduling provisions shall apply in regard to routine periodic monitoring during the Contract: Air Quality. Air quality impact shall be monitored not less than once per month during the course of the Works. Monitoring results shall be submitted to Engineer two (2) working days of the completion of the monitoring period for analysis and review. Actions taken in response to the monitoring results shall also be required. Additional monitoring shall be undertaken as deemed warranted by the Engineer. Water Quality Monitoring. Monitoring of runoff from the site areas, construction camps, staging areas and camps etc., shall be undertaken not less than once per month and additional monitoring may be required at the discretion of the Engineer if warranted by site observations. Analytical reports may be required by the Engineer to explain anomalies and problems encountered. Actions taken in response to the monitoring results shall also be required. Soil Quality Monitoring. Monitoring of soils from the construction camps, staging areas and batching plant areas, etc., shall be undertaken not less than once per month and additional monitoring may be required at the discretion of the Engineer if warranted by site observations. Analytical reports may be required by the Engineer to explain anomalies and problems encountered. Actions taken in response to the monitoring results shall also be required. Noise Monitoring. Off-site noise levels due to construction activities shall not exceed a Leq of 70 dBA at any time and, insofar as possible, shall not exceed 55 dBA during the day (06:00 to 20:00) and 45 dBA at night (20:00 to 06:00). Noise shall be monitored not less than once per month and more frequently if determined warranted by the Engineer.
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In all cases, monitoring results shall be submitted to the Engineer within two (2) working days of the completion of the monitoring period for analysis and review. The Contractor shall, at the same time, propose any action to be taken or needed in response to the monitoring results for the approval by the Engineer.
4.3.5 Other Environmental Control, Provisions (i) Related to Air Quality The Plan shall indicate understanding that: (a) No furnaces, boilers or other similar plant or equipment using any fuel that may produce air pollutants will be installed without prior written consent of the Engineer. (b) There will be no burning of debris or other materials, which shall be taken to approved disposal sites (c) Dust suppression measures including but not limited to the following shall be implemented: Stockpiles of sand and aggregate greater than 20 cubic meters for use in concrete manufacture shall be enclosed on three sides, with walls extending above the pile and two (2) meters beyond the front of the piles. Locations shall be indicated by the CEMP. Effective water sprays shall be used during the delivery and handling of all raw sand and aggregate, and other similar materials, when dust is likely to be created and to dampen all stored materials during dry and windy weather. Areas within the Site where there is a regular movement of vehicles shall have an acceptable hard surface and be kept clear of loose surface material. Locations shall be indicated by the CEMP. Conveyor belts shall be fitted with wind-boards, and conveyor transfer points and hopper discharge areas shall be enclosed to minimize dust emission. All conveyors carrying materials that have the potential to create dust shall be totally enclosed and fitted with belt cleaners. Locations shall be indicated by the CEMP. Cement and other such fine-grained materials delivered in bulk shall be stored in closed silos fitted with a high-level alarm indicator. The high-level alarm indicators shall be interlocked with the filling line such that in the event of the hopper approaching an overfull condition, an audible alarm will operate, and the pneumatic line to the filling tanker will close. Locations shall be indicated by the CEMP. Cement manufactured from dredging of off-shore coral reef resources will not be used in the Project. All air vents on cement silos shall be fitted with suitable fabric filters provided with either shaking or pulse-air cleaning mechanisms. The fabric filter area shall be determined using an air-cloth ratio (filtering velocity) of 0.01 - 0.03 m/s. Weigh hoppers shall be vented to a suitable filter. The filter bags in the cement silo dust collector must be thoroughly shaken after cement is blown into the silo to ensure adequate dust collection for subsequent loading. Adequate dust suppression including water tank trucks with spray bars.
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Areas of reclamation shall be completed, including final compaction, as quickly as possible consistent with good practice to limit the creation of wind blown dust. All non-bituminous / unsurfaced roads forming access to parts of the construction areas of the Site shall be kept moist by spraying. All vehicles, while parked on the Site, will be required to have their engines turned off. All equipment and machinery on the Site will be checked at least weekly and make all necessary corrections and or repairs to ensure compliance with safety and air pollution requirements. All vehicles will be properly cleaned (bodies and tires are free of sand and mud) prior to leaving the site areas. The necessary cleaning facilities will be provided on site to ensure that no water or debris from such cleaning operations is deposited off-site. Locations should be indicated by the CEMP. All trucks used for transporting materials to and from the site will be covered with canvas tarpaulins, or other acceptable type cover (which shall be properly secured) to prevent debris and/or materials from falling from or being blown off the vehicle(s). Construction walls will be provided in all locations where strong winds could cause the blowing of dust and debris. (d) At any concrete batching plant or crushing plant being operated on the Site, the following additional conditions shall be complied with: Dust nuisance as a result of construction activities will be avoided. An air pollution control system shall be installed and shall be operated whenever the plant is in operation. Where dusty materials are being discharged to vehicles from a conveying system at a fixed transfer point, a three-sided roofed enclosure with a flexible curtain across the entry shall be provided. Exhaust fans shall be provided for this enclosure and vented to a suitable fabric filter system. Locations shall be indicated by the CEMP Any vehicles with an open load carrying area used for moving potentially dust- producing materials shall have properly fitting side and tailboards. Materials having the potential to create dust shall not be loaded to a level higher than the side and tail boards, and shall be covered by a clean tarpaulin in good condition. The tarpaulin shall be properly secured and shall extend at least 300 mm over the edges of the side and tailboards. The concrete batching plant and crushing plant sites and ancillary areas will be frequently cleaned and watered to minimize any dust emissions. Dry mix batching shall be carried out in a totally enclosed area with exhaust to suitable fabric filters. (ii) Related to Water Quality Other water quality provisions will include, but will not be limited to, the following: All existing stream courses and drains within, and adjacent to, the Site will be kept safe and free from any debris and any excavated materials arising from the Works. Chemicals, sanitary wastewater, spoil, waste oil and concrete agitator washings will not be deposited in the watercourses.
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All water and waste products arising on the Site will be collected, removed from the Site via a suitable and properly designed temporary drainage system and disposed of at a location and in a manner that will cause neither pollution nor nuisance. Drainage works will be constructed, maintained, removed and reinstated as necessary and all other precautions necessary for the avoidance of damage by flooding and silt washed down from the Works will be taken. Adequate precautions will be taken to ensure that no spoil or debris of any kind are allowed to be pushed, washed down, fallen or be deposited on land adjacent to the Site. In the event of any spoil or debris from construction works being deposited on adjacent land or any silt washed down to any area, then all such spoil, debris or material and silt shall be immediately removed and the affected land and areas restored to their natural state by the Contractor. Downstream slopes will be stabilized with concrete, rock gabions or walls to avoid erosion where warranted as directed by the Engineer. Construction camps and other potential sources waste and debris are properly sited and provided with drainage and wastewater facilities. (iii) Related to Soil Quality Other soil quality provisions will include, but will not be limited to, the following: All exposed soil areas within, and immediately adjacent to, the Site will be kept safe and free from any materials arising from the Works likely to contaminate soils. All solid and liquid wastes, including but not limited to excavated spoils and old pavement materials removed as part of construction, will be collected, removed from the Site, and disposed of at a location and in a manner that will cause neither soil pollution nor nuisance, and acceptable to the Engineer. Refueling stations and bitumen batch plants will be designed with suitable berms or other measures so as to prevent soil contamination from spills or other accidental discharges to the soil.
(iv) Related to Noise and Vibration To avoid potential adverse noise and vibration impacts, the Contractor shall: Provide prior notification to local authorities and the public of construction operations prior to commencing works. Repair any damage caused as the result of vibrations generated from or by the use of his equipment, plant, and machinery. Erect temporary noise barriers where schools are within 50 meters of construction activities. Ensure that all exhaust systems will be maintained in good working order; properly designed engine enclosures and intake silencers will be employed; and regular equipment maintenance will be undertaken. Ensure that stationary equipment will be placed as far from sensitive zones as practical and is selected to minimize objectionable noise impacts being provided with shielding mechanisms where possible.
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Schedule operations to coincide with periods when people would least likely be affected; work hours and work days will be limited to less noise-sensitive times. Hours-of-work will be approved by the site engineer having due regard for possible noise disturbance to the local residents or other activities. (v) Related to Protection of Historic and Cultural Resources To avoid potential adverse impacts to historic and cultural resources, if any, the Contractor shall: Protect sites of known antiquities, historic and cultural resources by the placement of suitable fencing and barriers; The Contractor will consult with local authorities and appropriate agencies prior to construction works to identify potential historic and cultural sites that may be affected by Project works. Not locate construction camps within 500 meters from cultural resources. Adhere to accepted international practice and all applicable historic and cultural preservation requirements of the Government of Moldova, including all appropriate local government entities In the event of discoveries of cultural or historic artifacts (movable or immovable) in the course of the work, the Contractor shall take all necessary measures to protect the findings and shall notify the Engineer and concerned District-level and central government level representatives. If continuation of the work would endanger the finding, project work shall be suspended until a solution for preservation of the artifacts is agreed upon. (vi) Related to Protection of Utilities To avoid potential adverse impacts to utilities, the Contractor shall: Ascertain and take into account in his method of working the presence of utility services on and in the vicinity of the Site. Take into account in his program the periods required to coordinate with the contractors diverting such services, including any periods of notice required to affect such work in consultation with authorities operating such services. Confirm the details and location of all utility services on or in the vicinity of the Site. Exercise the greatest care at all times to avoid damage to or interference with services. Assume responsibility for any damage and/or interference caused by him or his agents, directly or indirectly, arising from actions taken or a failure to take action, and for full restoration of the damage. Wherever existing ground surfaces are to be disturbed for construction of the Works, carry out full and adequate investigations to locate all services in the area by means of hand-dug trial holes and trenches in combination with electronic and electro-mechanical devices, where appropriate. Each service thus exposed shall be identified. Every such service at risk shall be fully exposed and adequately protected and supported in situ or diverted to the satisfaction of the appropriate authority prior to the commencement of such construction. When working in the vicinity of overhead power cables, ascertain and satisfy himself about the safe clearances to be maintained from the power cables in consultation with the authority operating the power line.
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The Contractor will consult with the Engineer regarding the relocation of utilities when preparing his program of the Works. (vii) Related Land Transportation Construction operations will be conducted in a manner to minimize their impact on land transportation in and around the areas of construction. Measures to accomplish this requirement may include, but not be limited to, the following: Transportation of materials and equipment carried out in accordance with Government of Moldova regulations. Avoiding transportation of materials and equipment on live traffic routes during busy periods to avoid exacerbation of possible congestion. Installation of proper and sufficient temporary traffic management systems Proper supervision of drivers to ensure awareness and adherence to regulations. Stipulation of control of drivers in such way as to prevent or deter drivers from using alcohol and drugs whilst in employment. Storage of construction materials. The Contractor shall be responsible for all road damage that may occur from the transporting of materials and equipment to and from the Works and will be responsible for implementing all necessary repairs and/or restoration at no cost to the Employer.
4.4 Health and Safety Provisions The Contractor shall ensure as far as practicable that the health, safety and welfare of employees and all other persons on site are secured and are protected from hazards created by the Project. The Contractor shall prepare and implement a Health and Safety Plan (HSP), which shall be approved by the Engineer. The HSP shall address, but is not limited to, the following: Site Security, including securing of excavations, hazardous materials, etc. Confined space safety procedures Excavation and trenching safety measures Emergency Response plans First Aid facilities, equipment and materials Protective clothing and safety equipment Safety Training Program for Contractor Staff On-Site Safety Publicity HIV/-AIDS Awareness Program H&S Management monitoring and reporting All occupational health and safety measures will comply with applicable Government of Moldova regulations and international good practice, where the more stringent will apply.
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(i) Emergency Response Plan The HSP shall include an emergency response plan to deal with accidents and emergencies, including environmental/public health emergencies associated with hazardous material spills and similar events. (ii) First Aid Base The Contractor shall provide a fully equipped first aid base. (iii) On-Site Safety Publicity The Contractor shall ensure that safety, rescue and industrial health matters are given a high degree of publicity to all persons regularly or occasionally on the Site. Posters drawing attention to site safety, rescue and industrial health regulation shall be made or obtained from the appropriate sources and shall be displayed prominently in areas of the Site where Contractor and Subcontractor staff and labor, Engineer’s staff and Site visitors will take notice. (iv) Safety Training Program The Contractor shall include in the HSP a safety training program which shall consist of: Initial Safety Induction Course. All workmen shall be required to attend a safety induction course prior to undertaking any work in connection with the Works. Periodic Safety Training Courses. Periodic safety courses shall be conducted for all Contractor’s employees and subcontractor’s employees including all operatives and staff involved in supervision and management not less than once every six months. Subcontractor employees will be required to participate in relevant training courses appropriate to the nature, scale and duration of the subcontract works. Safety Meetings. Regular safety meetings will be conducted on a monthly basis and shall require attendance by the safety representatives of Subcontractors. The Engineer shall be invited to attend at his discretion. The minutes of all safety meetings will be taken and sent to the Engineer within seven (7) days of the meeting. Safety Inspections. The Contractor shall regularly inspect, test and maintain all safety equipment, scaffolds, guardrails, working platforms, hoists, ladders and other means of access, lifting, lighting, signing and guarding equipment. Lights and signs shall be kept clear of obstructions and legible to read. Equipment, which is damaged, dirty, incorrectly positioned or not in working order, shall be repaired or replaced immediately. Safety Equipment and Clothing. The Contractor shall ensure that safety protection equipment and protective clothing are available for use as required and effective measures are employed to ensure proper utilization and necessary replacement of such equipment and clothing. Safe Use of Construction Plant and Equipment. The Contractor shall ensure that equipment is fitted with appropriate safety devices including effective safety catches for crane hooks and other lifting devices, automatic warning devices and, where applicable, an up-to-date test certificate, for cranes and hoists. Requirements for Subcontractors’ Safety Plans. Subcontractors will be supplied with copies of the HSP and provisions will be incorporated into all sub-contracts. All subcontractors will be required to appoint a safety representative who shall be available on the Site throughout the operational period of the respective sub-contract unless the Engineer’s approval to the contrary is given in writing.
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(v) HIV-Aids Awareness Program The Contractor shall: (a) Appoint under subcontract an Approved Service Provider to provide an HIV Awareness Program to the Contractor’s Personnel and the project affected communities along the road right of way as soon as practicable after the Contractor’s Personnel arrive at the Site but in any case within two weeks after the Contractor’s Personnel arrive at Site and to repeat such HIV Awareness Program at intervals not exceeding four months. (b) Give any representative of the Approved Service Provider, the Employer and the National HIV/AIDS Authority all reasonable access to the Site in connection with the HIV Awareness Program; (c) If the National Aids Authority has not provided the names of available Approved Service Providers within two weeks after being asked, select its own service provider after consultation with the appropriate UNAIDS and/or National HIV/AIDS Authority office; (d) Instruct the Contractor’s Personnel to attend the HIV Awareness Program in the course of their employment and during their normal working hours or any period of overtime provided for in the relevant employment contracts and uses all reasonable endeavors to ensure this instruction is followed; (e) Provide suitable space for delivery of the HIV Awareness Program and do nothing to dissuade the Contractor’s Personnel from attending the HIV Awareness Program; (f) As soon as practicable, notify the National HIV/AIDS Authority of its subcontract with an Approved Service Provider to facilitate the National HIV/AIDS Authority’s audit of Approved Service Providers; (g) Give all reasonable cooperation to the National HIV/AIDS Authority if it exercises its right to audit the provision by the Approved Service Provider of the HIV Awareness Program. (h) Make condoms available complying with the requirements of ISO 4074 to all Contractor’s employees at readily accessible points on the site, suitably protected from the elements, for the duration of the contract; (i) Either place and maintain HIV/AIDS awareness posters of size of not less than A1 in areas which are highly trafficked by construction workers, or provide construction workers with a pamphlet, in languages largely understood by construction workers, which reinforce the outcomes of the HIV Awareness Program stated in (a) above; (j) Encourage voluntary HIV/STD testing, and (k) Provide information on services concerning counseling support and care of those that are or might be infected. The Contractor shall not be required to undertake or pay for treatment or medication for personnel found to be suffering from HIV/AIDS. Such personnel shall not be discriminated against however. (vi) Reporting (a) The Contractor shall prepare and attach to his claims for payment a brief report which outlines how the actions taken by the Contractor in the period for which payment is claimed satisfy the requirements and a schedule which lists the names, identity numbers, trade / occupation and name of Employer of all construction workers exposed to the program.
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(b) The Engineer shall certify the report described in (vii)(a) whenever a claim for payment is issued to the Employer.
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Annex 5 RESULTS OF INTERVIEWS AND FOCUS GROUPS FOR SOCIO-ECONOMIC STUDY
5. RESULTS OF INTERVIEWS AND FOCUS GROUPS FOR SOCIO-ECONOMIC STUDY
5.1 Applied Methodology of Social Assessment Field trips to locations along the M2 road were conducted from July 14-17, 2009. The work team included Nilufar Egamberdi and four local consultants: Igor Karayan, Angela Lozan, Valeriu Mindru, and Olga Covaliova. Meetings and discussions were held with mayors and their office staff, and also with the focus groups from communities on the both sides of the road, in some cases quite a distance from it. The focus groups included farmers, seasonal and individual agricultural workers, schoolteachers, housewives, schoolchildren, accountants, postmen, doctors, etc. Those surveyed were either working in agriculture, in offices, or were temporarily or permanently unemployed. People of different ages were contacted: children and youths from 5-18; adults from 18-65, and pensioners and elderly people older than 65.
Main questions asked and discussed: What is the social-economic structure of the village? The land type, property, and types of economic activity. Migration trends. Child labor. Role and occupation of women in rural areas. Information on invalids and malaria, tuberculosis, and other infectious diseases. What are the main social problems that may be resolved by the Project? What will be the benefits from the Project? What negative aspects can you see and how to mitigate them? What are the main wishes with regard to the Project? What are your main questions and recommendations? How can the community become involved in the Project during the rehabilitation and operation of the roads?
5.2 General Data on the Districts in the Area of M2 Road
5.2.1 Floresti District Area – 790 km2 Population – 89,406 people Localities – 3 towns (Floresti, Ghindesti, and Marculesti) and 37 communes and villages Population density – 113,17 people/km2 Foundation date – 11 November, 1940 5.2.2 Telenesti District Area – 892 km2 Population – 70,022 people
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Localities – 54, including 1 town, 30 communes, and 23 villages Population density –78,50 people/km2 Foundation date – 27 December, 1966. 5.2.3 Donduseni District Area – 892 km2 Population – 46,437 people Localities – 30, including 1 town, 21 communes, and 8 villages Population density – 52,06 people/km2 5.2.4 Ocnita District Area – 669 km2 Population – 56,706 people Localities – 33, including 3 towns (Ocnita, Otaci, Frunză), 18 communes, and 12 villages Population density – 84,76 people/ km2 5.2.5 Soroca District Area – 865 km2 Population – 95,015 people Localities – 35, including 1 town and 34 communes and villages Population density – 109,84 people/km2 5.3 Codrul Nou Information on village (received from the Mayor’s Office) Name of locality: Codrul Nou Population: 808 people Total area: 720 ha – total area, village – 32 ha Mayor: Popa Nina Mayor’s Office address: Codrul Nou, Telenesti region (district), Tel. (258) 69316
Socio-demographic profile of the community. The village of Codrul Nou is situated at Road M2, km 72- 75. The total area of the village is 32 km2, with a population of 808 people, including 424 women (52 percent) and 384 men (48 percent). The working population (men 16 to 61 years old and women 16 to 56 years old) is 530, or about 66 percent of the total population. Fifty people are currently working abroad (mainly in Italy, Russia, Poland, and the Czech Republic), and half of them are women. Approximately 25 people work outside of the community, with the majority employed in Telenesti town, the District Center, 20 km from the village. The majority of the population are Moldovans, and belong to the Eastern Orthodox Church. There are 25 to 30 evangelists living in the village, and they have a Prayer House. The village has a negative population growth. During the last year, for example, two children were born, and nine residents died. Health of population. There are six reported cases of hepatitis, six of chronic pneumonia, one tuberculosis, four physical disorders, and four cancer cases. HIV/AIDS is not registered. Main economic activity of population. The local economy centers around cultivation of fruits, vegetables, and cereals. The majority of families have created small farms (298) and perform agricultural work on private land. The average land allocation is 1.7 ha. A portion of the non-farming population rents
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their land allocation to the agricultural leader of the community. The total area of agricultural lands is approximately 200 ha. The majority of the agricultural land is used for the cultivation of cereals: wheat and maize. A portion of the crop is utilized to feed the domestic animals and poultry, which are sold at the agricultural market of the neighboring village, Saratenii Vechi, as well as the District Center and Chisinau. The level of poverty is estimated at 60 percent. Only nine families have registered for social assistance, but the actual number is much higher. The low average income from agriculture does not satisfy the needs of the families. This is because the local farmers sell their agricultural products along the roads in the village. The village lacks infrastructure for various social services, and establishing this infrastructure could bring in income and improve the quality of life. Despite the high poverty level that is the decisive factor for human trafficking, no such cases were registered in the community. Economic Infrastructure of the community. The village’s economic infrastructure is poorly developed. There are just three commercial enterprises in the village—all of them minimarkets. There are no industrial enterprises, and there is a total lack of infrastructure to support business (e.g., commercial banks, microfinancing organizations, consultancy and training centers). SRL Avicola is renting 200 ha in the community for poultry (chicken) growing. Social infrastructure of the community. There is a school, kindergarten, pharmacy, library, medical office, post office, and church. There is also a hostel for elderly people and invalids. The school, kindergarten, and medical office are connected to the centralized gas supply. About 120 homes out of 286 are connected to the natural gas supply system. The school has 119 total students, and 45 in the kindergarten. All the social institutions are within 50 to 70 m of Road M2. The social infrastructure and the locative fund are not connected to a centralized water supply system. The principal sources of water are wells: 56 total, 34 serving as sources of drinking water.
Total people surveyed: 19 people were surveyed: six men (ages 40 to 60), seven women (ages 25 to 63), and six young people and children (ages 5 to 20). These individuals included the mayor, cadastre engineer, the secretary of the Local Council, a social specialist, farmers, housewives, retired people, medical assistants, and school children.
Opinion of people and main issues and problems: Principal socio-economic problems. Respondents commented on the unsatisfactory condition of roads (total length 6 km), lack of the work places, lack of a market location for agricultural products, law procurement prices, and migration of labor force. Project-related issues. Road M2 Sarateni-Unguri traverses the village of Codrul Nou for approximately 1 km. Trees have been planted on both sides of the road and three wells are situated along the roadway. Along the road there are about 30 houses. Due to the poor road condition and heavy vehicles, the houses situated at 6-8 m distance from the road are showing cracks and have begun to deteriorate. Traffic accidents are another problem. In the last year there have been three accidents, in one of them two heavy trucks were involved. Along certain segments, sidewalks are only on one side of the road. There are no warning road signs for people and animals. Meanwhile, cattle pastures are situated on one side of the road, and people have to cross the road with cattle twice a day. Drainage of rain water is inadequate, and is discharged along the slope on the right side of the village. As there is no bridge, the waters flow across the road and flood nearby households. Community contribution to project implementation. The discussions in focus-groups with different social categories have revealed a high interest in road renovation. People affirm that
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they are ready to contribute with labor, equipment (there are 15 tractors), and food preparation for workers, on a contractual basis. At the same time, people request that oversized vehicles be restricted after the repair of the road, otherwise the road deterioration, accidents, and damage to houses will continue. Impact of the project on the community. The villagers of Codrul Nou believe road reconstruction will provide easier access to markets in Balti and Chisinau and medical and educational institutions. The positive impact will be noise reduction, a decreased accident rate, safer transportation, and greater safety for the population.
5.4 Tintareni Name of locality: Tintareni Population: 2,117 people (50 percent men, 50 percent women) Total area: 2,369 km2 Mayor: Sova Parascovia Mayor’s Office address: Tintareni, Tintareni region (district). Tel. (258) 69-2-36; mob. 79745988
Socio-demographic profile of community. The village is situated on Road M2, km 75-77. The village area is 98 km2. Residents of working age (men from 16 to 61 and women from 16 to 56 years old) compose approximately 67 percent of the total population. Approximately 150 people have temporarily left the country and work abroad, and more than half of these are women. These people mainly work in Italy (approximately 60 people) and Russia (approximately 50 people), and the rest have left for Ireland, France, Spain, Israel, Romania, and Holland. In 12 families, both parents are working abroad. About 135 people in the community are unemployed, including 62 women. Only 37 people have officially registered their unemployment at the Job Office. Most of the unemployed are not registered, as they assume the procedure of obtaining unemployed status is too complicated. Most of population are Moldovans, belonging to the Orthodox Church, but there are also approximately 30 Evangelists with their own Prayer House. Economic activity. Growing fruit, vegetables, and cereals. The arable lands area is 1526 ha. During the land privatization in the mid-1990s, agricultural land previously owned by collective farms (kolhozes) was distributed to farmers as private property, and each family received a quota of land. Quota sizes vary from village to village, and are typically between 1.5 and 2.5 ha. The average quota in Tintareni is 1.5 ha. Agricultural crops, meat, and milk are sold in markets in the district center (25 km away) and in Chisinau (75 km away). Poverty level. The poverty level is estimated by some local authorities to reach 60-70 percent. The villagers claim that the costs of cultivating land exceed the income obtained, and in some years they do not cover their expenses. Another cause of poverty is lack of access to the labor market. Economic infrastructure of community. Village industries include: a vegetable oil refinery, 10 shops and bars, an one enterprise working in light industry. However, there is no infrastructure for business support (micro-financing organizations, consultancy and training centers, etc.). The Association of Economy and Crediting is no longer active in the village. There is a field branch of the Social Bank. Social infrastructure of community. Social structures include a theoretic lyceum (360 pupils, lessons in two shifts), kindergarten, library, medical aid office, post office, and church. There is no centralized gas supply, and the school is heated with charcoal. The school building is old. There is a centralized water supply system supplying water for 60 households and the school. The rest of the village uses water from shallow wells: of 228 wells, only half are used as a potable water sources. All 512 households are provided with telephone service.
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Total people surveyed: Eleven people were surveyed, including six men (ages 20-65) and five women (ages 50-53). Respondents included a cadastre engineer, social assistant, accountant, fiscal inspector, farmers, housewives, retired people, and the unemployed.
Main issues and problems, by mayor’s and people’s opinion: Main social-economic problems. Respondents commented that there is no centralized gas supply, lack of adequate space in the school to allow pupils to attend lessons in one shift, lack of work places, no market to sell produce, and migration of the workforce. Another problem is low prices for agricultural products, which is one of the causes of poverty. Migration is also a great problem. There is agricultural activity, but there are no processing industries in the village. Project-related issues. The houses near the road are cracking and dirty. Because of the poor condition of the road surface, accidents occur. There are no road signs to protect people and animals. Drainage of rain water is inadequate, and is discharged along the right side of the village. Public involvement in Project implementation. The discussions in the focus groups revealed a high degree of willingness to contribute to the construction and rehabilitation work with labor, equipment, and food preparation for workers, on a contractual basis. People prefer to be paid to work in their own village, instead of looking for jobs elsewhere. Project’s impact on the community. The Tintareni people believe the road reconstruction will enable for them the access better markets and reduce the time to travel to the District Center and Chisinau. Positive impacts include noise reduction, fewer accidents, and improved safety for the community. Some parents believe that road reconstruction will encourage their children to play outside.
5.5 Negureni This village is situated on Road M2, km 80-82. A meeting was held in Negureni village recently, therefore no additional meetings or discussions were held this time. Date of the meeting: May 4, 2009 Place: Negureni village, Mayor’s Office Information on village: The total population is 3,100 people (split equally among men and women). There is a kindergarten (190 children), secondary school (527 children), and three churches. The village has a medical family center, community entertainment/recreation center, and the ―Triodor‖ cannery. Some years ago there was a cattle farm, winery, and another cannery, but they are closed and not operational. People mainly work in agriculture, growing vegetables. There are problems with water quality: hard water is specific for local shallow wells. There is an authorized landfill. Along Road M2 within the village there is a gas station, agricultural market, shop, grain storage house, and private wells.
List of participants Contact # Name Organization, Position Information 1. Perju Ala Kindergarten Teacher 60 726 2. Melinte Tamara Director of ―Andries‖ Kindergarten 60 260 3. Silevoi Alexandru Retired 60 243
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Contact # Name Organization, Position Information 4. Botnaru Spiridon Cadastre Engineer 60 387 5. Botnaru Liliana Schoolteacher 60 346 6. Negruţă Vladimir Farmer 60 204 7. Sclifos Pavel Director of High School of Negureni 60 200 8. Perju Tamara Accountant 9. Melinte Ana Social specialist 60 236 10. Bejnita Mihail Director of Agricultural Enterprise 60 263
Main issues discussed. Respondents discussed informing the local community about the Compact Road Rehabilitation Project and specifically, the Road M2 (135 km) Sarateni-Soroca-Unguri; they also discussed environmental and social concerns related to the Project. Present local community: The meeting was attended by 11 people (six men and five women), including the mayor, a cadastre engineer, social specialist, accountant, medical assistant, and farmers. Main views, problems, and recommendations of the participants:
Environmental aspects There are some landslide zones along this portion of road
Social and Gender aspects Local people use this road to go to Chisinau, Soroca, and Balti Generally, the village is situated close to the road and because of that, there are many incidents Rehabilitation of the existing road is important for the village, and its widening will be crucial to avoid accidents No agricultural fields will be affected by the construction and road Road reconstruction will be beneficial for the economic development of the village
5.6 Brinzenii Vechi Name of locality: Brinzenii Vechi (Old Brinzenii) Population: 2,132 people Total area: 2,350 ha Mayor: Tcaciuc Veceslav Mayor’s Office address: Brinzenii Vechi, region Telenesti. Tel. (258) 70-2-36; 238
Socio-demographic profile of community. Brinzenii Vechi includes two communities: Brinzenii Vechi and Brinzenii Noi. Brinzenii Vechi is situated along the Road M2, its is 96 ha, with a population of 2132 people (51 percent women and 49 percent men). Approximately 69 percent of the population is of working age (men ages 16-61 and women ages 16–56). Approximately 300 people are temporarily working abroad in Italy, Russia, and Spain. Another 50 people work in Chisinau and Balti. Most of population are Moldovans (92 percent) and Orthodox Christian. Other ethnic groups include Ukrainians (6 percent), Belorussians, Gagauzes, and Russians (2 percent).
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Main economic activity of population. Most residents grow wheat, corn, sunflower, and rapseed. A part of these crops is used to feed the cattle and poultry. Poverty level. The poverty level is greater than 50 percent. Economic infrastructure permits would provide jobs for a part of population. The respondents believe the labor market is insufficient, and most residents derive their income from agriculture, although there are difficulties with selling their produce. Economical infrastructure of community. The community has developed relatively well. There are 8 industries in the village (three oil refineries, two mills, one agricultural products processing plant, and one bakery) and 12 commercial enterprises, including 9 shops, a gas station, and transport services. There is infrastructure to support business in the village: a commercial bank, the Association on Economy and Credit, the Center on Consultancy and Training, etc. Social Infrastructure of community. Social infrastructure includes a theoretic lyceum ―Prometeu‖ (400 pupils), kindergarten (100 children), house of culture (600 seats), library, medical office, post office, and church. There is the NGO ―Association of Parents and Schoolteachers.‖ The school, kindergarten, medical office, and 700 out of 767 households are connected to a centralized water supply system. There is no centralized gas supply.
Total people surveyed: Twenty-six people were surveyed, including 7 men (ages 35-60), 13 women (ages 30-58), and 6 young people and children (ages 15-30). Respondents included the mayor, the mayor’s staff, a cadastre engineer, the secretary of the Local Council, a social specialist, and also farmers, housewives, retired people, medical assistants, schoolteachers, youths, and school children.
People’s opinion, main issues and problems: Main social-economic problems. The main concerns were the poor condition of roads, lack of work, lack of produce markets, and migration of the workforce. Community contribution in project. The discussions in the focus groups revealed a high degree of willingness to contribute to the road rehabilitation with labor, equipment, and preparation of food for workers. People would prefer to be employed in their village. Project impact on population. Residents believe the road rehabilitation will provide easier access to markets and reduce travel time to the regional center and Chisinau. Positive impacts will also include noise reduction, fewer accidents, safer transportation, and a safer population.
5.7 Brinzenii Noi Name of locality: Brinzenii Noi (New Brinzenii) Population: 998 people Total area: 2,350 ha Mayor: Tcaciuc Veceslav Mayor’s Office address: Brinzenii Vechi, regional Telenesti. Tel. (258) 70-2-36; 238
Socio-demographic profile of community. This village is located on Road M2, 87-89 km. Brinzenii Noi is related to Brinzenii Vechi. The village area is 86 ha, with a population of 998 (48 percent women and 52 percent men). Approximately 65 percent of the population is of working age (men ages 16-61 and women ages 16–56). Thirty-five people temporarily work abroad in Italy, Russia, and Spain. Another 25 people work in other places in Moldova, mostly doing construction in Chisinau.
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The majority of the population are Orthodox Christian Moldovans. Others are Ukrainians, Belorussians, Gagauzes, Russians, and Bulgarians. Main economic activity of population. Most residents grow wheat, corn, sunflower, and rapseed. A part of the crop is used to feed local cattle and poultry. Poverty level. The poverty level is estimated at above 50 percent. Economic infrastructure of community. Local economic infrastructure is centered in Brinzenii Vechi and includes 8 industries (three oil refineries, two mills, one agricultural products processing plant, and one bakery) and 12 commercial enterprises, including 9 shops, a gas station, and transport services. There is infrastructure to support business in the village: a commercial bank, the Association on Economy and Credit, the Center on Consultancy and Training, etc. As soon as both villages consolidate under a single mayor, this infrastructure will be used by both communities. Social infrastructure of community. Social infrastructure includes a theoretic lyceum, gymnasium, kindergarten, and library. These buildings and 300 of 396 households are connected to a centralized water supply system. There is no centralized gas supply.
Total people surveyed: Four people were surveyed: one man (age 43), two women (ages 35-45), and one child (11). The respondents included a farmer, housewife, schoolteacher, and schoolgirl.
Main issues and problems: Principal social-economic problems. There were concerns over poor road conditions, lack of work, lack of markets, and migration of the workforce. Contribution of community in project implementation. The discussions in the focus groups revealed a high degree of willingness to contribute to the road rehabilitation with labor, equipment, and preparation of food for workers. People would prefer to be employed in their village. Project impact on population. Residents believe the road rehabilitation will provide easier access to markets and reduce travel time to the regional center and Chisinau. Positive impacts will also include noise reduction, fewer accidents, safer transportation, and a safer population.
5.8 Ordasei Name of locality: Ordasei Population: 928 people Total area: 840 ha Mayor: Moldovan Andrei Mayor’s Office address: Ordasei, regional (district) Telenesti. Tel. (258) 68-2-46; mob.069115866
Social-demographic profile of community. This village is situated Road M2, km 90-92. The village area is 36 ha, with a population of 928 (52 percent women and 48 percent men). Fifty-eight percent of the population is of working age. Approximately 230 persons work abroad (70 percent are women) in Italy, Russia, and Portugal. One hundred fifty more residents work outside the community, mainly in construction in Telenesti, Chisinau, Soroca, and Balţi.
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Most of population are Moldovans (99 percent) and Orthodox Christians. Project-related issues. Road M2 from Sarateni-Unguri crosses the upper part of the village on the portion of 1 km. The nearest line of houses is 30 m from the road. Main economic activity of the population. Most of the population engages in agriculture, raising cereals (wheat and corn) and tending orchards (prunes and cherries). Fruits are sold in Chisinău, Soroca, and Balţi. Out of 368 of families living in this community, a quarter have created small farms (91 individual farms) and cultivate the land. The average land quota per family is 1.7 ha. In total there are 159 economic entities registered in Ordasei. Poverty level. According to local authorities, the poverty level reaches 35-40 percent. Eight families are registered for social assistance. Many families avoid registering for assistance by sending family members to work outside the community: 230 people are working in other countries, and 150 are working in other communities in Moldova. Most of the village’s workforce work outside the community. Economic infrastructure of community. There are five shops, a cafe, and an oil refinery. There is no infrastructure for business support (commercial banks, micro-financing organizations, or centers of consultancy and training). Social infrastructure of community. Social infrastructure includes a secondary school (150 pupils), library, culture house, medical office, post office, and church. There is no kindergarten. There is no centralized gas supply. The water supply is only provided to the buildings listed above and 238 out of 368 households. Twenty shallow wells are used for drinking water.
Total people surveyed: Eleven people were surveyed: six men (ages 25-65), five women (ages 40-60), including the mayor, a cadastre engineer, social specialist, postman, schooldirector, schoolteacher, farmers, housewives, retired people, and hired construction personnel.
People’s opinion, main issues and problems: Principal social-economic problems. Respondents were concerned with the need to reconstruct the kindergarten, finalizing the construction of a centralized water supply system, lack of work, lack of markets, migration of the workforce (50 percent have migrated, and many houses are left and locked), and low income (pension of 600 lei = $56). Community contribution in project. The focus group discussions revealed a high degree of willingness to contribute to the road rehabilitation with labor, equipment (they have 14 tractors), and preparation of food for workers. People would prefer to be employed in their own village. Impact of project on the community. The people of Ordasei believe road rehabilitation will improve their access to the markets in district center, Balti, and Chisinau, and to medical and educational institutions. Given that many people work outside the village, a good-quality road will help them to reach their destinations in a shorter time. People assume that road rehabilitation will bring only positive impacts to their village. People affirm that there are natural tourist attractions nearby: a forest, ravine, small river, and a hotel for tourists can be constructed here.
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5.9 Prodanesti Name of locality: Prodanesti Population: 1,026 people Total area: 2,400 ha Mayor: Nagher Serghei Mayor’s Office Address: Prodanesti, district Floresti. Tel. (250) 44-2-84; mob.79388077
This village is situated on Road M2, km 90-92. The mayor’s office oversees two villages: Prodanesti and Capresti. The population in Prodanesti is 1,026 people (49 percent women and 51 percent men). Sixty-four percent of the population are of working age. Approximately 150 work abroad (80 percent are men). They work in Russia, Italy, and Ukraine, primarily in construction. More than half of the population are Ukrainians (60 percent), with some Moldovans (30 percent) and other nationalities (10 percent). Most of population belong to the Orthodox Christian church, but there are also evangelists and adventists with their own prayers houses. Basic economic activity of population. The population engages in agriculture: wheat and sunflowers. A poultry farm is operating in this village. Poverty level: According to the local authorities, about 30-40 percent of the population are poor. Economic infrastructure of community. There are 19 commercial enterprises, including 14 shops, a cafe, an oil refinery, a bakery, and a poultry farm. Social infrastructure of community. Social infrastructure includes a secondary school (200 pupils), library, culture house (building in poor condition), medical office, post office, church, and a hostel for elderly and disabled people (30-40 persons). There is no kindergarten. A centralized water supply system services 230 out of 417 households. Fifteen households are connected to a gas supply system.
Total people surveyed: Of the 10 people surveyed, four were men (ages 40-60), four were women (ages 20-75), and two were children (7-11), including the mayor, a cadastre engineer, social specialist, farmers, housewives, retired people, and the unemployed.
People’s opinion, main issues and problems: Principal social-economic problems. Resident’s are primarily concerned with the lack of a kindergarten, water quality and supply problems (water in many shallow wells is salty and cannot be used for drinking, therefore some families have to bring water from other wells, often from long distances), lack of work, low salary and pensions, lack of markets, and migration of the workforce. Many families have no funds to be connected to the gas supply system. Issues related to road. As many houses are situated very close to the road (some 5-10 m), heavy vehicles traffic destroys the houses, causing cracks in walls, etc. In addition, it is unsafe for people, and especially children, to move along the road. The school is located far from many houses, and children travel there along the road. In one surveyed family, the horse was killed by a vehicle in the last year. There are road accidents every year. The traffic moves very fast, and there are no road signs. At some entrances to Prodanesti there are no sidewalks. People cross the road where they want. People say that another road for traffic outside Prodanesti may be a solution to improve safety.
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5.10 Capresti Name of locality: Capresti Population: 785 people Total area: 2,400 ha Mayor: Nagher Serghei Mayor’s Office address: Satul Capresti, regional Floresti. Tel. (250) 44-2-84; mob.79388077
This village is situated on Road M2, km 98-99. The Mayor’s office oversees two villages: Prodanesti and Capresti. The population of Capresti is 785 people (52 percent women and 48 percent men). Sixty-five percent of the population is of working age. Approximately 100 people work abroad (70 percent men) in Russia, Italy, and Ukraine, primarily in construction). More than half of population are Moldovans (70 percent), with Ukrainians (20 percent), and other nationalities (10 percent). Most of population belong to the Orthodox Christian church, but there are also evangelists and adventists with their own prayers houses. Basic economic activity of population. Agriculture (wheat and sunflowers) is the primary industry. There is a poultry farm in this village. Poverty level: According to the local authorities, approximately 30-40 percent of the population are poor. Economic infrastructure of community. There are 19 commercial enterprises, including 14 shops, a cafe, an oil refinery, a bakery, and a poultry farm. Social infrastructure of community: Social infrastructure includes a secondary school (200 pupils), library, culture house (building in poor condition), medical office, post office, and church. There is no kindergarten. Approximately 210 of 300 households are connected to a water supply system. A gas supply system serves 25 households.
Total people surveyed: Two unemployed men (ages 60-67) were surveyed.
Main issues and problems: Social-economic problems: The main problems in Capresti are similar to those in Prodanesti (at a glance, Prodanesti and Capresti are located very close to each other, and there is practically no distance between the houses related to both villages) and include: absence of a kindergarten, water quality and supply problems (water in many shallow wells is salty and cannot be used for drinking, therefore some families have to bring water from other wells, often from long distances), lack of work (unemployment), low salary and pensions, lack of markets, and migration of the workforce. Many families have no funds to be connected to the gas supply system. Issues related to road. As many houses are situated very close to the road (some 5-10 m), heavy traffic destroys the houses, causing cracks in walls, etc. In addition, it is unsafe for people, and especially children, to move along the road; the school is located far from many houses, and children walk along the road. In one surveyed family, the horse was killed by a vehicle in the last year. There are road accidents every year. The traffic moves very fast and does not respect traffic laws, and there are no road signs. Although the traffic is very intense, people, cattle (cows, goats), and poultry cross the road very often.
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5.11 Domulgeni Name of locality: Domulgeni Population: 1,505 people Total surface: 2,050 ha Mayor: Patrascu Vasile Mayor’s Office address: Village Domuljeni, district Floresti. Tel. (250) 33-2-36; 067244347
Domulgeni is located on Road M2, km 104. The nearest houses to the road are 0.5 km away, and the rest of the village is 2-3 km away. The village has a population of –1,505 people (52 percent women and 48 percent men). 64 percent of the population is of working age. Sixty people work abroad, mainly in Russia. Most of the population are Orthodox Christian Moldovans (99 percent). There are also evangelists and baptists with their own houses of prayer. Main economic activity of population. The main activity is agriculture (wheat, corn, and sunflowers). Most land quotas (averaging 1.67 ha) are rented to SRL Domulterra (2,000 ha) and to farm CAP (25 ha). There are also 16 smaller, private farms. There is one shop and eight bars in the village. Poverty level. According to the local authorities, about 70 percent of the population lives in poverty. Social infrastructure of community. Social infrastructure includes a gymnasium, kindergarten, medical office, library, post office, and church. Principal social-economic problems. Concerns include lack of potable water (there are 46 shallow wells, but the water does not meet the drinking quality standards, and there is no centralized water supply), the unsatisfactory condition of the roads, establishing a central gas service, and lack of work in the community. Contribution of community in project implementation. The focus group discussions revealed a high degree of willingness to contribute to the road rehabilitation with labor, equipment, and preparation of food for workers. People would prefer to be employed in their own village. Project impact on population. The population believes road rehabilitation will provide easier access to markets and reduce the travel time to the regional center and Chisinau. Positive impacts also include noise reduction, fewer accidents, safer transportation, and a higher level of safety for the population.
5.12 Rogojeni Name of locality: Rogojeni Population: 760 people Total surface: 1,115 ha Mayor: Burlacu Alexei Mayor’s Office address: Village Rogojeni, district Soldanesti. Tel. (272) 47- 4-36
A road to Rogojeni is located on km 109 of Road M2. The village is situated some 350 m from Road M2. The village of Rogojeni includes a Railway Station. The total population is about 760 inhabitants, including 71 living in a retirement settlement. Fifty-one percent of the population are women, and 49 percent men. Approximately 63 percent of the population is of working age. Approximately 60 people are temporarily working abroad (50 percent women), in Russia, Italy, Portugal, and Spain.
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The majority of the population (99 percent) are Orthodox Christian Moldovans. Main economical activity of the population. The main activity is cultivation of wheat, sun flowers, and maize. The majority of the land quotas are rented to the private enterprise BVI Aroma (280 ha), with three other large farms working 15 ha each. There are 114 smaller farms cultivating individual quotas of land. For one quota of land, the owners get 300 kg of wheat, 15 liters of vegetable oil, and 19 kg of sugar. Level of poverty. According the local authorities, the poverty rate is at 60 percent. Economic infrastructure of the community: There is one shop, two bars, and five enterprises selling construction materials (charcoal, asphalt, etc.). Social infrastructure of the community: Infrastructure includes a gymnasium, kindergarten, house of culture, library, health care office, post office, and church. Main socio-economic problems. Concerns include the lack of drinking water supply (there are 146 wells, but the water does not meet drinking quality standards, and there is no central water supply system), unsatisfactory state of the local roads, the need to renovate the kindergarten, and lack of work in the community. Contribution of community in project implementation. The focus group discussions revealed a high degree of willingness to contribute to the road rehabilitation with labor, equipment, and preparation of food for workers. People would prefer to be employed in their own village. Project impact on population. Residents believe road rehabilitation will provide easier access to markets and reduced travel time to the regional center and Chisinau. Positive impacts also include noise reduction, fewer accidents, safer transportation, and a higher level of safety for the population.
5.13 Ghindesti Name of locality: Ghindesti Population: 1,800 people Total surface: 43,51 ha Mayor: Bulat Mihail Mayor’s Office address: Ghindesti, district Floresti. Tel.(250) 71-5-35;
The town of Ghindesti is located Road M@, km 114-115, 12 km from the district center of Floresti. Its history starts in 1952, when the sugar refinery was built. In 1992 the community was granted the status of a small town, and in 1998 became a town. The population is 1,800 people (52 percent women and 48 percent men). Approximately 64 percent of the population is of working age. Economic infrastructure of community: Infrastructure includes a pork breeding farm, grain storage, and gas stations. The sugar refinery has been shut down for 6 months, and the water supply has been shut down for a similar period.
Total people surveyed: Of the six people surveyed, three were men (ages 30-70) and three were women (ages 18-73), including farmers, housewives, guards, retired people, and students.
Main issues and problems: Social-economic impacts: There are many industries in this locality and nearby, among them a sugar refinery, cannery, winery, boiling house, collective farm, grain storage house and mill, auto service, construction materials industry, slaughter house, etc., but most of them are not currently operating. This causes the unemployment, decrease of income, and migration,
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leading to the poverty of the population. The most negative impact was caused by closing the sugar refinery: many people lost their jobs, and in addition there is no more centralized heating in private houses, as this system served both the sugar refinery and households in this locality. Currently, the slaughter house is working, and the garage of the sugar refinery is rented by a transport company (many heavy trucks stay there: the drivers are mainly from Floresti). Other problems include the unsatisfactory water supply, absence of work, and the poor condition of the roads. Issues related to road project. People approve the road rehabilitation and do not see any negative impacts. They affirm that heavy trucks destroy their houses, and the repaired road will improve the situation.
5.14 Gura Camencii Name of locality: Gura Camencii Population: 1,543 people Total surface: 870 ha Mayor: Beiu Mihail Mayor’s Office address: Village Gura Camencii, district Floresti. Tel.(250) 43-6-01
Gura Camencii is situated on Road M2, km 118-115. The villages of Gura Camencii, Bobulesti, and Gvozdova are part of the same community and are governed by the mayor of Gura Camencii. The total population of the community is 3,547 people. Gura Camencii has a population of 1,543 people, 52 percent women and 48 percent men. Approximately 64 percent of the population is of working age. Approximately 10 people are temporarily working abroad in Russia and Italy. The majority of the population (99 percent) are Orthodox Christian Moldovans. Economic activity of population. The main activity is agriculture (wheat, barley, sunflowers, rapseeds, and vegetables). The average land quota is 1.6 ha. Most of the quotas are rented by SRL ProcultAgro, and their are 90 individual farms. A rented quota earns the owner 400 kg of wheat, 15 l oil, and other products. Produce is sold in Floresti and Capresti. Level of poverty. According to local estimations, the poverty level is at approximately 60 percent. Economic infrastructure of community. Infrastructure includes a poke farm, wheat grain storage house, gas stations, seven shops, one bar, and a slaughter house. Social infrastructure of community: Infrastructure includes a gymnasium, kindergarten, medical office, post office, culture house, and church.
Total people surveyed: Of the 28 people surveyed, eight were men (ages 40-65), twelve were women (ages 25-65), and eight were young people (ages 15-25), including farmers, housewives, retired people, the unemployed, a former medical assistant, a policeman, and villagers working abroad (Italy and Moscow) temporary returned to the village.
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Main issues and problems:
Social-economic impacts: Main social-economic problems. Concerns included finishing a central gas supply system, centralized water supply provision, school repair, roads repair, unemployment due to the closing of main large industries such as the sugar refinery, and 40 percent labor migration abroad (in many families both parents work abroad, and children stay with their grandparents and neighbors). People have small vegetable gardens and cultivate potatoes, tomatoes, onions, and cabbage. People complain that the mayor’s office does not respond to their needs; people assume there is no use to bringing up their concerns. There is no centralized heating system in five-storied houses, and the canalization systems in these houses do not work. There are many closed apartments and houses in the village, as their owners have left abroad. There is a high cancer rate in the village. A former military landfill is 0.5-km distant, which may be the source of radiation (as people affirm). Contribution of community in project implementation. People approve the project and will be ready to participate in reconstruction work with labor, equipment, and food preparation for the workers. Impact of the project on community. Residents believe road rehabilitation will reduce air pollution, reduce expenses for car maintenance, and improve access to Chisinau and other localities.
5.15 Ciripcau Name of locality: Ciripcau Population: 1,575 people Total surface: 1,480 ha Mayor: Ciuparca Mihail Mayor’s Office address: Village Ciripcau, district Floresti. Tel. (250) 93-2-24
Ciripcau is situated on Road M2, km 129-131, 16 km from district center Floresti and 120 km from Chisinau. Main economic activity of population. The main activity is agriculture (wheat, sunflowers, sugar beets, and fruit). The average land quota is 1.6 ha. Most of quotas are rented to larger farming concerns. A rented quotas earns the owner 300 kg of wheat and 15 l of vegetable oil. The wheat is brought to mills in Solonet village, district Soroca, 3 km away from Ciripcau.
Total people surveyed: Of the five people surveyed, one was a man (age 35), three were women (ages 17-55), and one was a child (age 12), including farmers, housewives, the unemployed, gas station and shop employees, and a schoolgirl.
Main issues and problems:
Social-economic problems: Unemployment
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Migration Low income, low salaries, low pensions (around 500-600 lei/month [$45-57/month]) No NGOs, generally the people are passive Two leaders, but they do not ensure decent salary for workers There are drunkards in the village Some people come back from abroad disappointed, as they have lost their jobs there
Road-related issues: Poor quality of the road People approve the road rehabilitation Local people would agree to work during the road reconstruction as road workers and kitchen workers, if they are paid
5.16 Alexandru cel Bun Name of locality: Alexandru cel Bun Population: 753 people Total area: 1537 ha Mayor: Boris Bodereu Mayor’s Office address: Volovita, district Soroca. Tel. (230) 46-2-36
This village is located on Road M2, km 144. The villages of Alexandru cel Bun and Volovita are part of the Volovita community. The population of community is 2,150 people, 49 percent women and 51 percent men. The population of Alexandru cel Bun is 653 people. Approximately 63 percent of the population is of working age. Approximately 120 people are temporarily working abroad (60 percent women), in Russia, Italy, and Spain. The majority of the population (98 percent) are Orthodox Christian Moldovans. Main economic activity of population. The main activity is agriculture: corn, sunflowers, tomatoes, and fruit orchards. Some people grow strawberries in their private gardens. The average land quote size is 1.37 ha. Produce is sold in Chisinau and Soroca. Poverty level. According to local estimations, the poverty level is at approximately 40 percent. Economic infrastructure of community. Both villages of the community—Alexandru cel Bun and Volovita—use the same economic infrastructure: 6 industries (including the mill, oil refinery, and agricultural products processing industry), 15 commercial enterprises (including 9 shops, 3 bars, and 3 gas stations). There is an Association on Economy and Credit. Social infrastructure of community: There is a kindergarten and medical office. The other social organizations are located in Volovita village: a gymnasium, house of culture, post office, and church. The nearest hospital is in the town of Soroca.
Total people surveyed: Of the 11 people surveyed, four were men (ages 25-65), five were women (ages 50-73), and two were young people and children (ages 12-22), including farmers, housewives, retired people, and students.
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Main issues and problems: Principal social-economic problems. Concerns include a lack of potable water (there are 360 shallow wells in the community, but the water is of poor quality, with no centralized water supply), the poor condition of roads, lack of a centralized gas supply system, lack of workplaces and unemployment, migration, and lack of markets. The population has a low population, low pensions (500-600 lei/month), and low salaries—generally, the village people are poor. They are concerned about poor medical service—medical services are costly for people, and the hospitals are in Soroca and Floresti. Contribution of population to project implementation. The focus group discussions revealed a high degree of willingness to contribute to the road rehabilitation, especially once they are paid. The community has a workforce, equipment, and the women would agree to prepare food for workers and rent the rooms in their houses. Impact of the project on the community. Currently, heavy trucks destroy the houses situated close to the road. The people’s believe road rehabilitation would prevent this, and also improve their access to the district center; Soroca, Balti, and Chisinau; to markets; and to medical and educational institutions. Other issues. The team of consultants have met with the political agitators (belonging to two parties—Communist and Liberal) who were distributing materials to the village people (Parliamentary elections in Moldova will be held soon—on July 29, 2009). Generally people took the leaflets, but have expressed that they do not trust any of the political parties.
5.17 Volovita Name of locality: Voloviţa Population: 1,197 people Total area: 1,537 ha Mayor: Boris Bodereu Mayor’s Office address: Volovita, district Soroca. Tel. (230) 46-2-36
Volovita is located on Road M2, km 145-146. The villages of Alexandru cel Bun and Volovita are part of the Volovita community. The population of community is 2,150 people, 49 percent women and 51 percent men. Approximately 130 people are temporarily working abroad (60 percent women), in Russia, Italy, and Spain. The majority of the population (99 percent) are Orthodox Christian Moldovans. Volovita is situated on the national road from Soroca to Chisinau at a distance of 7 km from the district center of Soroca, 30 km from the railway station in Floresti, and 3 km from the railway in Drochia. The village is situated at the boarder with Ukraine; the distance to the closest Soroca Customs is 8 km. The total number of the inhabitants (according to the 2004 census) is of 1,891 people, including 928 men, 967 women, 393 children, and 387 pensioners. There are 64 employees paid from the budget, and 650 people work in the agricultural sector. Of those employed outside the community, 77 people work in the town Soroca, and 130 people work abroad. Today the population is 1,197 people, with 68 percent of working age. The ethnic composition of the village is the following: 1,835 Moldovans, 22 Russians, 26 Ukrainians, and 9 other minorities.
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Historical data. Being a relatively young village, Volovita possesses few historical records which might describe its past. It has recently celebrated its 200th anniversary. According to some data, selected from the State Archives of the Republic of Moldova, in May 1836 the village of Volovita had 38 households, 95 men, 90 women, 951 acres of arable land, 177 acres of forests, 20 acres of orchards, and 12 acres of tobacco. The village was the property of the nobleman Tarcevschi. One of the main occupations of the people throughout its history has been agriculture, the cultivation of grains being given priority. At the end of the nineteenth century and the beginning of the twentieth century there were small shoemaker’s shops. The inhabitants of the village were known as good carters and builders. Women used to sell the surplus produce at the markets in Soroca. Tobacco became the main branch of agriculture in the Soviet period. A branch of the Soroca food-canning plant and a workshop for the repair of agricultural machinery were opened in the village. The location on the border with Ukraine permitted the villagers to do business with the communities on the other bank of the Nistru—Cosnita and Techinovca. Main economic activity of population. The main activity is agriculture: corn, sunflowers, tomatoes, and fruit orchards. Some people grow strawberries in their private gardens. The period since 1990 to the present was marked by a crisis connected with the dissolution of the Volovita State farm and the distribution of the land to the villagers. This process lasted for a long time. Many buildings belonging to the farm were destroyed, such as dairy farms, complexes for tobacco drying, and the tractor brigade. At present 232 individual farms specialized in agriculture and animal breeding are registered in the community. At present in the village there are 228 cows, 300 pigs, 43 horses, 248 sheep and goats, and 509 poultry. The average land quota is 1.37 ha. There are two larger concerns renting 288 quotas; the other 295 quotas are cultivated privately. Produce is sold in Chisinau and Soroca. Poverty level. According to local estimations, the poverty level is at approximately 40 percent. Economic infrastructure of community. Both villages of the community—Alexandru cel Bun and Volovita—use the same economic infrastructure: 6 industries (including the mill, oil refinery, and agricultural products processing industry), 15 commercial enterprises (including 9 shops, 3 bars, and 3 gas stations). There is an Association on Economy and Credit. Social infrastructure of community: There is a gymnasium (270 pupils), kindergarten (47 children), culture house (100 seats), library, medical office, post office, and church. Principal social-economic problems. Concerns include a lack of potable water (there are 360 shallow wells in the community, but the water is of poor quality, with no centralized water supply), the poor condition of roads, lack of a centralized gas supply system, lack of workplaces and unemployment, migration, and lack of markets. The population has a low population, low pensions (500-600 lei/month), and low salaries—generally, the village people are poor. They are concerned about poor medical service—medical services are costly for people, and the hospitals are in Soroca and Floresti. Contribution of population to project implementation. The focus group discussions revealed a high degree of willingness to contribute to the road rehabilitation, especially once they are paid. The community has a workforce, equipment, and the women would agree to prepare food for workers and rent the rooms in their houses. Impact of the project on the community. Currently, heavy trucks destroy the houses situated close to the road. The people’s believe road rehabilitation would prevent this, and also improve their access to the district center; Soroca, Balti, and Chisinau; to markets; and to medical and educational institutions.
5.18 Soroca Name of locality: Soroca Population: 91,900 people
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General information on Soroca, Soroca district, population, socio-economic and environmental problems, and tourist attractions. The part of Soroca is situated to the right side adjacent to Road M2 , km 153-155. Located in the extreme northeast of Moldova, Soroca counts as one of the most attractive districts in this small Eastern European country. Its neighbors are Ukraine to the north and east, plus the domestic districts of Floresti to the south, and Drochia and Donduseni to the west. The region owes its importance above all to the Dniester River, whose crucial role as a thoroughfare has been well-known since the Middle Ages. The low hills along the river are covered with lush vegetation unlike the rest of the country. The ecosystem is protected in the Rudy-Arionesti preserve. One of the most stunning natural phenomena, the Struve Geodetic Arc, passes through the district and is included on the UNESCO World Heritage List. Another magnificent attraction is the medieval Soroca Fortress, which was built in 1499. As a part of the mighty Moldovan defensive system, the impressive fortification has been the site of some of the most heroic events in the history of the state. A recently built landmark is the national monument called ―The Candle of Gratitude.‖ It rises high above the valley of Dniester not far from the town of Soroca. The latter is notorious as the Gypsy capital, for more than two-thirds of its inhabitants belong to that minority. In 2000, the population of the Soroca region was 295,000. The urban population was 91,900, or 30.8 percent. The rural population was 203,900, or 69.2 percent. The industrial sector in the Soroca region is represented by 126 economic entities, including 40 large industries, of which 16 are processing industries, 4 light industry, and a glass and furniture factory. The large industries provide more than 90 percent of industrial production. In the food industry there are sub-sectors of sugar, meat, fruit, and vegetables processing. The industrial sector provides 11 percent of employment and essential budget income. There is a trend of increasing mixed-capital industries. Agricultural production employs approximately 67.000 people, which make 56 percent of total working population in the Soroca region. Most of the agricultural lands are in private ownership, and in 1999 individual farmers produced 63 percent of the total agricultural products in the region. About 9.5 percent of the employers in the region work in the service and commercial sectors. Most of the people are occupied in the production sector (95,000 people). The remaining labor force is 22,780 people. Approximately 15,370 people are employed in medicine, education, culture, and science. The number of telephones is 246 per 1,000 people in Soroca, and 65 per 1,000 people in the villages of the region. The unemployment rate is 18 percent. The official unemployment rate is 1.49 percent. Approximately 4,400 people collect unemployment benefits. However, many of unemployed do not apply to the Work Force Office. A centralized water supply is provided for 34.6 percent of the population in the region, predominantly in the towns. Of 228 of potable water supply systems, only 139 (61 percent) are in operation. Twenty-nine water supply systems need complete reconstruction. The total length of water pipeline in the region is 591 km. Most of the pipes have a high degree of wear, being manufactured and laid in the 1970s, and 281 km (48 percent) are completely worn out. There are 53 treatment plants within the region with the total capacity of 300,000 m3/day, of which 17 plants are currently operating having a total capacity of 23,700 m3/day. The condition of sanitation systems in many localities is unsatisfactory, while the treatment plants and pumping stations are destroyed. The situation in Soroca is aggravated by the fact that the treatment plant is located in the Ukraine. The total length of roads and highways in the region is 982.8 km, of which 70 percent is local. The average density of road networks is 0.32 km/km2, which means that there is access to the most of the settlements. However the condition of the roads is poor: 70 percent in the rural areas have exceeded their useful life. The educational system includes 135 nursery schools, 158 secondary and higher schools, 12 lyceums (mostly in the towns), 11 professional schools, and two universities. Medical assistance is provided by 592 doctors and 1,550 medical assistants. There is a network of medical facilities covering all the
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settlements. The medical institutions are provided with technical equipment by 70 percent, with drugs – by 60 percent. The cultural infrastructure includes 10 educational institutions and 149 public libraries. In accordance with the Register of the Monuments of the Republic of Moldova, adopted by Parliament Decision #1531-XIIm dated 22.06.1993, in the Soroca region there are 721 archaeological, architectural, historical, and art monuments, among them 491 of national importance and 230 of local value. Due to the lack of financing, a portion were partly destroyed during the years 1993-2000. The Soroca Fortress is one of the most important historical monuments. In 1999 the entrance staircase was repaired, while in 2000 its internal space and a part of the wall were reconstructed. In the medieval period the fortress of Soroca was part of a huge Moldovan defensive system, which comprised four fortresses on the Dniester river, two on Danube, and another three in the northern part of the country. Soroca fortress was built at the Dniester river crossing, on older fortifications. In 1499, on the order of Stefan cel Mare, a square wooden fortress was built on the site of a former Genovan fortress called Alconia. Between 1543-1546, while Petru Rares ruled the country, the fortress was completely rebuilt in stone and in the shape one can see it in today – a perfect circle, 27.5 m in diameter with five bastions situated at equal distances. When designing the fortress the builders incorporated the supreme law of harmony, ―the golden section,‖ which makes the fortress unique among examples of European defensive architecture. The fortress is the only medieval monument in Moldova that has been preserved entirely as it was designed by its builders. There is a small military church above the entrance gate. In the vicinity of Soroca there is also a stone hermitage located in the Bechir canyons, dating from the ninth century. The hermitage represents a 4m-high cave with small square windows, separated into several internal premises. Traces of icons remain on the walls. Apart from this, there are several interesting architectural monuments in Soroca, among them Soroca Assumption Cathedral, the ―Teodor Stratulat‖ church (nineteenth century), and the ―Adormirea Maicii domnului‖ church (1842). In Soroca there is also a Historical and Ethnographic Museum that is among the richest and most interesting historical museums in Moldova. It was founded in 1959 and at the time had only five exhibitions, while today its collection includes about 30,000 artifacts. Roma community from Soroca: Gypsy Town. The largest Moldova Roma community is in Soroca. The large houses are situated up the hill in the town. Soroca is considered the capital town of the gypsy community of Moldova. It is a big area at the north of Soroca, situated at the highest hill of the town. Gypsies/romes/sinti/tigani live in huge ―castles,‖ most of them still in good repair. Gypsies are considered rich in the town. Most of the younger generation work in Russia to support their families in Soroca. In the past, gypsies lead a nomadic life in Moldova, roaming from one village to another and sharpening knifes and other metal tools and shoeing horses. But during WWII and later on during the collectivization times, they were forced to give their horses to the army and to the state, and this made the nomad people settle down. The architecture of their houses is outstanding. Two- and three-floor houses with columns and sculptures in the front and silver or golden domelike roofs. Gypsy families have many children. A few years ago an average family would have 7-10 children, and nowadays it is 4-5. Women do not work. They stay at home and take care of the house and the children. Men earn the household income1. A clear example is the progress made in solving the problems related to the integration of the Gypsy population into Moldovan society. The Government’s decision on measures to provide support to Gypsies (No. 131 of 16 February 2001) was the first step in establishing a system of State support for the Gypsy
1 http://www.moldova7.com/Moldova/Gypsy percent20Soroca/100_1916.jpg
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minority, and encouraged the public authorities, both central and local, to pay attention to the socio- economic difficulties encountered by Gypsies, prevent discrimination against them, and improve their living conditions, medical care, and so on. A subsequent decision confirming a practical commitment by the State vis-à-vis the Roma was Government decision No. 1453, of 21 December 2006, approving a plan to provide support to Gypsies/Roma for the period 2007-2010. The decision contains specific measures in the field of education, science, culture, health care, protection of children and social welfare, employment and law enforcement, and sets a goal of involving the Gypsy population in all spheres of public life, improving their sociocultural situation, raising their educational level, and promoting a healthy lifestyle. The plan contains provision for the application of specific, coordinated measures to support Gypsies, and assigns responsibility for its implementation to several government institutions. In preparing the plan a working group was set up composed of representatives of line ministries (central government agencies) and leaders of Gypsy voluntary associations, whose proposals were taken into account and included in the plan. The measures approved by the Government will be funded from the state budget of the Republic of Moldova and by international agencies. In order to prevent inappropriate treatment of specific groups of the population, and particularly representatives of ethnic minorities, by police officers, and to reform police practices in line with European human rights standards, the Government approved the Code of Police Ethics by decision No. 481 of 10 May 2006. The code establishes principles and rules for police work and for the conduct of police officers in various situations, including relations with the community, the use of force, and the detection of unlawful acts and the persons responsible2. Road M2 runs far from the central part of the town and goes close to the suburb of Soroca, and along the road are the following structures: a gas station, several houses (small private houses and apartment blocks in the vicinity), a boiler house, storage houses for construction materials, an auto-service, a bus stop, a gas distributing station, a café, and wells.
5.19 Rublenita Name of locality: Rublenita Population: 4,200 people Total surface: 3,106 ha Mayor: Cozma Ursachi Mayor’s Office address: Rublenita, Soroca district. Tel. (230) 52306; 0695-55-235 (cell)
This village is located on Road R7 (a portion of Road M2), km 6-9. Population and area. Total population – 4,200 people (50 percent men, 50 percent women), including 900 young people (below 25) and 703 retired people. There are 1,492 families (households). There is a negative growth rate. The population is mainly Moldovans with some Ukrainians, Belorussians, Azeri, and Russians. Total area of community is 3,106 ha: 1,752 ha of arable lands, 562 ha of forests (belonging to Moldsilva), a village area of 226 ha, 249 ha adjacent to village lands, and 534 ha in individual land quotas.
2 http://www.romea.cz/english/index.php?id=detail&detail=2007_851
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Main socio-economic aspects: There is a school (602 children), but there is no kindergarten (it is under construction now). There is one orthodox church and a monastery nearby. The hospital and market is in Soroca. There is an Office Banca de Economii. There are working industries including Ermogrup SRL, transport organizations, and construction organizations. There is a medical office (two doctors, a dentist, a laboratory assistant, four medical assistants, and a sanitary assistant). The land quota is 1.23 ha. 1,060 people possess quotas. A large farming concern, Tehrubsor SRL, cultivates wheat, sunflowers, and rapseeds. Tehrubsor rents 783 ha of quotas, and of this land 220 ha are orchards. The mayor confirmed investors do not come because of the general instability in the country. There are tourist attractions in the area: woods and monasteries. Economic activity of population. Most people work in agriculture, and in nearby towns such as Sorca: for instance, women work at the Dana Sewing factory in Soroca. Some years before, there was a sewing factory branch, Electrobytpribor, and metal working industries, and people had work. Now these industries are closed. There is a problem with selling products: prices are too low. One kg of pork meat costs 45 lei (procurement price), while the commercialization price is 120 lei/kg. There is no centralized system of agricultural products procurement from the villages. Migration issues. Fifty percent of the population went abroad for work. They migrate to work in Russia, Ukraine, Portugal, Spain, Cyprus, and Italy. Many of these migrants, in the opinion of the mayor, will never come back. Many children live with their grandparents, as their parents work abroad. Issues related to Road M2. Road R-9 (a portion of M2) is of great economic importance: it connects the village with Ukraine, Romania, Soroca, and other localities in Moldova. The road passes 4 km along the village. Heavy trucks move very fast, and generally there are many road accidents. In some places there are no sidewalks.
Total people surveyed: Of the 23 people surveyed, eight were men (ages 27-65), 13 were women (ages 25-70), and two were young people (ages 16-17). These respondents included the mayor, vice-mayor, cadastre engineer, accounting, social specialist, farmers, housewives, retired people, gymnasium staff, villagers working abroad (Moscow) temporary returned to the village, and the unemployed.
Main issues and problems: A centralized gas supply is not provided, although the people collected money for it. Closing of industries, causing unemployment, poverty, and migration of the workforce. Low income of village people No kindergarten, no stadium Poor condition of road and many road accidents Difference between the procurement and commercialization prices for agricultural products, leading to poverty Both the mayor and the people approve of the road rehabilitation project and are ready to contribute to the workforce
5.20 Grigorauca Name of locality: Grigorauca
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Total population: 517 people Total area: 4,220 ha Mayor: Liviu Raischi Mayor’s Office address: Badiceni, district Soroca. Tel. (230) 41-2-36; 41-2-238 Grigorauca is situated on Road R9 (part of Road M2), km 5-6. Population and economic aspects. The villages of Badiceni and Grigorauca are governed by the same mayor. There are four women in the local council (13 total council members). The total population of both villages is 3,500 people, 1,700 men and 1,800 women. The population of Badiceni is 517 people, 54 percent women and 46 percent men. Approximately 56 percent of the population is of working age. Approximately 30 people are temporarily working abroad in Russia. The majority of the population (99 percent) are Orthodox Christian Moldovans. There are 17 Gypsy families (around 100 people). The are 500 children under 6 years old. There are 97 children in kindergarten, and about 500 schoolchildren in the local lyceum. There is a Health Center in the village, and a home for senior citizens. There is a ―Visa‖ ecological NGO and ―Viitorul‖ (―Future‖) Association of schoolteachers and parents. There is an artesian borehole for centralized water supply, built in 2008, immediately after a severe drought. Unlike Badiceni, which is located alongside Road M2, Grigorauca is located on both sides of the road. Its population is 517 people (60 percent women), most of them 50-60 years old. There is no school in this village, although there is a school bus which takes children to Badiceni at 7.30 every morning. There is no culture house; the church and agricultural market is in Badiceni. There is no centralized gas or water supply in Grigorauca. There are 64 shallow wells in Grigorauca, all of them with potable water. Economic infrastructure is practically absent in this village—there is only one shop here. Economic activity of population – The main activity is agriculture: corn, wheat, sunflowers, sugar beets, and fruit. The average land quota is 1.61 ha. Most of quotas (80 percent) are rented to SRL CMV. CMV rents each quota for 300 kg of wheat, 10 l of sunflower oil, and 15 kg of sugar. Some women work in the sewing factory in Soroca, and the men work in Moscow in construction. The market is in Soroca (18 km away). Level of poverty. According to local estimations, the poverty level is at approximately 70 percent. Case Study: On the way to Sobari, between the villages of Grigorauca and Sobari, the team of consultants met a group of local people (22 persons) collecting cucumbers and sorting them by size. These are seasonal agricultural workers, dealing with vegetable field cultivation and collection of various fruits and vegetables (apples, prunes, tomatoes, cucumbers). The team included the leader, accountant, driver, and workers. They are paid quarterly (once in 3 months), and their average salary is 3,000-6,000 lei/month ($270-540 /month). Additionally, they receive wheat grain (about 2 t per person). The cucumbers may be sold on site, and the rest is sold to the Alfa-Nistru Cannery in Soroca and other canneries in Moldova.
Total people surveyed: Six people were surveyed: two men (ages 52-60) and four women (ages 50-53), including farmers, housewives, retired people, and a former schoolteacher.
Main issues and problems: High level of poverty and a lot of middle-aged and elderly people, practically there is no youth: they left for other localities in Moldova (larger towns) or abroad High level of unemployment and labor migration to the Czech Republic, Russia, and Spain Some houses in Grigorauca village are regularly flooded due to the lift of underground waters There are portions of road which are flooded
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The bridge on the road needs rehabilitation People welcome the reconstruction of the road and think it will be generally beneficial their localities. The road will promote the development of villages. People also agreed to assist in road construction with the workforce A matter of concern is the wells constructed close to the road in this village Many village houses are situated close to the road; this affects the condition of houses, which are cracked and destroyed because of the heavy trucks Crosses along the road mark the memory of people killed in road accidents: people generally agree with the official church’s opinion that these crosses need to be removed There are places where there are no sidewalks
5.21 Sobari Name of locality: Sobari Population: 307 people Total surface: 1,308 ha Mayor: Pinzaru Anatol Mayor’s Office address: Village Cremenciuc, district Soroca. Tel. (230) 65-5-36
Sobari is situated on Road R-9 road (part of M2), km 9-10. The villages of Sobari, Cremenciuc, Valea, and Livezi are governed by a single mayor with a total population of 964 people. The population in Sobari is 307 people, 55 percent women and 45 percent men. Most of people are old, and only 79, or 26 percent, are of working age. Fifteen people are temporary working abroad (Russia and Ukraine). The majority of the population (99 percent) are Orthodox Christian Moldovans. Economic activity of population. The main activity is agriculture (wheat, corn, sunflowers, fruit, and barley). The average land quota is 2.25 ha. There are approximately 130 small farms in the village and one SRL (Limited LTD), which cultivate 31 ha or 15 land quotas. Agricultural products are received by the processing industry Alfa-Nistru in Soroca, which manufactures juice and jam. A portion of the produce is sold in Otaci, Drochia, and Soroca. Level of poverty. According to local estimations, the poverty level is at approximately 60 percent. Economic infrastructure: There are only 2 shops. Social infrastructure: There is a primary school, then the children continue their studies in Badiceni. There is also a medical office, post office, and culture house.
Total people surveyed: Four men (including the mayor and social assistant) and two women (ages 35-60) were surveyed.
Main issues and problems: Main social-economic problems. Concerns include a lack of potable water (there are 90 shallow wells, but the water quality is poor and does not meet drinking standards), lack of a central gas supply, and the poor condition of roads.
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Contribution of community in project implementation. People approve of the project and will be ready to participate in the reconstruction with labor, equipment, and food preparation for the workers. Impact of the project on community. Residents believe road rehabilitation will improve access to markets, reduce noise, and reduce the deterioration of houses and personal cars.
5.22 Niorcani Name of locality: Niorcani Population: 517 people Total surface: 4,220 ha Mayor: Liviu Raischi Mayor’s Office address: Tatarauca Veche village, Donduseni district. Tel. (251) 48-2-36; (48-2-38)
Niorcani is situated on Road R9, km 20-21. The villages of Niorcani, Tolocanesti, Slobozia Noua, Slobozia Veche, Decebal, and Tatarauca Veche compose the Mayoralty Tatarauca Veche, with a total population of 2,200 people. The population in Niorcani is 517 people, 53 percent women and 47 percent men. Approximately 65 percent of the population is of working age. Twenty people have temporarily travelled abroad for work (Russia, Ukraine). The majority of the population (99 percent) are Orthodox Christian Moldovans. Currently the church is under construction. There are also evangelists with their own house of prayer. Economic activity of population. The main activity is agriculture (fruits: apples, prunes, and raspberries). The average land quota is 1.5 ha. There are two larger farms in the village which rent about 2/3 of the quotas; the rest are cultivated by private land owners. Agricultural products are received by the Alfa- Nistru Cannery in Soroca, which manufactures fruit juice and jams. Produce is sold in Chisinau, Soroca, and Ukraine. A storage house for apples is under construction in the village. Poverty level. According to local estimations, the poverty level is at approximately 60 percent. Twenty- nine 29 families are registered for social benefits at the mayor’s office. Economic infrastructure of community: There are no industries, and only four shops. Social infrastructure of community: There is a primary school, library, medical office, and post office. There is a kindergarten, but it is not open.
Total people surveyed: Eight people were surveyed, including one man (age 55), four women (ages 35-65), and three children (12-16) representing farmers, housewives, retired people, and schoolchildren.
Main issues and problems: Main social-economic problems. Concerns include a lack of potable water (there are shallow wells, but the water quality is poor due to the high amounts of nitrates, and there is no centralized water supply system), absence of central natural gas supply, and the poor condition of roads. Among the main problems are also unemployment (there is a seasonal work for agricultural workers) and migration of the workforce. Most people do not believe the larger farming concerns are very successful.
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Community’s contribution to the project. The focus group discussions revealed a high degree of willingness to contribute to the road rehabilitation with labor, preparing the food for construction workers, or renting rooms to the workers. Project’s impact on community. Residents believe road rehabilitation will provide better access to markets in the district center, Soroca, Chisinau, and Ukraine. The deterioration of personal transport will be prevented, sales of agricultural products will increase, and sales will be improved in the shops situated on the sides of the road. They expect also that the procurement prices for agricultural products will increase.
5.23 Pocrovca Name of locality: Pocrovca Population: 1,067 people Total area: 780 ha Mayor: Ivan Rilischi Mayor’s Office address: Satul Pocrovca, regional Donduşeni. Tel. (251) 53-2-36
Pocrovca is situated on Road R9, km 20-21. The village of Pocrovca appeared on the map of Moldova in 1885, and its population initially consisted of only 15 families from Russia. Today 1,067 people live in Pocrovca, 98 percent of them Russian. Pocrovca differs from other localities in that the people are so-called ―Old-believers‖ Orthodox, and follow strict rules. According to custom, each man reaching the age of 40 must have a beard and regularly attend church. Divorces are not allowed in this village. So far, only three divorces have been registered in Pocrovca. Most marriages are between people of the same faith and same locality. There are approximately 30 mixed families (with people of different religions). There are 473 total families, among them four families with many children (three or more) and 14 families with one parent. Currently, the number of elderly people above the working age is 14 percent, and 56 percent of working age. Women make up half of the community’s population. Forty-two people temporarily work abroad (Russia, Ukraine). However, in Poctovca the youth prefer to stay or return to the village, even if they received their education in Chisinau. Economic activity of population. The main activity is agriculture, growing raspberries, water melons, apples, and prunes. Most land quotas (600 quotas) are cultivated in common, because most of them are cultivated as fruit orchards, the rest being arable lands. The average quota size is 0.67 ha. To make the economy more efficient, some people have procured 400 ha from the adjacent villages, and about 100 ha were rented. Every farm and almost every household has a means of transport. According to estimates, Pocrovca village sells annually about 80 tons of raspberries, 200 tons of water melons, 200 tons of dried prunes, and 200 tons of apples. Most raspberries are procured directly from the community at half-price (on the market the cost of raspberries is 30 lei/kg, while in the village they are sold at 10-15 lei/kg). The raspberries are transported to Chisinau, Odessa, and Kiev. The watermelons are sold in Donduseni, Soroca, and Otaci. Prunes are usually dried and packed into polyethylene sacks and sold to Ukraine, Russia, and Belarus. Some dried fruit is sold individually, but most is bought by importers who sell them in the above-mentioned countries. Note that due to the lack of markets and direct contact between the growers of agricultural products and the processing industries, the growers have to sell the products at half-price, which reduces the income of the population.
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People are hoping that two new storage facilities for fruit will be constructed on the edge of their village—one with a capacity of 500 tons of apples, and the other for 2,000 tons. The Grandvitas Company is constructing these facilities. Another hope of the village is linked with the reconstruction of Road M2, which will make it easier to get to the other parts of the country and abroad. Today people think about the times when the road was in good condition and large trucks brought their fruit to Serbia, Bulgaria, and Turkey. Poverty level. According to the local public authorities, there are 11 families registered for social benefits in the village. The people in the locality are very friendly and help each other very much. Economic infrastructure of community. There are no industrial enterprises, and seven commercial ones including four shops, one bar, a cafe, a hotel, and a restaurant. To promote the development of the private sector, there is a branch of the Economy Bank and Association for Economy and Credit. Given that many young people remain in the village and build new houses for their families, a shop with construction materials was opened here. Social infrastructure of the community: There is a secondary school (97 pupils, 15-20 pupils in each class), culture house with 160 seats, kindergarten, library, medical office, post office, and church. There is a centralized gas supply and centralized water supply system. In addition, there are 155 shallow wells in the village, all of them drawing potable water.
Total people surveyed: Fifteen people were surveyed: five men (ages 25-65) and ten women (ages 18-58), including the mayor, cadastre engineer, social specialist, farmers, housewives, retired people, a waiter in the cafe, and agricultural workers.
Main issues and problems: Principal social-economic problems. Concerns include the lack of markets for agricultural products, the unsatisfactory condition of local roads, and the need to build a new medical center so as to ensure the provision of more services for people. Project related issues. Road M2 Sarateni-Unguri passes along the village (1.5 km). The closest houses to the road are 12 m away. Community contribution in project. The focus group discussions revealed a high degree of willingness to contribute to the road rehabilitation with labor, equipment, and preparation of food for workers. People would prefer to be employed in their own village. Impact of project on the community. Residents believe road rehabilitation will provide easier access to markets in the district center, Soroca, Balti, and Chisinau, and easier access to the village for importers wanting to buy their products. This will also ensure the development of tourism and decrease the deterioration of private vehicles, which are owned by each household. Good roads will also prevent deterioration of the houses situated along the road and ensure cooperation with nearby localities and other regions in the country and abroad.
5.24 Arionesti Name of locality: Arionesti Population: 1,623 people Total area: 1,923 ha Mayor: Cantir Vasile Mayor’s Office address: Village Arionesti, Donduseni district. Tel. (251) 46-2-36;
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mob.69044768
Arionesti is situated on the bypass road Arionesti-Unghuri on km 1-5. The population of Arionesti village is 1,623 people, 57 percent women and 43 percent men. Approximately 55 percent of the population is of working age. Approximately 60 people are temporarily working abroad, in Russia and Italy. The majority of the population (99 percent) are Orthodox Christian Moldovans. Economic activity of population. The main activity is agriculture (wheat, sunflowers, sugar beets, and fruit). The average land quota is 1.5 ha. Approximately 25 percent of quota owners cultivate their lands individually, and 75 percent rent their lands. Poverty level. According to local estimations, the poverty level is at approximately 60 percent. Economic infrastructure of community. There are six industrial enterprises (three mills and three oil refineries), and nine commercial enterprises including six bars. Social infrastructure of community: There is a secondary school (200 pupils), library, culture house (in deteriorated condition), medical office, post office, church, and a hostel for elderly and disabled people (30-40 persons). There is no kindergarten. There is a centralized water supply system, to which 230 of 417 households are connected. Fifteen households are connected to a centralized gas supply system.
RAMSAR Site - Natural Protected Zone Between the villages of Arionesti and Unguri there is a natural protected Ramsar zone3 (nature preserve). Unguri-Holoshnitsa is the newly recognized Ramsar Site No 1500 (2005, COP-9) as the result of rapid assessment done by the BIOTICA Ecological Society and in cooperation with the Ministry of Ecology and Natural Resources (MENR). This is a site of international concern for the protection of waterfowls and many rare species of mammals and plants. The Unguri-Holosnita Ramsar Site No. 1500 occupies 15,553 ha, mainly within Soroca district and partly in Ocnita district. This includes areas and water bodies between Soroca-Otaci road and the state border along the Dniester River, and begins to the northwest of Calarasovca village and runs to the border of Holosnita village in the southeast. According to Section 2 of Law No. 1538-XIII, wetlands of international concern remain at the owner disposal, their management executed according to the management plans and Frame Regulations governing wetlands of international concern. The Ramsar site is a wetland ecosystem extending northwest where the Dniester River forms the natural borders between Moldova and Ukraine. The site itself is a portion of the international corridor of the Pan European Ecological Network and includes wide, shallow segments with small islands, with small rivers and short creeks feeding streams and forming steep canyons. In this area there are more than sixty sites of cultural, geological, paleontological, and archeological interest. Three Ramsar Marks were placed at the entrance of the most significant villages and routes in terms of tourist attractions. The marks were commissioned from a local artist who sculpted them in marble.
3 http://www.ramsar.org/wn/w.n.moldova_unguri2007.htm http://www.wetlands.org/reports/rammap/mapper.cfm?wetland=Unguri-Holosnita http://www.ramsar.org/sgf/sgf_rpts_moldova_unguri.htm http://www.wetlands.org/reports/ris/3MD003_annex_Birdlist.pdf
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Total people surveyed: Of the 11 people surveyed, six were men (ages 44-62), five were women (ages 48-73), and two were young people (ages 16-17), including the mayor, farmers, housewives, retired people, people temporarily working abroad in construction, schoolteachers, and schoolboys.
Main issues and problems: Principal social-economic problems. Concerns include connection to the natural gas supply system, road repair, lack of work, and migration of the workforce. Issues related to the project. As a meeting devoted to the Road Project was already held in this village, the local people are well informed. People are supportive of the project, and they do not see any negative aspects to it. Moreover, when asked if they are ready to contribute to construction, they explained that there is a team of 15 (up to 40) people experienced in construction that will be happy to work on road construction, instead of going abroad. They also said that these construction workers have special education and are able to work with construction equipment. Team’s Opinion. The consultant team suggests the Arionesti-Unguri portion of Road M2 and the Ramsar Site receive special consideration, as this is an unique, natural, internationally protected zone, and a final decision must be justified and well balanced.
5.25 Unghuri Name of locality: Unghuri Population: 1,479 people Total area: 2,009 ha Mayor: Mihail Ianciuc Mayor’s Office address: Unghuri, Ocnita district. Tel. (271) 62-0-00; mob.68188618
Unghuri is situated on the bypass road Arionesti-Unghuri, km 7-8. The village of Unghuri was founded in 1670. In 1923 the village had a population of 4,750, which constituted 504 households. The current population of the village is 1,479, 53 percent women and 47 percent men. Approximately 68 percent of the population is of working age. Approximately 23 people are temporarily working abroad, in Russia, Ukraine, Czech Republic, and Turkey. A large portion of the younger workers are working in the town of Moghiliov – Podolisc in the Ukraine, which is situated across the river Dniester, 8-10 km away. There is a bus connecting the towns in the morning hours. Every year on 19 March, the war veterans from Moghiliov – Podolisc meet at the memorial in Unghuri and celebrate the Day of Liberation from the fascist occupation. The majority of the population (98 percent) are Orthodox Christian Moldovans. The village church is considered the biggest orthodox church in Moldova and is a historic monument. At the same time there are two prayer houses for approximately 60 evangelists. Main economic activity of the population. The main activity is the cultivation of fruits (cherries and apples), wheat, and maize. The average land quota is 1.21 ha, and half of them fruit gardens, and the other half are arable lands. Pastures are not represented here. There are two agricultural cooperatives which rent about 300 of 900 total quotas; the other 600 quotas are cultivated privately or rented to some naturalists. Produce is sold in Chisinau, Ocnita, and Soroca.
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Level of poverty. According to local estimations, the poverty level is at approximately 20 percent. Twenty-nine families have registered for social benefits. Economic Infrastructure of the community: There are no industrial enterprises, and five commercial shops. Social infrastructure of the community: There is a gymnasium for 140 schoolchildren, a culture house with 200 seats, a library, medical office, post office, and a church. There is no kindergarten, but with the support of the Social Investment Fund of Moldova the school is under renovation now, and will include two groups of children of pre-school age to be trained for the school.
Total people surveyed: Nine people were surveyed: five men (ages 18-45) and four women (ages 25-50), including the secretary of the local council, an accountant, customs control officers, farmers, the unemployed, and retired people.
Main issues and problems: Principal social-economic problems. A main concern is the lack of drinking water sources (there are 114 wells in the village, but 90 percent of them do not have good quality drinking water, because pesticides used in the gardens reach the water in the wells. Thus, in wells from the upper part of the village water does not meet the quality standards). Another problem is the unsatisfactory state of the roads, and the lack of a natural gas system in the community. Community contribution to the project implementation. The focus group discussions revealed a high degree of willingness to contribute to the road rehabilitation with labor, equipment, and preparation of food for workers. Project Impact over communities. Residents believe road rehabilitation will contribute to the development of the village’s infrastructure, and it would be possible to build gas stations, develop tourism, develop relations and collaboration with other communities, and facilitate access to the network of agricultural markets in the district center, Soroca, Bălţi, and Chişinău.
5.26 Calarasovca Calarasovca is a small village on the way from Unghuri to Otaci. There is a kindergarten and a school here, as well as a medical and post office. The main place of interest is the monastery situated close to this village in the direction of Otaci. This monastery has been re-opened and renovated recently and is a place of pilgrimage for Orthodox believers from the surrounding localities, and also for tourists from the nearest Ukrainian locations and other settlements in Moldova.
Total people surveyed: Four people were surveyed: three women (ages 28-53) and one child (age 9), including the unemployed, retired, and a schoolgirl.
Main issues and problems: Lack of workplaces and unemployment Difficult access to educational and medical institutions (thus, to make medical analyses, people have to go to Otaci or Donduseni, which is too far from Calarasovca) High level of poverty
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Poor quality of roads between Otaci and Unghuri Many small private houses and some wells with potable water are situated too close to the Otaci-Unghuri road, which is along the Dniester river.
5.27 Otaci
General information: Otaci is a town situated on the right bank of the Dniester river, across from the town of Mogilev- Podolskyi in Ukraine. The distance to the main centers is 220 km to Chisinau, and 120 km to Balti. There is a customs office here (to Ukraine) for the transport of goods and local people. Most of population are Moldovans, Ukrainians, and Russians, although there are Gypsy and Jewish communities in Otaci (in 1990 there were 4,690 Jews here). There is a free economic zone, Otaci-Business (established in 1998, with 10 residents registered), with the following types of activity: industrial production, confectionary production, rent, furniture production, wholesales, production of plastic and metal/plastic objects, production of alternative fuel (Bio 100), production of women’s confections, and packaging. There is the Otaci chemical factory (producing paints) and a modern factory for cement production. The average monthly salary for employees is 1,500- 2,000 lei ($140-180). There are centralized water supply, sewage, and gas supply systems in the town. There are 29,000 ha of arable land in the vicinity of Otaci, growing sunflowers, soya, and rape. There are 3,800 ha of orchards.
Total people surveyed: A Gypsi family including one women (age 58), one man (age 30), and one boy (age 8) was surveyed.
Main issues and problems outspoken by the surveyed people: People approve the road reconstruction: poor road conditions are a problem for local people. There are problems with the kindergarten and school—they are situated too far from the suburban houses in Otaci. There is no good access to medical assistance—the hospital is far from the suburban houses. Gypsy people once a week go to the Orthodox Monastery in Calarasovca. The reconstructed road will provide better access to markets, to educational and medical institutions, and also to the other places in Moldova and other countries.
5.28 General Conclusions and Recommendations 1. Population. In the localities along the Road M2, most of the population belongs to the Christian Orthodox religion, and the most of people are Moldovans, with smaller populations of Ukrainians, Russians, Gagauzes, Gypsies, Azeri, Belorussians, and Turks. 2. Poverty level of local population. The poverty level as estimated by local authorities is high in all the surveyed villages, and reaches 50-79 percent. The main causes of poverty include destroyed economic infrastructure, absence of industry and workplaces, migration, unemployment, low procurement prices for agricultural products, and difficult access to selling markets. 3. Main socio-economic problems. Local people identified some common socio-economic problems that affect their well-being and everyday life. Among them lack of employment is the most important factor, followed by high migration of the labor force (especially of qualified
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specialists), a high poverty level, the high price for fuel for agricultural equipment, and low purchasing prices for agricultural products (including meat and milk produced by farmers). As priorities they identified the unsatisfactory state of the roads, which prevents access to agricultural markets, export of agricultural products, and access to education and medical services. The general low level of connection to centralized water and gas supplies was also mentioned. In some cases the quality of drinking water does not meet standards. 4. Public involvement in Project implementation. The focus group discussions revealed that the population approves of the planned rehabilitation of the road (the negative aspects have not been mentioned by the people), and show a high degree of willingness to contribute to the road rehabilitation with labor, equipment, and preparation of food for workers on a contractual basis. People would prefer to be employed in their own village, instead of looking for the jobs elsewhere. People recognize the importance of good roads and consider them a priority, in line with the gas and water supplies. 5. Importance of road project for the population. People recognize that the reconstructed road will provide better access to agricultural markets, educational and medical institutions, and to other destinations in Moldova, Ukraine, Romania, Turkey, and other European countries. People hope that a good quality road will prevent the deterioration of houses near the road and wear and tear on private cars. Also they hope that noise will be reduced. In some cases (in Prodanesti and Lipcani) people that a bypass road for heavy trucks be considered. 6. The main recommendations outspoken by the people. People ask not to cut the trees along the road during the construction, to build sidewalks, to set up road signs, and to employ local people as much as possible in the construction, as they paid jobs in their towns and villages. 7. National and cultural minorities. In several communities along the road, for example in Soroca town and Otaci town, there are small gypsy communities. Also there are many Ukrainians and Russians, as well as some other minorities living in the area (e.g., Otaci, Unghuri, Arionesti, Soroca). Prodanesti village is populated mainly with the Russian people that belong to the Old Christian religion (named in Moldova as Lipovani), and they usually live in isolated communities. The renovated road will facilitate their social and economic assimilation into Moldavians life and contribute to improving their economic wellbeing and access to education. 8. Natural protected Ramsar Site #1500. The consultant’s team believes the decision on road construction near the Ramsar zone must be carefully considered and well justified. This zone is internationally protected by the Ramsar convention and is very important for preserving the natural balance of humidity and woods in this zone, and this zone is of crucial significance for many species of migrating waterfowl, which come here for nesting. In talks with the representatives of Ecotiras Ecological NGO (International Association of the Dniester River Keepers), Mr. Ilya Trombitky, Ph.D in Biology, expressed his strong conviction that the road should not be constructed through the Ramsar zone. It would be possible to construct the road directly to Otaci town, which will avoid costly explosive work modifying the landscape and the involvement of heavy equipment (excavators, etc.) that will negatively affect the natural forest, wetlands, and steppe zone of the Ramsar area. However, the existing ground road that crosses this zone could be improved (covered with asphalt) to provide a better connection between the villages. This road must not be designed for heavy multi-tonnage trucks. Since 2006, the Ungur-Holosnita wetland area #1500 of the Ramsar zone has been included in the list of natural monuments for the Law on State Protected Areas Fund and is protected by the state.
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Annex 6 RESETTLEMENT POLICY FRAMEWORK
6. RESETTLEMENT POLICY FRAMEWORK
Annex 6 is included in a separate Microsoft Word file (Annex 6 - RPF-Moldova.doc).
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