Environmental Assessment Report

Initial Environmental Examination Project Number: 39674 July 2008

KGZ: CAREC Transport Corridor I (Bishkek–Torugart Road) Project

Prepared by the Ministry of Transport and Communications for the Asian Development Bank (ADB).

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

CURRENCY EQUIVALENTS (As of July 2008)

Currency Unit – Kyrgyz Som (Som) 35.2 Som = $ 1 $100 = 3520 Som

The exchange rate of the Kyrgyz Som is determined under a floating exchange rate system. In this report, the rate used is the rate prevailing at the above date.

LIST OF ABBREVIATIONS USED

ADB Asian Development Bank о С Degrees of Celsius CAR Central Asian Republics cm Centimeter CSE Construction Supervision Engineers DEM Department of Ecological Monitoring (under SAEPF) EA Environmental Assessment EIA Environmental Impact Assessment EIS Environmental Impact Statement ESC Environmental Statement of Consequences ha Hectare KHM Kyrgyz Agency on Hydrometeorology (under MOES) km Kilometer km/h Kilometers per hour KR Kyrgyz Republic m Meter mg/m3 Milligrams per cubic meter MOH Ministry of Health of KR MOES Ministry of Emergency Situations of KR MOTC Ministry of Communication and Transport of KR NGO Non-Governmental Organization PIU Project Implementation Unit PRC People’s Republic of China RP Resettlement Plan SAEPF State Agency for Environment Protection & Forestry of KR SANEPID Department of Sanitary and Epidemiologic Control under MOH SER State Environmental Review SPA Specially Protected Area USD US Dollar TA Technical Assistance

NOTE (i) In this report, “$” refers to U.S. Dollars.

TABLE OF CONTENTS

TABLE OF CONTENTS...... 3 1 INTRODUCTION ...... 6 1.1 PURPOSE OF THE PROJECT ...... 6 1.2 STRUCTURE OF THE REPORT ...... 6 2 DESCRIPTION OF THE PROJECT...... 7 2.1 CATEGORY AND TYPE OF PROJECT ...... 7 2.2 NEED FOR THE PROJECT ...... 8 2.3 PROJECT LOCATION ...... 8 3 ENVIRONMENTAL LEGAL AND ADMINISTRATIVE FRAMEWORK...... 12 3.1 ENVIRONMENTAL IMPACT ASSESSMENT...... 12 3.1.1 Legal Framework of EA in KR...... 12 3.1.2 Institutional Framework of EA in KR ...... 12 3.1.3 Application of the EA Legislation ...... 12 3.2 ENVIRONMENTAL LEGISLATION...... 14 4 DESCRIPTION OF THE POTENTIALLY AFFECTED ENVIRONMENT...... 14 4.1 PHYSICAL RESOURCES...... 14 4.1.1 Topography...... 14 4.1.2 Seismic and Geological Characteristics...... 15 4.1.3 Soils and Permafrost ...... 16 4.1.4 Air Quality and Climate ...... 17 4.1.5 Hydrology ...... 20 4.1.6 Natural Hazards ...... 21 4.1.7 Noise and Vibration...... 25 4.2 ECOLOGIC RESOURCES ...... 26 4.2.1 Fauna...... 26 4.2.2 Flora ...... 26 4.2.3 Ecosystems...... 27 4.2.4 Protected Areas...... 29 4.3 ECONOMIC RESOURCES...... 29 4.3.1 Industries and Agriculture...... 29 4.3.2 Tourism ...... 30 4.3.3 Transport Networks ...... 30 4.3.4 Land Use...... 30 4.4 SOCIAL AND CULTURAL RESOURCES...... 31 4.4.1 Population and Communities...... 31 4.4.2 Cultural and Historical Values...... 31 5 ALTERNATIVES...... 31 5.1 NO ACTION ALTERNATIVE ...... 31 5.2 LOCATION ALTERNATIVES ...... 32 5.3 TECHNOLOGICAL ALTERNATIVES ...... 33 6 IMPACT ASSESSMENT AND MITIGATION...... 33 6.1 SCREENING POTENTIAL IMPACTS...... 33 6.2 ANTICIPATED ENVIRONMENTAL IMPACTS ...... 36 6.3 IMPACTS ON PHYSICAL ENVIRONMENT ...... 36 6.3.1 Topography...... 36 6.3.2 Soils and Permafrost ...... 37 6.3.3 Hydrology ...... 39 6.3.4 Climate and Air Quality ...... 40 6.3.5 Natural Disasters...... 42 6.3.6 Noise and Vibration...... 43 6.4 ECOLOGICAL IMPACTS ...... 45

3 6.4.1 Flora ...... 45 6.4.2 Fauna...... 45 6.4.3 Ecosystems...... 45 6.4.4 Protected Areas...... 46 6.5 SOCIO – ECONOMIC IMPACTS...... 46 6.5.1 International Trade...... 46 6.5.2 Industry, Agriculture, and Services...... 47 6.5.3 Tourism ...... 47 6.5.4 Population and Communities...... 47 6.5.5 Non-transport Infrastructure...... 47 6.5.6 Transport Infrastructure...... 48 6.5.7 Cultural and Historical Heritage...... 48 6.5.8 Road Safety...... 48 7 PUBLIC CONSULTATIONS ...... 49 8 ECONOMIC ASSESSMENT ...... 49 9 CONCLUSIONS AND RECOMMENDATIONS ...... 51 9.1 RECOMMENDATIONS...... 51 9.2 CONCLUSIONS...... 52

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5 1 INTRODUCTION

1.1 PURPOSE OF THE PROJECT

1. The Bishkek–Torugart road is about 500 kilometer (km) mostly two-lane national highway linking the Kyrgyz Republic and the People’s Republic of China (PRC). The Kyrgyz Republic’s Country Development and Road Sector Development strategies for 2007-2010 identified the rehabilitation of international Bishkek–Torugart road as one of the priority tasks in the road transport sector. Therefore, the Government of the Kyrgyz Republic, acting through its Ministry of Transport and Communications (MOTC), has requested the Asian Development Bank (ADB) and other donors to provide financing for the upgrading the road corridor in order to improve road safety, achieve shorter travel times and lower vehicle operating costs, enhance the welfare of poor people and increase trade and transit links between Kyrgyz Republic and the PRC. The improvement of the Bishkek–Torugart road will be implemented in series of three discrete projects. This proposal is for Project 1.

2. A portion of the Project road is a part of the Bishkek – Issyk-Kul Lake road that is strategically important for the socioeconomic and regional development of Issyk-Kul oblast. The proposed road will stretch approximately 539 km between Bishkek, the capital of KR and Torugart, at the KR/PRC border 1 . The road is a component of the CAREC corridor linking Karachi (Pakistan) and Almaty (Kazakhstan).

3. This Initial Environmental Examination (IEE) has been prepared for the Dolon Pass – Akbeit Pass section (the Section, km 278 – km 478) of the proposed Bishkek – Naryn – Torugart road. It describes the baseline environmental conditions, including physical, ecological and socio- economic resources along the road, assesses environmental impacts of the intended road development, and provides remedial/mitigation measures. The IEE has been prepared in accordance with ADB’s environmental policy (2002) and Guidelines for EIA (2003), as well as KR environmental impact assessment legislation.

4. This IEE is a stand alone document. Other documents composing the Feasibility Study have been prepared as separate volumes:

• Engineering Analysis; and • Social Assessment.

1.2 STRUCTURE OF THE REPORT

5. In order to fully and transparently meet the requirements, the Report generally follows the format recommendations of the ADB’s Environmental Guidelines, 2003. Additions have been made, however, in the form of a description of environmental legislation and administrative framework. Accordingly, the IEE report is organized as follows:

• Introduction. Chapter 1 provides an identification of the Project and the Project Proponent, and an explanation of the purpose of the IEE. It also presents the organization of the IEE, additional background information and an explanation of the extent of the IEE study. • Description of the Project. In accordance with the ADB Environmental Assessment Guidelines, Chapter 2 provides the detailed description of the Project, need of the project, project location, magnitude of operation, environmental category of the Project, and implementation schedule.

1 The length of the road corridor – 539 km, is based on the route passing through Balykchi, a town at the west end of Issyk-Kul Lake. A shorter bypass through Kuvaky Pass makes the road by 41 km shorter, i.e. 498 km.

6 • Environmental Legal and Administrative Framework. Chapter 3 gives information on the current environmental legislation of KR specifically environmental assessment requirements and provides environmental administrative framework. • Description of the Potentially Affected Environment. Chapter 4 provides a description of the environment within the area potentially affected by the Project. The description is based on reviews of available documentation, statistical data, meetings with experts in the field and field surveys and investigations. The ADB definition of the environment requires environmental assessments to address four aspects of the environment: ƒ Physical Resources - topography, soils, geological characteristics, permafrost, air quality; ƒ Ecological Resources – flora, fauna, and protected areas; ƒ Economic Development – industrial and agricultural development, land use local transportation network, non-transport infrastructure within the potentially affected environment; and ƒ Social and Cultural resources - issues of health, public safety, recreational resources, cultural resources and aesthetics. • Alternatives. Different Project alternatives are considered and compared in Chapter 5. • Potential Impacts and Mitigation. Chapter 6 provides an assessment of potential impacts of the proposed road development in light of the existing conditions, together with recommended actions to prevent and/or otherwise mitigate unavoidable impacts expected to be incorporated as integral parts of the Project. • Public Participation. Information on public participatory workshops and consultations with experts and local administration is presented in Chapter 7. Additionally, information of public consultations is represented separately in the Social Analysis. • Economic Assessment is presented in Chapter 8. • Conclusion and Recommendations. Conclusions and recommendations are stated in Chapter 9.

2 DESCRIPTION OF THE PROJECT

2.1 CATEGORY AND TYPE OF PROJECT

6. The proposed Project is a road rehabilitation project. As currently proposed, the Project activities will include no significant realignments or development of new alignments in previously undisturbed areas. The project is classified as B under the ADB environmental categorization requirements.

7. The entire corridor between Dolon Pass and Akbeit Pass will be designed as a 2-lane road. The following types of road improvement options have been proposed:

• Road upgrading on the existing alignment; • Road safety: road markings, road signs, and guide posts; • A number of bridges and culverts will be reconstructed; and • Modernization of customs infrastructure.

7 2.2 NEED FOR THE PROJECT

8. The Bishkek-Naryn-Torugart road is an international transport corridor (designated in KR as EM-07) linking KR and People’s Republic of China. This road also provides alternative access from Almaty to the Xinjiang Uygur Autonomous Region of the PRC, and beyond to Pakistan and the port of Karachi. Rehabilitation of the road is one of the priorities identified in Kyrgyz Republic Road Sector Development Strategy (2007-2010) and Country Development Strategy (2007-2010). The demand for the project arose with a stable expansion of freight traffic with PRC: the total volume of freight increased from 141,606 ton in 2002, to 352,166 ton in 2006. A buildup in traffic resulted in the extensive deterioration of the road surface and, correspondingly, increased travel time and operational expenses. As the road condition becomes worse, the freight operators overload own trucks for transport cost saving that causes even more intensive deterioration of the road. Therefore, the proposed project, that is a Project 1 in a series of three discrete projects, is needed to correct severe road corridor deterioration to reduce operational expenses and travel time for international and local road-users.

2.3 PROJECT LOCATION

9. The Kyrgyz Republic is divided into seven oblasts (provinces). The oblasts are further subdivided into rayons, and the rayons are subdivided into ayil okmotus. Administratively, the Bishkek – Naryn - Torugart Project is located within Chuy, Issyk-Kul and Naryn oblast of Kyrgyz Republic. The current Section is entirely located within Naryn oblast. The directly-affected rayons within the Section are as follows:

• Naryn oblast • Naryn Rayon • At-Bashi Rayon

10. The Bishkek – Naryn - Torugart Road links Bishkek - the capital of KR, Balykchi town in Issyk-Kul oblast, Naryn town - oblast center, and Torugart Check Point at Kyrgyz-Chinese Border. The road section proposed for the inclusion in the Project 1 (the Section, km 278 to km 4782) is located as shown in Figure 3.

11. The only town within the Section is Naryn (km 347 -351). The Section passes through villages Karaunkur (small village of Road Service Enterprise), Ottuk, Kara-Suu, Kara-Bulung and Akbeit. Also there are two major settlements within the Project Area: Naryn, and At-Bashi:

2 Kilometer (km) designations as used hereafter are those officially designated by MOTC.

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Figure 1: Location of the Section from km 278 (near Dolon Pass) to km 345 (Scale 1:200,000) 9

Figure 2: Location of the Section from km 346 to km 410

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Figure 3: Location of the Section from km 411 to km 478 11 3 ENVIRONMENTAL LEGAL AND ADMINISTRATIVE FRAMEWORK

3.1 ENVIRONMENTAL IMPACT ASSESSMENT

3.1.1 Legal Framework of EA in KR

12. The legal basis for environmental assessments in KR is formed by the Law on Environmental Protection (1999), Law on Ecological Expertise (State Environmental Review (1999)), Instruction on Procedures of State Environmental Expertise for Pre-Project, Project and other Materials in Kyrgyz Republic (1997), and Instruction on Environmental Impact Assessment Performance Procedures in the Kyrgyz Republic (1997) and other normative documents. The Kyrgyz Republic acceded to the Aarhus Convention on Public Participation and the Espoo Convention on EIA in a Transboundary Context.

3.1.2 Institutional Framework of EA in KR

13. The State Agency for Environmental Protection and Forestry (SAEPF) is the key institution responsible for the establishment and implementation of environmental policy in Kyrgyz Republic. The Department of the State Environmental Review under the SAEPF is responsible for reviewing environmental assessment documents for projects of national significance.

14. Other major stakeholders in environmental assessment are:

• Ministry of Health (safety and health issues); • Ministry of Emergency Situations (natural hazards); • Ministry of Agriculture, Water Resources and Processing Industry (agricultural issues ; • State Agency on Geology and Mineral Resources (mineral resources, road construction materials, and quarries); • Local administrations (social issues, land use, etc). 3.1.3 Application of the EA Legislation

15. The EA system in KR is based on two subsystems: OVOS (the Russian acronym for “Assessment of Environmental Impacts”), and Ecological Expertise (State Environmental Review, SER).The stages of OVOS/SER cycle in KR are demonstrated in Figure 4. A screening procedure based on screening lists identifies whether a project is the subject to environmental assessment. In case if it is required, an OVOS is conducted by an OVOS Developer hired by a Project Proponent. After presentation of an Environmental Impact Statement (EIS) for public consultations, and its improvement as a result of the feedback from the public, the OVOS report and a Statement of Environmental Consequences along with other supporting documentation is submitted to a state expert commission for the State Environmental Review (SER). The project may be approved, rejected or send for re-examination.

16. Public consultation should occur at stage of the OVOS and may be also initiated in parallel to the SER as Public Environmental Review (PER). The implementation of any project is permitted only in case of its approval by the SER. The PER is a supplement to the SER of a recommendatory nature. The SER duration depends on the complexity of the project, but should not exceed 3 months after submission of all the OVOS documents and making payment for the SER by the Project Proponent.

12 Declaration of Intent

Screening by screening lists

EIA required?

Yes Scoping

Environmental Assessment

Mitigation Measures

Preparation of EIS

Public Consultations

Preparation of ESC Laws, enactments, decrees, regulations, etc

Public Environmental State Environmental Public Environmental Review Review Review

Project/ Law Rejected Project /law Project/law re-examination approved?

Project Implementation Project Monitoring

Decommissioning

Figure 4: Stages of OVOS/SER cycle in KR

13 3.2 ENVIRONMENTAL LEGISLATION

17. Besides environmental assessment laws and regulations the following KR laws can be of particular importance to the Project:

• Law on Highways; • Law on Environment Protection 1999; • Law on Atmosphere Protection 1999; • Law on Water 1994; • Law on Biosphere Territories 1999; • Law on Specially Protected Natural Territories 1994; • Forest Code 1999; • Law on Radiation Security of Population 1999; • Law on Animal World 1999; • Law on Protection and Usage of Flora 2001; • Law on Protection of Historic and Cultural Heritage 1999; and • Law on Sanitary and Epidemiologic Wellbeing of Population 2001.

4 DESCRIPTION OF THE POTENTIALLY AFFECTED ENVIRONMENT

4.1 PHYSICAL RESOURCES

18. Physical characteristics of the potentially affected environment are defined to include the area’s topography, soils and permafrost, hydrology, seismic and geological characteristics, natural hazards, and also climate and air quality characteristics.

4.1.1 Topography

19. Overview. Kyrgyzstan is extremely mountainous country and contains some of the highest parts of the Tien Shan and Pamir Alay Ranges. Its average elevation is approximately 2,750 meters and approximately 40 percent of the country is over 3,000 meters above sea level. The severe topography of much of the country is a major factor in its settlement patterns and development. Land slides, rock falls, avalanches and other natural disasters are relatively common as will be discussed below. The Bishkek – Torugart road corridor lies entirely within the mountain systems of the North and Internal Tien-Shan. Topography of the road varies widely: from flat mid-altitude valleys in the north to high-altitude valleys and mountainous areas with elevations of up to 4,000 m in the south.

20. Topography - Project Area. The Project Area is located within the mountain system of the Internal Tien-Shan. The Section begins near Dolon Pass at km 278 that is located at the intersection of Son-Kul Too Ridge to the west, and Baidulu and Kara-Jorgo Ridges to the east at the altitude of 3030 m. From Dolon Pass the alignment descends to Karaunkur - Ottuk Gorge (km 287) with an altitude of 2750 m, and continues to descend in this gorge along Karaunkur River. It passes through small Karaunkur village at km 295 and enters a wider valley at km 313. The Section runs through comparatively large settlement Ottuk at km 314-316 and follows Ottuk River to the south. At km 322 the alignment enters hilly country and continues to the Middle Naryn Valley.

21. At km 347 the Section enters the east part of Naryn town. The Naryn town is located in the Middle Naryn Valley at the altitude of 2050-2100 m. In the Naryn town the road crosses Naryn River (km 349) and passes through the town for about 3 km. A few kilometers further, the Section begin to ascend rapidly to Kyzyl Bel (2500 m) and Char (2600 m) passes located at joining Naryn Too and Alamyshik Ridges and crosses them to enter to At-Bashi Valley. The Section traverses the At-Bashi Valley parallel to At- Bashi Ridge until it reaches the western part of the ridge (km 380 – km 464). It turns south and ascends Akbeit Pass (3284 m), crosses the northern branch of the At-Bashi Ridge 14 and continues down to Arpa Valley. The final point of the Section, km 478 is located behind the Akbeit Pass in Arpa Valley.

22. The major highland and lowland features of the Project Area are:

• Son-Kul Too Ridge. The ridge frames Son-Kul Lake Valley from the north stretching for 92 km. The maximum width of the ridge is 9 km. The north slope of the ridge is steep and rugged and the south one – less steep. The road crosses the eastern part of the ridge; • Baidulu Ridge. The Baidulu Ridge continues Kapka-Tash Ridge from the west. It stretches for 56 km in length and 11 km in width. The average altitude is 3800 m. The Section crosses the west part of the Ridge; • Naryn Valley is the biggest mid-altitude valley in Kyrgyzstan. It consists of several valleys including Middle Naryn Valley that contains the part of the Project Area. The Middle Naryn Valley extends for 170 km in length and more than 50 km in width with an altitude of 1400 to 2300 m. Desert, semi-desert and steppe landscapes are dominant in the valley. • Naryn Too Ridge. Naryn Too Ridge is one of the ridges that separate Naryn and At- Bashi Valleys. Its length is 120 km and width - 18 km. Bishkek – Torugart Road crosses the western part of the ridge. • Alamyshik Ridge. Alamyshik Ridge (length 35 km and width up to 20 km) that continues Naryn Too Ridge from the west is also located between Middle Naryn Valley and At-Bashi Valley. The average altitude of the ridge is 3200 m. Naryn town is located at the foot of the ridge. • At-Bashi Valley is a high-altitude elongated inter-mountain basin in south part of Internal Tien-Shan located in At-Bashi region of Naryn oblast. The valley is formed by Naryn-Too, Alamyshik, and Baibiche-Too ridges from north, At-Bashi and Jany- Jer ridges from south. The length of the valley is 160 km, width – 15-27 km and altitudes – 2000 – 3200 m above s.l. • At-Bashi Ridge is located in the south part of the Internal Tien-Shan. Its length is about 140 km and width – up to 30 km. Its average altitude is 4300 m. For about 100 km the Bishkek – Torugart Road runs parallel to the ridge and traverses it at its west end. • Arpa Valley is a high-altitude valley located in south-west part of the Internal Tien- Shan (Naryn oblast). On south-west it borders with Fergana ridge, south – Torugart ridge, east – At-Bashi ridge and north and north-east – Ortok-Too and Jaman-Too ridges. The length of the valley is 60 km, width 32 km, altitudes 2700 – 3600 m above s.l. • Karaunkur – Ottuk Gorge is located between Baidulu and Son – Kul Too Ridges. Its length is about 35 km, maximum width 2-3 km, and minimum width about 500 m. Bishkek – Torugart road runs through the gorge. • Dolon Pass. Dolon Pass is located at joint of Baidulu and Son-Kul Ridges. The altitude of the pass is 3030 m. • Kyzyl-Bel and Char Passes. The passes link Naryn and At-Bashi Valleys. The altitude of the passes is 2500 and 2600 m correspondingly. • Akbeit Pass. The pass links At-Bashi and Arpa valleys. The elevation of the pass is 3286 m above sea level. 4.1.2 Seismic and Geological Characteristics

23. Geology - Overview. Geologically, the road Bishkek – Naryn – Torugart traverses 3 different formations: North Tien-Shan, Middle Tien-Shan, and South Tien-Shan. The North Tien-Shan is represented by Paleozoic deposits of Kyrgyz Range. These deposits are composed of crystalline schist, granite, granosyenite, and bare handful of limestone. Kochkor Depression is composed of recent Cenozoic deposits. To the south of Kochkor Depression there occur Lower Paleozoic rocks 15 that can clearly be observed while descending Dolon Pass. Fault or “Nikolaev line” is a boundary between North and Middle Tien-Shan. The line crosses Bishkek – Torugart road on descend of Dolon Pass. The characteristic feature of the Middle Tien-Shan is the occurrence of Carboniferous limestone ridges: Moldo-Too to the north, and Baibiche Too and Naryn Too to the south. At-Bashi Ridge is composed of the recent Cenozoic deposits, specifically Paleogenic and Neogenic. A fault separating the Middle Tien-Shan from the South Tien-Shan runs parallel to At-Bashi Ridge.

24. Seismology - Overview. The area is still very seismically active. Earthquakes with magnitudes of six-seven on the Richter scale are rather frequent and there are records of catastrophic earthquakes in the relatively recent past. The most severe earthquakes in the area occurred in Kemin (1911, M=8.2), Chilik (1889, M=8.4), Vernyi (1887, M=7.3), and recent are Suusamyr (1992, M=7.3), Kyrgyzstan – Xinjiang Border (2002, M=5.5), and Southern Xinjiang (2003, M=6.4), etc.

25. Geology - Project Area. The section begins with Dolon Pass and Kara-Unkur and Ottuk River valleys that are composed of sandstone, shist, and Paleozoic limestone deposits. It enters to Naryn Valley that is composed of variegated lake deposits of Neogene-Quaternary overlapped by Quaternary alluvial-prolluvial deposits that form pebble bed and soil: natural stone fragments, clayey and clay soils. At-Bashi River Valley comprises alluvial – prolluvial unconsolidated Quaternary deposits in a form of boulder-pebble beds, pebble, soil-aggregate and clayey soil. The map of the geological environment is attached in Appendix A.

26. Seismology - Project Area. The Project Area is subject to earthquakes of different magnitude. The whole Section lies within the area where probability of an earthquake is assessed as 82, i.e. two seismic events with a magnitude of 8 points (Richter scale) over 100 years. The map of seismicity is attached in Appendix B.

4.1.3 Soils and Permafrost

27. Soils - Overview. Complex orographic relief and interrelation of numerous natural factors determine the occurrence in Kyrgyzstan of the numerous types of soils; some of them are unique. Soils occupy about 80% of the country’s area. The most common are two groups: mountain valley soils and mountain soils. The extensive studies of the soil cover in the KR have culminated in preparing the Map of Soils of the KR that presents 51 soil’s types and sub-types. References to soil types described below are those provided by the Atlas of Kyrgyz SSR (Central Directorate for Geodesy and Cartography at the Council of Ministers of the USSR, 1987) based on the above Map.

28. The distribution of soils in mountainous areas fulfills the vertical zoning rule, i.e. soils change each another more or less systematically with the altitude. It can be explained by substantial dependence of the climatic conditions at which soils are being formed of the orographic relief.

29. Permafrost (perennially frozen subsoil) – Overview. On the whole, permafrost is defined as a layer of soil with permanently negative temperature and not subject of seasonal thawing for at least 2 years. The thickness of permafrost layer can range from several meters to several hundred meters. The soil above the permafrost (known as active layer) thaws and freezes seasonally. Severe climatic conditions of high altitude areas cause forming permafrost not only in mountains but also within elevated valleys. The Map of Engineering and Geocryological Zoning of KR distinguishes the following geocryological belts:

• Belt A: island distribution of permafrost; • Belt B: discontinuous distribution of permafrost • Belt C: continuous distribution of permafrost.

30. For the Internal Tien-Shan it was found 3 that the above belts are characteristic of the following altitudes: Belt A (3000-3300 m), Belt B (3300 -4100 m), and Belt C (4100 m and higher).

3 Chaus, A.K. A scheme of small-scale engineering and geocryological zoning of high altitude areas of the Internal Tien- Shan. In: Hydrogeology and Engineering Geology of Kyrgyz SSR: Ilim. 1990. pp. 29-35.

16 31. Soils - Project Area. The Project Area comprises a number of soils that belong to soils of mountain slopes and soils of intermountain valleys. The following major types of soils can be observed in the Project Area:

• Mountain Meadow Steppe Sub-Alpine Soil occurs largely in the vicinity of Dolon Pass and in Karaunkur Gorge. • A few kilometers further the road abandons the narrow gorge and subsequently crosses areas with Mountain Dark-Chestnut Soil and Mountain Light-Chestnut Soil. • Mountain Valley Light-Chestnut Soil occur where the Section enters the hilly country towards the Middle Naryn Valley • Mountain Light-Chestnut Soil are typical northward Naryn • Mountain Dark-Chestnut Soil occur southward Naryn • On entrance to At-Bashi Valley the Section crosses an area with Mountain Light- Chestnut Soil and within the valley runs through Mountain Valley Light-Brown Soil. • The western end of At-Bashi Valley is composed majorly of Mountain Meadow Steppe Alpine Soil

32. Permafrost – Project Area. Some portions of the Section (Dolon and Akbeit Passes) lie within the Belt A that is characterized by island distribution of permafrost. Typical geoecological processes relevant to the Belt A include river erosion, mudflows, soil heaving (tufurs, microforms), ice mound, and sagging of loess soils. To a lesser degree such process as solufication, soil heaving (macroforms), thermal denudation, etc. occur.

33. In the Belt A an average annual soil temperature is of comparatively high negative magnitude (-0.1 to –0.5°С), and its natural humid content varies widely depending on lithological composition. For clayey soils with high moisture content, formation of textures with relatively high ice content is often possible. Such areas are most sensitive to anthropogenic impacts and typically manifest themselves as frost mounds, patterned grounds, etc. Clayey soils with lower moisture content are more stable to anthropogenic impacts, with the exception of impacts that increase moisture content.

4.1.4 Air Quality and Climate

34. Climate and Air Quality – Overview. The climatic conditions in the Internal Tien-Shan are continental - dry with cool summers and cold winters. High ridges interfere with the penetration of moisture and contribute to dry climate. The temperature tends to decrease with altitude. The average winter temperature ranges from -25°С to -45°С (the lowest may exceed -54°С), while in summer it varies from +20°С to +30°С. In winter frosts occur in all regions. Rain and snow usually fall in autumn, winter and spring. Average yearly precipitation ranges from 230 mm to 560 mm. Number of days with snow coves amounts to 100-150 in lowlands and more than 300 in mountains. The thickness of snow cover reaches 200 mm in lowlands, and up to 800 mm – in mountains.

35. Air pollution levels in KR are a concern within the urban areas only. In Bishkek, 90% of all emissions are related to road transport. The air quality at locations away from the towns is expected to be much better. Impact monitoring for atmospheric pollution is carried out by the Department of Ecological Monitoring under SAEPF. Ambient air quality regulatory responsibility and monitoring of air quality in KR rests with the Kyrgyz Hydromet (KHM) under MOES. Air quality monitoring stations are largely located in populated areas close to sources of pollution: Bishkek, Osh, Tokmak, Kara- Balta, and Cholpon-Ata. Air quality standards for vehicular emissions are shown in Table 1.

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Table 1: Ambient Air Quality Standards in KR

Maximum Permissible Average daily Pollutant Hazard class mg/m3 concentration mg/m3 Total Suspended Particles 0.15 0.05 3 (TSP) Sulfur Dioxide SO2 0.5 0.05 3 Carbon monoxide 5 3 4 Nitrogen Dioxide NO2 0.085 0.04 2 Nitrogen Oxide NO 0.40 0.06 3 Tetraethyl Lead 0.0001 0.00004 1 Source: Health Standard GN 2.1.6.1338-03

36. Climate - Project Area –. At-Bashi Rayon. In lowlands of At-Bashi Rayon the minimum temperatures can reach up to - 30°C, and in mountains – up to -45°C, and maximum – up to +30°C in lowlands, and up to +20 – in mountains. Average annual precipitation ranges from 300 mm in valleys to 600 mm in mountainous areas. Number of days with snow cover ranges from 200 to 300 days (and more) in mountains and from 100 to 200 days – in valleys. The thickness of snow cover is about 200 mm in valleys, and up to 400 mm (and sometimes 800 mm) – in mountains. In valleys the speed of wind can reach 19-28 m/s, and in mountains (at altitudes of 3,500 – 4000 m above s.l.) up to 55 m/s. Naryn Rayon. In valleys of Naryn Rayon the minimum temperatures can reach up to - 20°C, and in mountains – up to -40°C, and maximum – up to +30°C in lowlands, and up to +20 – in mountains. Average annual precipitation ranges from 300 mm in lowlands to 600 mm in mountainous areas. The thickness of snow cover is up to 400 mm in lowlands, and up to 800 mm – in mountains. In valleys the speed of wind can reach 19-28 m/s, and in mountains (at altitudes of 3,500 – 4000 m above s.l.) up to 55 m/s.

Table 2: Monthly & annual average temperature of air (C°) Jan Feb Mar Apr May Jun Jul Aug Sept Oct Nov Dec Year

Dolon -14.2 -12.4 -7.1 -1.1 3.1 6.2 8.8 8.7 4.9 -0.8 -8.4 -12.8 -2.1

Naryn -17.3 -13.5 -4.5 6.3 11.4 14.4 17 16.8 12.4 5.3 -4.5 -13.4 2.5

At- -19.6 -16.2 -4.6 5.3 10.4 13.3 15.8 14.8 10.5 3.6 -5.4 -14.3 1.1 Bashi Source: Climatic Characteristic according to Meteorological Station (Characteristic of climate from reference of climate USSR, issue 32)

Table 3: Average amount of precipitation (mm) Jan Feb Mar Apr May Jun Jul Aug Sept Oct Nov Dec Year

Dolon 11 14 31 48 99 95 91 65 36 28 25 13 556

Naryn 13 15 25 36 59 56 45 23 18 17 16 14 337

At- 12 13 22 29 50 65 44 25 15 12 16 10 313 Bashi Source: Climatic Characteristic according to Meteorological Station (Characteristic of climate from reference of climate USSR, issue 32)

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Table 4: Number of days with deterrent atmospheric phenomena

Number of Days

Hail Fog Thunderstorm Snow storm

Dolon 2 7 36 23

Naryn 3 13 23 0.2 At- 2 15 40 0.1 Bashi Source: Climatic Characteristic according to Meteorological Station (Characteristic of climate from reference of climate USSR, issue 32)

Table 5: Winds and calms recurrence directions (%)

N NE E SE S SW W NW Calms

Dolon 1 0.2 7 53 20 4 5 10 9

Naryn 1 8 44 4 3 6 31 3 38 At- 5 9 14 25 13 17 9 8 39 Bashi Source: Climatic Characteristic according to Meteorological Station (Characteristic of climate from reference of climate USSR, issue 32)

Table 6: Average monthly and annual speed of wind (m/s) Jan Feb Mar Apr May Jun Jul Aug Sept Oct Nov Dec Year

Dolon 4.8 4.8 5 4 3.7 3.4 3.4 3.1 3.4 3.7 4.6 5.1 4.1

Naryn 1.2 1.4 1.5 2.0 2.2 2.3 2.4 2.2 2.2 1.9 1.4 1.3 1.8

At- 0.5 0.7 1.2 1.7 1.8 1.5 1.5 1.3 1.1 1.0 0.8 0.6 1.10 Bashi Source: Climatic Characteristic according to Meteorological Station (Characteristic of climate from reference of climate USSR, issue 32)

37. Air Quality - Project Area –There are no large sources of industrial pollution in the Project Area, resulting in air quality that is generally good, but is affected by large quantities of dust generated by vehicles driving on earthen tracks as illustrates Figure 5. Specifically, this refers to km 282 – km 287 (descend from Dolon Pass), km 354 – km 357 (ascend to Kyzyl-Bel Pass), and km 437 – km 478 (At-Bashi Valley, Akbeit Pass, and Arpa Valley). During field observations it was noted that many trucks emit heavily black diesel fumes. This is especially the case with old trucks. The closest ambient air quality monitoring stations are located quite far from the Project Area - in Tokmok (Chuy Valley) and Cholpon – Ata (Issyk-Kul Lake). No air quality monitoring station is located in Naryn due to low capabilities of KHM to acquire monitoring equipment.

19

Figure 5: Local air quality deterioration due to vehicular dust generation on Dolon Pass.

4.1.5 Hydrology

38. Hydrology - Overview. The hydrology of Kyrgyzstan is a complex pattern of rivers, lakes, glaciers, and permanently snow-covered areas. Bishkek – Naryn - Torugart road runs in parallel to and crosses a series of rivers and streams that belong to Syr-Darya, Chu River and Chatyr-Kul Lake Basins.

39. Surface Hydrology - Project Area. The major rivers within the Project Area are:

• Naryn River. The Naryn River is the largest river in Kyrgyzstan that flows virtually the full length of the country in an east-west direction. The Naryn is a major tributary of the Syr-Darya and has a watershed of 58,370 thousand square kilometers or about 30 percent of the country. The length of the river is 534 km (together with Chon Naryn – 807 km). The average annual flow of the river is 13.7 cubic kilometers or about 31.2 percent of the Republic’s total water volume. • At-Bashi River. At-Bashi is a tributary of Naryn River with a length of 180 km, watershed of 5,540 square kilometers and average water flow rate of about 33 cubic meters. • On-Archa River. On-Archa River is a right tributary of Naryn. The length of the river is 75 km, and its watershed area – 1570 km2. The sources of the river are springs and glacier and snow water. • Karaunkur - Ottuk River. Ottuk River is a right tributary of On-Archa River. It originates at the north slope of Baiduluu Ridge as Karaunkur River. The length of the river is 54 km and its watershed area 444 km2.

20

Figure 6: Karaunkur River and the alignment

40. Examination of characteristics of the project hydrology has been conducted in the IDB Feasibility Study (1997). The sheet of the hydrological characteristics providing more detailed information about streams and rivers within the Section is attached in Appendix C. An investigation of water quality in the Project Area’s rivers has been undertaken in this IEE. In addition to chemical analysis of samples taken from the major rivers of the Section (see Figure 11), a study of macro- zoobenthic organisms as bioindicators has been completed. The results of both chemical analyses (attached as Appendix D) and bioindicator studies (Appendix E) allow to conclude about good baseline water quality of the project rivers.

41. Groundwater Hydrology - Project Area. According to the MOES high water tables occur in Naryn oblast in settlements located near At-Bashi including Kara-Suu village. Flooding of areas and settlements is caused by seasonal feeding of surface water into groundwater, and in vegetation period by infiltration of water from agricultural fields. Another important reason for groundwater rise is poor condition of agricultural drainage systems. The MOES notes that flooding processes in At-Bashi Valley became more intense in recent years. The total area with high groundwater level in At-Bashi Valley amounts up to 32 km2.

4.1.6 Natural Hazards

42. Overview. On the whole, natural hazards related to Bishkek – Naryn - Torugart road include landslides, mudflows and seasonal flooding, rockfalls and avalanches. Landslide is a large movement of unconsolidated material down a nonvertical slope by the pull of gravity. Landslide can by triggered by an external stimulus such as intense precipitation, seismic event, etc. Mudflow/debris flow is a flowing mass of finely grained earthy material (debris flow contain boulders and rock fragments) generally of short duration and high speed. Mudflow/debris flow are often triggered by heavy rain or flooding. The most rapid type of mass movement where rock blocks falling freely from a cliff face is a rockfall. The behavior of the rockfall is influenced by such factors as slope and rock geometry, slope and rock material properties. Rockfalls can be initiated by a seismic event or precipitation. Avalanche is a slide of large masses of snow moving rapidly down a steep mountain slope.

Project Area. All of the above natural hazards occur in the Project Area. The map and description of

21 natural hazard risks for Naryn Rayon are shown in Figure 7 and Table 7, and for At-Bashi Rayon – in Figure 8 and Table 8.

Figure 7: Map of natural hazard in Naryn Rayon

Table 7: Natural hazards in Naryn Rayon Environmental Risk Description of Risk 2 Landslide Risk to the road Section 3 Avalanche Risk to the road Section 4 Avalanche Risk to the road Section 5 Avalanche Risk to the road Section 7 Mudflow Risks to houses in Naryn/RTS district 13 Flooding/mudflow Risk to Kazan-Kuigan village. Houses. 16 Flooding/mudflow Risk to houses in Ottuk village. 17 Flooding/mudflow Risk to a bridge on Naryn-Eki Naryn road Source: Ministry of Emergency Situations. Monitoring, Forecast, and Preparedness to React to Potential Activation of Dangerous Processes and Hazards in Kyrgyz Republic and Near Border Areas in Central Asia. 4th Ed. Bishkek. 2007. p 684.

22 Figure 8: Map of natural hazards in At-Bashi Rayon

Table 8: Natural hazards in At-Bashi Rayon Environmental Risk Description of Risk 1 Mudflow Risk to houses in Ak-Jar village 8 Mudflow Risk to houses in Kara-Suu village 15 High groundwater table Risk to houses in NW part of the village Source: Ministry of Emergency Situations. Monitoring, Forecast, and Preparedness to React to Potential Activation of Dangerous Processes and Hazards in Kyrgyz Republic and Near Border Areas in Central Asia. 4th Ed. Bishkek. 2007. p 684.

43. Landslides. The Section is a subject to landslides close to Kyzyl Bel Pass at km 355-356 as shown at Figure 9. A substantial area of hillside above the road is liable to move and regularly covers the road endangering traffic and incurring maintenance costs. This landslide is composed of red clayey soil and is about 650 m in length and 250 m in width. According to MOTC the movement of the landslide has been substantially slowed down due to geoengineering measures in the past two years.

23

Figure 9: Landslide prone area at km 355 – 356.

44. Rockfalls. The topography in Karaunkur – Ottuk Gorges, and in vicinity of the upgrade to Kyzyl-Bel Pass is mountainous and subject to rockfalls. They pose immediate risk to the Section at km 285 - 303, and km 354-355.

45. Mudflows and seasonal flooding. According to hydrological survey conducted during a prefeasibility study possibility of mudflows exists at km 300, 306, 312, 451, and 455. At km 460 the alignment is currently destroyed by one of intermittent rivers flowing down from Baibiche Too Range.

Figure 10: The alignment destroyed with a mudflow at km 460.

24

46. Avalanches. Avalanche-prone areas are located in Karaunkur Gorge at km 287 – km 313, and Kyzyl Bel and Char Passes at km 353 – km 362, typically in December – March.

• Karaunkur-Ottuk Gorge: Some 24 avalanche catchments that pose a threat to the Section were noted4 at a section with a length of 3.5 km. Among them 20 are located at the left slope of the gorge. Larger catchments with their upper part areas of up to 20 ha alternate with small denudation funnels with an area of 1-2 ha. Slopes in the avalanche-collecting basin (above 2800 m) are even, grassy with slope gradient of 30-35%. The snow cover is 40-60 cm, in snowy seasons – 80-100 cm. Despite avalanches descend yearly; they reach the bottom of the valley in snowy seasons only and block the road Section once 5-10 years. • Char and Kyzyl-Bel Passes. Some 11 avalanche catchments that pose a threat to the Section were noted. The slopes of avalanche catchments in the upper part are steep – 38-40%, and in the lower part are much flatter – 10-18%. All slopes are exposed to north, east, west and tend to accumulate considerable amount of snow. Areas of avalanche catchments range from 3.5 to 65 ha, and length – from 250 to 900 m. The average thickness of snow amounted to 42-48 cm, and maximum – 84. The volume of avalanches lies basically between 100 and 1500 m3. 4.1.7 Noise and Vibration

47. Noise and Vibration - Overview. Kyrgyz noise standards have been established as indicated by Table 9. Excessively high noise levels are a particular concern for “sensitive receivers”, i.e., recipients of sound for whom exposures to excessive sound levels are detrimental – hospitals, schools, or ecologically sensitive areas for example. In this instance, sensitive receivers along the road corridors (if any) could be a concern during both the construction activities and in regard to future traffic-generated noise.

Table 9: Standards on Allowable Noise Levels at Domestic and Public Buildings

Activity Category Leq Lmax Description of Activity Category (1)

Day = 45 Day = 60 Areas immediately adjacent to hospitals and 8 sanatoriums. Night = 35 Night = 50 Areas immediately adjacent to dwellings, polyclinics, 9 Day = 55 Day = 70 dispensaries, rest homes, holiday hotels, libraries,

Night = 45 Night = 60 schools, etc. Day = 60 Day = 75 10 Areas immediately adjacent to hotels and dormitories. Night = 50 Night = 65 11 35 50 Recreational areas in hospitals and sanatoriums.

Rest areas at the territories of micro-districts and 12 45 60 building estates, rest houses, sanatoriums, schools, homes for the aged, etc. Notes: (1) Categories 1-7 relate to indoor standards. (2) Allowable noise levels may be reduced in “green areas” or other designated sensitive areas.

Source: Collection of the Most Important Records on Sanitary and Anti-epidemiological Issues, Volume 2, Part 1, Information Publishing Center of Goskomsanepidnadzor, Russian Federation, 1994.

48. Noise and Vibration - Project Area. Observations in regard to noise/vibration and sensitive receivers along the road corridor are as follows:

4 IDB Bishkek – Torugart Road Feasibility Study. Preliminary Report .1997 25 • The road corridor runs largely through a remote area with sparse settlements and no sensitive receptors; • The Section intersects Karaunkurt village, Ottuk village, Naryn town, Kara-Suu village, Karabulung village, and Akbeit village; no sensitive receptors such as schools and hospitals were noted near the ROW. • Noise/vibration is a serious concern to the communities and it is an issue repeatedly raised during public consultation. Dwellings made of clay brick and located close to the roadside, and heavy trucks contribute to the issue. Also, it was noted during the field investigations that the actual speed of vehicles passing through the settlements rarely matches the 30 km/hour limit speed. This seriously contributes to safety and noise problems. • Noise is a component of physical disturbance of wildlife. Areas where noise/vibration can affect wildlife were note during field trips. Those include: Dolon Pass, the western part of At-Bashi valley and At-Bashi Pass.

4.2 ECOLOGIC RESOURCES

4.2.1 Fauna

49. Overview. Species diversity in KR is very high. Over 500 species of vertebrates, including 83 mammals, 368 reptiles and 75 fishes are reported, and over 3,000 insect species. Some 23 mammals, 57 birds, 7 fish, 2 amphibians, 8 reptiles, and 17 insect species found in the KR are listed as endangered species in the Red Data Book published in 2006.

50. Project Area. The faunal associations dominant in the project area are shown in Table 10.

Table 10: Dominant terrestrial faunal associations

Area Terrestrial Fauna Amphibians Reptiles Birds Mammals red-mantled Tien-Shan rose finch, Dolon Pass - lidless skink shrew, narrow- rufous-backed skulled vole redstart Karaunkur Gorge, Kyzyl- rock and white- gray marmot, Bell Pass, east and west green toad lidless-skink capped bunting, mouse, gray part of At-Bashi Valley linnet, chukar hamster Isabelline and tolai hare, Ottuk Gorge green toad steppe runner common chat, Siberian jerboa pink-billed lark Middle Naryn Valley, white and yellow steppe runner, house mouse, central part of At-Bashi green toad chat, red- diced snake gray hamster valley headed bunting Isabelline and mole vole, common chat, Akbeit Pass green toad lidless-skink marmot, narrow- Hodgson's rosy skulled vole finch, snow finch Source: Adapted from the Atlas of Kyrgyz Republic. Vol.1. Natural Environment and Resources. Moscow. 1987.

4.2.2 Flora

51. Overview. Territory of KR is characterized by high level of biodiversity: concentration of species in the country is 2-3 times higher than in other Central Asian states. Some 3786 species of higher plants and 3676 inferior plants are reported to exist in Kyrgyzstan. Eighty-three plant species found in the Republic were listed as endangered ones in Red Data Book published in 2006. Natural factors such as the fires and mudflows cause considerable but local damage to biodiversity. Unregulated livestock pasturing is on the first place among anthropogenic factors. Approximately 4.25 percent of the country is estimated to be under forest cover. The natural forests are composed of more than 120 woody species. Rivers and lakeshores in the flatlands have dense thickets of elm, poplar, reeds and shrubs. Forest ecosystems suffer from logging including timber poaching. 26 52. Project Area. The distribution of flora in the project area fulfills the vertical zoning rule. Sub- Alpine Meadows are typical of the Dolon Pass, at lower altitudes they change to Fescue Steppe, Artemisia deserts, and cropland near Naryn town. Fescue Steppe occurs to the south of Naryn. At- Bashi Valley is occupied largely with cropland; which changes to Fescue Steppe in the western part of the valley. For the Akbeit Pass area the flora is typical high altitude Meadow Steppe. In Karaunkur- Ottuk Gorge the road passes through areas of Naryn Forestry with flood-plain and slope forests.

4.2.3 Ecosystems

53. Overview. The KR’s diverse range of landscape types and microclimates leads to a corresponding diversity of ecosystems. Anthropogenic systems occupy about seven percent of the KR’s territory while the rest is represented by undisturbed or only moderately disturbed natural ecosystems. Some 22 types of ecosystems can be distinguished in Kyrgyzstan, and seven of them were found it the project area.

54. Project Area. An assessment of ecosystems health by biological indicators (in points, from 1 – poor to 3 excellent) completed in the frame of this IEE concluded (see Appendix E) that the condition of ecosystems is as follows: Alpine Sub-Alpine (2 points), Mid-Mountain Herbaceous (1.5), Mid-Mountain Spruce Forest (2.5), Mid-Mountain Flood-Plain Forest (2.3), Mid-Mountain Steppe (lower reach of Karaunkur River, 1.5), Mid-Mountain Steppe (middle reach of Karaunkur River, 2), and High-Mountain Meadow Steppe (2). The map of Project’s Ecosystems is shown in Figure 11. Therefore, the condition of Project’s ecosystems can be assessed as “satisfactory” and worse. Sensitive ecosystems identified by the survey are Mid-Mountain Spruce Forest, Mid-Mountain Flood Plain, Alpine/Sub Alpine and High-Mountain Meadow Steppe. The distribution of altitudinal belts in the Internal Tien-Shan is shown in Table 11.

Table 11: Distribution of Altitudinal Belts in the Internal Tien-Shan (those that relate to Bishkek – Torugart Road are shown in bold) Landscape Type and Elevation, in meters above sea level Flatlands of Northern slopes of Southern slopes of Belts Flatlands and intermountain ridges surrounding ridges surrounding szyrts depressions depression or valley depression or valley from 800 to from 1000-1100 from 1100-1200 Semi-desert 1900-2000 to 2000-2100 to 2100-2300 - Dry and motley From 1500 to from 1800-1900 from 1900-2000 grass-grasses mid- 1900-2000 to 2500-2600 to 2800-2900 - mountain steppes Motley grass- grasses meadow from 2300-2400 and coniferous - to 3100-3200 - - forest Sub-Alpian shrub, from 2400-2500 from 2500-2600 meadow, meadow - to 3300-3400 to 3400-3500 - steppe, and steppe on northern slopes of from 3000-3200 Alpian meadow ridges from - to 3600-3700 - 3300 to 3700- 3800 on southern slopes of High-mountain from 3100-3200 ridges and meadow Steppe - - to 3700-3800 flatlands 3200- and Steppe 3400 to 3700-3800 High –mountain From 3200 cold deserts - - - to 3800-4000 above above above Nival - 3600-3700 3700-3800 3800-4000 Source: SSTA Consultant, 2008

27

Figure 11: The map of Project’s Ecosystems

28

55. The study of ecosystem degradation examined a possibility for migratory routes of wild animals throughout the section. It was found that migratory routes for hoofed mammals are likely located at Akbeit Pass (km 473 – 474) and Dolon Pass (km 283). One of possible locations of wildlife migration is shown in Figure 12, however additional monitoring of species, their behavior, and migration periods is needed.

Figure 12: Potential migration ways for wild animals at Dolon Pass. 4.2.4 Protected Areas

56. Overview. The Law on Specially Protected Natural Territories of KR (1994) distinguishes the following types of the protected areas:

• Zapovednik, strict nature preserves where no economic activities are allowed; • National Parks, nature preserves with different zones of protection; • Zakazniks, other protected areas where limited economic activity is permitted.

57. Project Area. The Section does not run through any specially protected area. The only protected area found in proximity of the Project Area is the State Natural Park “Salkyn-Tor” located at the distance of 3 kilometers of the road corridor (Kyzyl-Bel Pass) to the east. According to International Union for Conservation of Nature (IUCN) classification, a national park (Category II) is a protected area managed mainly for ecosystem protection and recreation.

4.3 ECONOMIC RESOURCES

4.3.1 Industries and Agriculture

58. KR CDS (2007-2010) defines three perspectives for the development of Naryn oblast (а) agriculture, (b) mining sector and (c) tourism. The industrial potential of Naryn oblast is majorly represented by the electric power industry, mining, food processing, and the construction materials industry. Industrial product of Naryn oblast amounted to 754.1 million Kyrgyz som (approx. $1=41 som) in 2005. 29 59. Development of food and food processing industry in the region is a key task, addressing of which will help to assure employment of the population; it will also improve income capacity of the local budgets. Agricultural production increase in the future will set up favorable conditions for development of the food processing industry based on using local raw materials: production grain, potatoes, vegetables, meat and dairy products, wool and skins.

60. At the territory of Naryn oblast one of the largest brown coal deposits – Kara-Keche is located. The mine produces more than 55% of the total amount of coal mined in the country. Planned construction of heat condensing plant at this deposit will provide growth of capacity of the existing coal mining enterprises.

61. Naryn oblast is an important agricultural region, specifically for animal agriculture. Availability of vast highland pastures and traditional skills of the population are pre-conditions for the development of sheep and yak breeding, increasing of meat and wool products to be exported to other regions of the country. In addition, oblast has capacity to produce potato for seeds. It supports large population of sheep and horses. Free Economic Zone Naryn is located in the vicinity of Naryn town. Industrial product of Naryn oblast amounted to 4,786.1 million Kyrgyz som (approx. $1=41 som) in 2005.

4.3.2 Tourism

62. Naryn oblast has substantial tourist potential that is currently developed to only a small extent. Naryn oblast borders with PRC and cooperation within the frame of inter-state agreements create favorable conditions to attract investments into the development of tourism and the economy of the oblast as a whole. KR CDS (2007-2010) states that active measures on cooperation development with Chinese tourist companies will allow receive up to 20-40 thousand tourists from PRC and provide investments into the economy of the region in the amount 10 million USD according to preliminary estimates.

63. Major tourist attractions in Naryn oblast are as follows:

• Tash-Rabat - caravanserai dated 15th century. Tash-Rabat is located at a distance of about 15 km from EM-07 in the western part of At-Bashi Valley. • Site of ancient town Koshoi-Korgon, ruins of the largest town in Internal Tien- Shan in XIII-IX century located in the central part of At-Bashi valley • Song-Kul Lake, high altitude lake, located in about 50 km from EM-07 (Karaunkur – Ottuk Village) to the west. 4.3.3 Transport Networks

64. The Bishkek-Naryn-Torugart Road is a road corridor of international significance (EM-07) and one of two roadways linking KR and PRC. In a greater scale the road is a part of Karachi (Pakistan) – Almaty (Kazakhstan) corridor.

4.3.4 Land Use

65. Overview. The Land Code of Kyrgyzstan distinguishes the following categories of land use: (1) agricultural land ; (2) settlement land; (3) land of industry, transport, communication, defense and other non-agricultural purposes; (4) land of specially protected natural territories; (5) forest fund; (6) water fund; and (7) reserve land.

66. Project Area. The land use in the Project Area is mostly agricultural. Pasturelands prevail in mountain areas, while croplands are prevalent in the valleys. The Law on Highways specifies the category “Land of Road Transport”, and a ROW. As was mentioned above the ROW for the 3- rd category of road is 28 m. Lands occupied by general-purpose highways are national property, and can not be privatized.

30 4.4 SOCIAL AND CULTURAL RESOURCES

4.4.1 Population and Communities

67. Naryn oblast’s population was reported as 266.5 thousand people (2006). The majority - 82.2% - live in rural areas. Communities served by the Section include Karaunkur, Ottuk, Naryn (in Naryn rayon), and At-Bashi, Kara-Suu, and Karabulung (in At-Bashi rayon) villages. Karaunkur (km 295) is a small village of the Road Servicing Enterprise comprising about 10 houses located in Karaunkur Gorge. There are one 3-storey building and several clay brick dwellings. Ottuk (km 314-316) is a larger settlement with population about 1300 people. Houses are mostly made of clay brick. Naryn town (km 347 – 352) is the largest settlement along the Section (population about 40,000). This stretch is represented by both multi-storey buildings and small dilapidated houses. At-Bashi is a rayon center located at a distance of several km from the alignment. The population is 11,300 people. Other settlements in the project area are Kara-Suu (km 410 – 411), and Karabulung (km 417). The population of these villages is 4,540 and 1,508 inhabitants. The alignment runs through both villages. The people usually use clay brick to build their houses. Akbeit is a very small village of 5 houses located at km 464. The ethnic composition in the project area is homogeneous and represented by virtually only Kyrgyz.

4.4.2 Cultural and Historical Values

68. Overview. The area presently occupied by Kyrgyzstan was first inhabited about 300,000 years ago during the Lower Paleolithic Period. Neolithic settlements have been found in caves near Naryn and around Lake Issyk-Kul. As early as 1,000 BC Kyrgyzstan was a key link in international trade routes. During the Middle Ages it was one of several routes for the Silk Road that linked Eastern Europe and China.

69. Cultural resources in Kyrgyzstan are regulated pursuant to the Law on Protection of Historic and Cultural Heritage administered by the Ministry of Culture and Information. Historic and cultural monuments are subject to state registration. A list of monuments of international, national and local significance is maintained.

70. Project Area. According to the List of Historical and Cultural Sites of National Significance there are 12 and 28 historical and archeological sites in Naryn and At-Bashi Rayons correspondingly. Although none of the sites are located within the ROW, some of them are several kilometers away. About 10 Muslim graveyards were noted during field trips in the proximity to the road.

5 ALTERNATIVES

5.1 NO ACTION ALTERNATIVE

71. The “No Action Alternative” addresses the likely consequences of not undertaking the proposed action. In this instance, failure to rehabilitate Bishkek – Naryn – Torugart road would result in continued impediments to travel and transport of people, produce and manufactured goods and a substantial constraint to future improvements in the economy of local communities. Local producers would continue to encounter inefficiencies in transporting their produce to markets and to realize their full economic potential. Failure to maintain and rehabilitate the Project road would impede regional development and add to the obstacles to economic stability and growth. The safety of people using the highways daily and their quality of life would decline as the ability of the existing highway to handle the ever-increasing traffic load decreased. Refusal of Project activities implies ignoring benefits presented by implementation of the Project such as:

• Time and fuel savings • Developing of roadside, agricultural, small and medium businesses and markets in Naryn oblast; • Strengthening Kyrgyz Republic - PRC international relations;

31 • Accordingly, it has been determined that the “No Action Alternative” is neither a reasonable nor prudent course of action.

5.2 LOCATION ALTERNATIVES

72. Potential location of alternatives have included:

• Eastern vs Western detour of Naryn • Detour of Chatyr-Kul Lake from the east Table 12 provides a comparison of two alternatives: the eastern road that runs through the east end of Naryn town and the western road that enters to the western end of Naryn town and runs through it in west-east direction, and comes out to Bishkek – Torugart corridor. As well, Figure 13 illustrates the location of Naryn town alternatives. As seen from the comparison table the major issue for the road passing through Naryn is potential resettlement, noise and vibration issues; therefore the Eastern alignment was selected. Table 12: Comparison of Alternatives in Naryn Town Criteria Alternative 1 Alternative 2 Location Eastern Alternative Western Alternatives Length 10.5 km 10 - 11.5 km Length within the residential 2 km 6 - 7.5 km area Noise/Vibration Moderate Impact High Impact Resettlement Issues No resettlement is Resettlement is expected possible Source: SSTA Consultant, 2008.

Source: SSTA Consultant, 2008.

Figure 13: Alternative Alignments: Eastern and Western Alignments

73. Detour of Chatyr-Kul Lake from the east. This alternative is a road of national

32 significance M-056. The road links At-Bashi and Torugart by bypassing At-Bashi ridge from the east through Ak-Sai Valley through high-altitude Kyndy Pass (3,398 km above s.l.). The distance between Naryn and Torugart through M-056 is 202 km. This road was not considered seriously as an alternative to the EM-07 as it has never been used as an international route and its present condition is quite poor. Large investments will be required in reconstruction of this road whereas advantages are not evident.

5.3 TECHNOLOGICAL ALTERNATIVES

74. Detour of landslide prone area near Kyzyl Bel Pass. Three alternatives were examined: providing bypass of landslide-prone section, viaduct solution, and using the existing route. The Design Institute defined using the existing route in combination with geotechnical measures towards landslide as the most optimal alternative.

6 IMPACT ASSESSMENT AND MITIGATION

75. ADB’s Environmental Guidelines (2003) specify that “Environmental impacts to be investigated will include those due to (i) project location; (ii) caused by possible accidents; (iii) related to design; and (iv) during construction, regular operations, and final decommissioning or rehabilitation of a completed project” and “Both direct and indirect effects will be considered, and the region of influence indicated.”

6.1 SCREENING POTENTIAL IMPACTS

76. ADB’s Environmental Guidelines (2003) specify also that “Projects are classified during an initial screening of potential environmental impacts. However, the classification is subject to change as more detailed information becomes available and preparation proceeds.” Thus, screening should not stop at earlier stages, but continue throughout the EIA study to allow new issues that emerge to be considered. The goal of the screening is to narrow the scope of the assessment exercise and avoid production of a large and needlessly lengthy report, but enable flexibility in regards to new issues.

77. A high level of screening that identified relative significance of potential impacts of the proposed actions for the whole Bishkek – Naryn – Torugart road was completed in the following pre-feasibility and feasibility studies:

• IDB Feasibility Study for Bishkek – Naryn – Torugart Road (1997). • ADB TA 6294-REG Facilitation of Transport Cooperation among Central Asia Regional Economic Cooperation Countries (Phase I). Preliminary Environmental Impact Assessment. (2006)

78. A scope of the current environmental assessment study is based on the potential sensitive issues and impacts for the Dolon Pass – Akbeit Pass section identified in the above studies as well as from new information obtained during a series of consultations with local administrations, NGOs and the general public, and studies completed within the frame of this IEE. To clarify the picture, a scoping matrix for the construction and operational phases was prepared as shown in Table 13. For convenience of assessment, the Section was divided into stretches based on topographical characteristics.

79. The screening exercise showed that during construction and operational phases the major negative environmental impacts are associated with:

• Physical resources: noise/vibration issues, natural hazards (rockfalls, landslides, avalanches), permafrost and soil erosion; • Biological resources: possible impacts to susceptible ecosystems, interruption of migratory patterns and physical disturbance of wildlife, and increase in poaching;

80. On the other hand, positive impacts are anticipated with regards to: 33 • Physical resources: improvement of air quality related to dust and improvement of water quality related to suspended particles; • Economic resources: contribution to facilitation of international trade, reducing unemployment and socio-economical development of Naryn oblast.

34 Table 13: SCREENING ENVIRONMENTAL IMPACTS FOR DOLON PASS – AKBEIT PASS Project stage Physical Ecological Socio - Economic & Cultural Topography & Soils Permafrost Natural hazards & Surface ground water & Atmosphere climate Noise & vibration Flora Fauna Ecosystems Protected Areas Industry and agriculture Tourism Population & Communities Public& Health Safety Land use Cultural heritage Dolon Pass – Ottuk village (km 278 – km 314) (Karaunkur – Ottuk Gorge) Construction ------? -- 0 - - + - - - Operation - - + + -- - ? - 0 + + + -- - 0 Ottuk village – Naryn town (km 314 – km 351) (Middle Naryn Valley) Construction ------0 - 0 - - + - - 0 Operation ------0 - 0 + + + -- - 0 Naryn town – Char Pass (km 351 – km 366) ( Ala-Myshik – Naryn –Too Ridges) Construction - ? ------+ - - 0 Operation - ? + + - - - - - + + + - - 0 Char-Pass – Akbeit village (km 366 – km 464) (At-Bashi Valley) Construction ------0 - - + - - 0 Operation - - + ------0 + + + -- - 0 Akbeit village – km 478 (Akbeit Pass) Construction ------? -- 0 - - + - - 0 Operation ------? - 0 + + + - - 0

0 No impact + Insignificant positive impact - Insignificant adverse impact ++ Moderate positive impact -- Moderate adverse impact +++ Significant positive impact --- Significant adverse impact ? Further study

35 6.2 ANTICIPATED ENVIRONMENTAL IMPACTS

81. The impacts were grouped under three general categories – physical, biological and socio-economic. Construction and operational stage impacts were considered separately. The review also addressed potential environmental enhancement measures and any additional considerations as warranted. Potential impacts from the project were considered under the following categories:

• Direct Impacts - those directly due to the project itself; • Indirect Impacts - those resulting from activities arising from the project, but not directly attributable to it; and

82. Impacts in all three categories may be either:

• Short-term; or • Long-term.

83. Both short-term and long-term impacts may be either beneficial or adverse. Short-term positive impacts could include, for example, the generation of employment opportunities during the construction period. Long-term benefits could include enhanced development opportunities, better security in terms of natural hazards, and improved transport services.

84. It has been recognized that the most efficient and cost-effective way to ensure that construction works are environmentally sound is to include these requirements in the construction contract provisions. The project will follow the standard specifications and General Conditions of Contract for construction contract purposes, as will be decided in the detailed design stage of the Project. Provisions for the protection of the environment are included in the EMP, which specifies the provision of mitigation measures and good management practice.

6.3 IMPACTS ON PHYSICAL ENVIRONMENT

6.3.1 Topography

6.3.1.1 Topography - Impacts

85. Construction and Operation Phase. Potential impacts on area topography are most likely to occur in the construction stage due to the possibilities of:

• Cut and Fill Requirements. There is a possibility that cut and fill activities may occur in certain sections. • Borrow Pit Excavations. Embankments may require the use of borrow pits in some areas. Unless properly controlled, borrow pits cause drainage and visual problems. • Quarry Operations. Crushed rock will be needed for construction purposes. Considerable changes in this aspect of the topography could result from quarry operations.

36 86. Provided that erosion prevention measures in the construction and operational phases are taken, no substantial adverse impacts to soils are anticipated. No contamination of soil is foreseen in the case of this project. No significant environmental impacts to soils are anticipated during operation of the road.

6.3.1.2 Topography - Mitigation

87. Contracts will contain provisions to avoid adverse impacts due to altered road embankments, borrow pits and provisions for quarry operations. No mitigation actions related to potential loss of agricultural soil are warranted.

6.3.2 Soils and Permafrost

6.3.2.1 Impacts on Soils and Permafrost

88. Impact on Soils - Construction and Operation phases. The impacts of the road development on soils include loss of productive soil, erosion, and contamination of soil. The discussion on each of the issues under correspondent headings is given below.

• Loss of Productive Soil. The land in the Project Area is mostly used as pasture and cropland. Losses due to direct impacts, i.e., the widening and paving of the roadway are likely to be minimal. Only temporary losses of productive soil can occur in the construction phase for temporary roads, construction camps, quarries, etc. • Erosion. Road construction and associated activities contribute to the erosion process through the exposure of large amounts of materials during potential blasting of mountains or cutting of hills, stone quarrying, filling and construction of project-related structures, etc. Provided erosion prevention measures described below in the construction and operational phases will be taken, no substantial adverse impacts to soils are anticipated. • Contamination of Soil. Contamination of soil in the construction phase comprises accidental spillages of petroleum products and hazardous materials, settling of heavy metals such as lead in road- side. These can inhibit the growth of vegetation and finally lead to erosion. Heavy metals can also reach water and have an adverse impact on fauna. Soil contamination usually occurs in the case of very busy highways. However, no substantial contamination is anticipated in the case of this project.

89. Operation Phase. No significant environmental impacts to soils are anticipated during operation of the road. Provided erosion prevention measures described below in the operational phase will be taken, no substantial adverse impacts to soils are anticipated. No substantial contamination with heavy metals or petroleum products is anticipated during operation phase.

90. Impacts on Permafrost – Construction and Operation phases. As the road passes through perennially frozen areas of high mountain tundra it can potentially affect the degradation of permafrost and cause triggering thermokarst processes. Factors that affect stability of natural high-altitude landscapes during road construction include: (a)

37 those altering the soil temperature, (b) those altering the moisture content of soil, and (c) those changing the slope geometry:

• On the whole, the alteration of the soil temperature (typically, temperature rise) leads to increased permafrost degradation, and disruption of soil – vegetation cover. It finally causes the development of thermal subsidence structures in icy soils that affects the road bed and landscapes. • Alteration of the soil moisture content (specifically soil moisture content increase) has even more substantial effect to the road environment. Transportation of moisture to a frost penetration front that occurs during negative temperatures (even of short duration) results in intensification of soil heaving processes and, finally, to destruction of the road. • Changing the slope geometry, especially slope cutting, often adversely impacts to the stability of the superposed slopes causing rockfalls, landslides, and solufication (viscose flow of permafrost downhill).

91. As the Section passes through areas with the island development of permafrost, potential impacts of road rehabilitation to permafrost will be limited.

6.3.2.2 Mitigation of Impacts to Soils and Permafrost

92. Mitigation of Impacts to Soils – Construction and Operation Phases. No mitigation actions related to potential loss of agricultural soil are warranted. No mitigation actions related to contamination of soil are warranted.

93. Erosion. The following remedial measures are recommended for incorporation in the detailed design process, bid documents and construction contracts:

• Prevention: ƒ Minimizing the area of soil clearance; ƒ Selection of less erodable material and good compaction, placement of gabions and riprap particularly around bridges and culverts; ƒ Construction in erosion and flood-prone areas should be restricted to the dry season; and ƒ Replanting will be completed as soon as possible following fill placement to facilitate regeneration of a stabilizing ground cover. • Mitigation ƒ Stepped embankments will be required for embankments greater than six meters; ƒ Separation of topsoil from subsoil during the excavation works; reuse of topsoil as a superficial layer; ƒ Reshaping the slope surface by notching, blazing and pocking to enhance seedling survivability;

38 ƒ Seeding with a fast growing native species and seed mix immediately after fill placement; ƒ Stabilization of embankment slopes and road cuts by re- vegetation with grazing resistant plant species; ƒ Completion of discharge zones from drainage structures with riprap to reduce erosion when required; and ƒ Down drains/chutes lined with rip-rap/masonry or concrete to prevent erosion. • Borrow Pits / Excavations. It is recommended that bid and contract document specify that: ƒ Borrow areas will be located outside the ROW; ƒ Pit restoration will follow the completion of works in full compliance with all applicable standards and specifications; ƒ Arrangements for opening and using material borrow pits will contain enforceable provisions; ƒ The excavation and restoration of the borrow areas and their surroundings, in an environmentally sound manner will be required before final acceptance and payment under the terms of contracts; ƒ Borrow pit areas will be graded to ensure drainage and visual uniformity; ƒ Topsoil from borrow pit areas will be saved and reused in re- vegetating the pits; and ƒ Additional borrow pits will not be opened without the restoration of those areas no longer in use.

94. Mitigation of Impacts to Soils – Construction and Operation Phases. Mitigation measures include integration of the geocryological considerations (permafrost) into the detailed design by surveying, at the detailed design phase the current condition of permafrost at the Dolon and Akbeit passes, identification and mapping areas of concern (if any), and developing mitigation measures. The mitigation measures can include the avoidance of areas with degraded permafrost, and engineering measures.

6.3.3 Hydrology

6.3.3.1 Impacts to Water Resources

95. Potential impacts are likely to related to water resources are most likely to occur in the construction and operation stages of the project and include impacts to:

• Surface water impacts could occur during the construction period due to erosion and construction activities. In operation phase, the improvements to drainage structures will facilitate passage of high flows and reduce scouring and bank erosion in the vicinity of the road. Water quality in roadside water bodies may enhance after road upgrading due to reduced erosion from improved embankment slopes and stabilization

39 by rip-rap or other material including vegetation to prevent soil erosion. No impacts are anticipated to availability of water for domestic or agricultural use except Naryn town where water supply pipelines may be temporarily impacted during construction. • Potential impacts to local water supplies include the possibility of temporary labor camps wastewater disposal during the construction period. • Potential impacts to groundwater resources are likely in areas with high water tables in the construction or operational phases. These areas include village Kara-Suu, and partly Ottuk. No wells within the proposed rehabilitation areas are located in the area of potential impact 6.3.3.2 Mitigation – Water Resources

96. Mitigation actions to address the potential impacts are recommended to include:

• Surface water. The project will install adequately sized drainage facilities to accommodate foreseeable flood levels and will stabilize downstream slopes with concrete, or rock gabbions, or walls to avoid erosion. Potential adverse impacts to surface hydrology in the construction phase of the project will be avoided through the enforcement of contract provisions. Water quality monitoring will be monitored by chemical analysis and bioindicators during construction and operational phases. Monitoring points will be located at Karaunkur, Ottuk, On-Archa, Naryn and At-Bashi rivers. • Contract provisions will ensure that construction camps and other potential sources of secondary impacts are properly sited and provided with drainage and wastewater facilities. • Mitigation measures to decrease level of groundwater in villages include surveying agricultural drainage systems and their reconstruction. Construction of new drainage systems can be justified as well. 6.3.4 Climate and Air Quality

97. Significant meteorological parameters that have an impact to road users are wind, rainfall, ice and snow. All of these can make driving the road hazardous and in combination, very dangerous especially at night. Air quality impacts could occur due to construction activities and due to altered traffic patterns and conditions in the operation phase of the project.

6.3.4.1 Impacts to Climate and Air Quality

98. Construction Phase - Impacts. Likely moderate temporary air quality impacts during the construction stage of the Project can be anticipated due to fugitive dust generation in and around construction activities and related activities such as plants for crushing rocks, hot-mix and asphalt plants. Minor increases in the level of nitrogen oxide (NOx) and sulfur dioxide (SO2) from construction equipment are expected. Air quality impacts during construction are likely to result from the following sources:

40 • Emissions from construction equipment and machines, movement of delivery trucks; • Fugitive dust from earthmoving operations and demolition; • Increased traffic congestion in construction areas; • Significant dust generation would occur during quarrying, borrowing, drilling and blasting (if any; • During the haulage of construction materials from quarries and borrow pits; and • Dust created from the embankment by wind.

99. These impacts would be localized and temporary.

100. Operational Phase - Impacts. Potential air quality impacts during the operational phase are related to road traffic. Emission of particulates as well as NOx and SOX from the diesel and gasoline engines on the road will increase. As the road mostly runs through rural area where the ambient air dispersion is superior and there is no inversion, this will reduce this hazard to public health. In Naryn town, there will be some impact to air quality due to prevailing east winds, but no considerable impacts are anticipated due to comparatively low traffic.

101. The improved road would reduce dust emissions caused by driving on the earth stretches of the Section. While total vehicle emissions would be increased due to increased traffic flow, this is expected to be partially offset by smoother traffic movements.

6.3.4.2 Mitigation Measures

102. Mitigation – Construction Phase. Potential air quality impacts due to the generation of dust and related activities will be mitigated through avoidance strategies combined with construction and monitoring. It is recommended that bid and contract documents specify that:

• Asphalt and hot-mix plants will be located at least 500 meters away from the nearest sensitive receptor (e.g., schools, hospitals, or communities); • Operators will be required to install emission controls; • Blasting (if any) will be carried out using small charges; • Contractors will be required to spray road surfaces, excavation and construction sites to keep them moist for dust control; • Trucks carrying earth, sand or stone will be covered with tarps to avoid spilling; • Potential significant adverse impacts to adjacent residents or site employees during construction will be mitigated by either discontinuing until favorable conditions are restored, or, if warranted, sites may be watered to prevent dust generation, particularly at crushing plants;

41 • Machinery and equipment will be fitted with pollution control devices, which will be checked at regular intervals to ensure that they are in working order. The best available pollution control technologies will be required; • Open burning will be prohibited and requirements for spraying and related dust control measures and the proper use of solvents and volatile materials will be in incorporated in the contract provisions; and • Pre-construction monitoring of existing ambient air quality will be undertaken in conjunction with each construction package to provide a baseline for the measurement of air quality impacts during the construction period.

103. Routine air quality monitoring will also be required in areas of high potential impact (asphalt plants, construction camps, etc) during the life of the project.

104. Mitigation – Operation Phase. As the alignment passes through Naryn town where vehicular air pollution will increase due to traffic buildup and will disperse to the town with the prevailing east winds, it would be reasonable to launch in the town an ambient air quality monitoring program. From preliminary discussions with the KHM it can be concluded that they would be interested in the establishment of such a program in Naryn, and have institutional capacities for monitoring. However, the KHM lacks an air quality monitoring station equipped with the relevant gas monitors. Therefore, considering all the above arguments it is recommended to set up a stationary station in Naryn to monitor potentially increasing vehicular air pollution.

6.3.5 Natural Disasters

6.3.5.1 Impacts of Natural Disasters

105. Natural hazards such as landslides, rockfalls, mudflows and avalanches may present a challenge for the road development. They can be triggered by different natural and anthropogenic factors and pose hazard to both people and infrastructure, and cause blocking the road.

106. Mudflow. In Kuraunkur – Ottuk Gorge and the west end of the At-Bashi Valley mudflows can have the following effects/results on the project road and associated structures:

• carrying sediment/stone flows/debris to the road structures; • clogging drainage structures by sediment and debris; and • scouring embankments.

107. Landslide. Landslide-prone area at km 355-356 presents a risk of road destruction. Although the movement of the landslide has been slowed down in the past two years, adequate mitigation measures should be taken to minimize this risk to the acceptable level.

108. Rockfall. Rockfalls in the project area can be triggered by seismic events or heavy rains. They present a risk to people’s life and health and can block the road.

42 109. Avalanches. Avalanches in the project area can be triggered by natural or anthropogenic factors. They present a risk to people’s life and health and can block the road.

6.3.5.2 Mitigation of Natural Disasters

110. Mudflow. A mitigation option proposed for the purpose of the project is directing mud streams through culverts. Culverts that will pass sediment/debris/flashflood are often are designed as box culverts. Examination of the current condition and proper sizing of the culverts will be carried out and replacement / reconstruction made if needed.

111. Landslide. Several alternatives were proposed for the stretch at km 355-356 where a massive landslide poses a risk of road damage. In general terms the alternatives have been discussed under Alternatives heading above. The option proposed by the IDB Report is a detailed study of the stretch that includes compiling a map (1:100). The map should cover the whole body of the landslide and lithological details. The thickness of the landslide’s incoherent material should be measured. In case of this alternative the following mitigation measures are suggested:

• Bored piles through the moving mass into a stable basement (for at least 10 meters in depth) ; • Drain ditch passing at the upper edge of the landslide and water discharge into side ditches; • Gabion retaining walls at the bottom of the landslide; • Fast-growing vegetation to prevent water erosion.

112. In addition to these measures, warning signs will be used where appropriate.

113. Rockfall. Mitigation measures for the project include the installation of engineering structures such as retaining walls and revetment structures (if needed). In addition to these measures warning signs will be used where appropriate.

114. Avalanche. Artificial release of avalanches with artillery or explosives, commonly used methods for avalanche control in KR will be used.

6.3.6 Noise and Vibration

6.3.6.1 Noise and Vibration Impacts

115. Impacts during Design. According to the local people from Ottuk, Kara-Suu, and Karabulung villages as well as Naryn town living in proximity to the road noise and vibration have an impact to their houses. Special concern is expressed over heavy trucks transporting cargo to/from PRC.

116. Impacts during Construction. The major sources of noise pollution are movement of construction vehicles, the haulage of construction materials to the construction site and the noise generating activities at the site itself. Concrete mixing and material movements are the primary noise generating activities and will be uniformly distributed over the entire construction period. Construction activities are expected to produce noise levels in the range of 80-95 dB(A). The major work will be carried out

43 during the daytime. The noise produced during construction will however not have significant impacts on the existing ambient noise level, if proper mitigation measure will be followed.

117. Operation Noise/Vibration Impacts. Improvement of the road surface and integration of settlement-specific noise/vibration mitigation measures will decrease noise/vibration impacts until acceptable levels. Given increase in projected traffic intensity due to heavy trucks the magnitude of these impacts is preliminary assessed as moderate and compliant with noise / vibration standards. More accurate predictions based on the field measurements of the noise/vibration baseline and projections of traffic intensity will be made at a detailed design phase.

6.3.6.2 Noise / Vibration Mitigation

118. Noise/Vibration Mitigation at the Preconstruction Stage. As noise/vibration are issues of high priority for the local population living in proximity to the alignment it is proposed to undertake some mitigation measures as early as at the preconstruction stage. These measures include periodic traffic police controls over vehicle speed in the above villages, and truck overload control at Torugart customs. As noise and vibration are a function of traffic speed a temporary reduction of these disturbances can be reached; the reduction in noise level of 5-10 dB(A) is not improbable.

119. Construction Noise Mitigation. It is recommended that Project bid and contract documents specify that noise impacts during the construction phase will be mitigated by means of:

• Source Controls. Requirements that all exhaust systems will be maintained in good working order; proper shields, shrouds, and intake and exhaust mufflers will be employed, operation will be at minimum power, and regular equipment maintenance will be undertaken. All blasting operations (if any) should be carried out with limited size of the charges. • Construction Site Controls. Requirements that stationary machinery will be placed as far from sensitive receptors as practical. • Time and Activity Constraints. Operations will be scheduled to correspond with periods when people/wildlife would least likely be affected. Construction activities will be strictly prohibited between 11 PM and 6 AM in the residential areas (Naryn town, Karaunkur, Ottuk, Kara- Suu, Karabulung, and Akbeit). • Community Awareness. Public notification of construction operations will incorporate noise considerations; methods to handle complaints will be specified. Sensitive receptors will be avoided as possible. Disposal sites and haul routes will be coordinated with local officials. • Baseline and Routine Noise Monitoring as part of construction supervision. Pre-construction monitoring of existing noise will be undertaken in conjunction with selected construction packages to provide a baseline for the measurement of impacts during the construction period. Routine monitoring will also be required in areas of high potential impact as specified in EMP during the life of the Project.

44 120. Operational Noise/Vibration Mitigation. The settlement specific measures will be specified based on the results of the instrumental monitoring of the baseline at the pre-construction stage, and taking into account a number of such as road safety, air quality, split community, etc. Such measures can include, but not limited to the following noise/vibration-abatement tools:

• Bypassing the affected settlements (as was proposed during public consultations) • Noise walls; • Planting trees along the alignment; • Acoustically adsorptive road pavement; and • Anti-vibration layers.

6.4 ECOLOGICAL IMPACTS

6.4.1 Flora

121. Impacts. No threatened or endangered plant species are located in the potentially affected ROW and no adverse impacts to such species are likely to occur due to rehabilitation activities. Plant species present within the ROW are either introduced species or ubiquitous native species, which are highly tolerant of grazing, compaction, and other physical disturbances. Construction activities will impact only a narrow band of vegetation adjacent to the existing highway. No substantial removal of trees or other vegetation is anticipated.

122. Mitigation. The Project will include roadside planting to ensure slope stabilization. Existing trees and roadside plantings will be retained. Topsoil from borrow pit areas will be saved and reused.

6.4.2 Fauna

123. Impacts. Habitat fragmentation as well as accidents involving wildlife can occur due to blocking wildlife migration routes near Dolon and Akbeit passes. Construction camp workers and drivers can contribute to poaching or hunting wildlife.

124. Mitigation. Mitigation will include monitoring of wildlife migratory routes during pre-construction stage and communicating findings on exact locations of routes, behavior of wildlife together with recommendations on specific mitigation measures to the Project Implementation Unit (PIU). Clauses should be written into construction contracts resulting in immediate firing and prosecution of individuals involved in poaching and wildlife hunting.

6.4.3 Ecosystems

125. Impact. The field assessment of ecosystems conducted within the frame of the IEE shows that whereas no significant impacts are anticipated for Mid-Mountain Steppe and Meadow Ecosystems as they have already experienced broad-scale changes as a result of overgrazing, Mid-Mountain Flood-Plain and Meadow Ecosystems located in Karaunkur – Ottuk Gorge, and Sub-Alpine ecosystems (Dolon and Akbeit Passes) are at

45 a greater risk of degradation.

126. Overgrazing. All the ecosystems in the Project Area have suffered under the impact of overgrazing by domestic animals. An assessment of number of animals grazing within 200 m corridor along the alignment gives the following figures for 2 locations:

Table 14: Inventory of Domestic Animals in the Project Area

Dolon Pass – Naryn, Naryn – Akbeit Pass, 70 km 150 km Number Number of Animals of Animals animals animals Donkey 2 Donkey 108

Cow 116 Cow 405

Horse 310 Horse 347

Sheep 490 Sheep 4895

Yak 15

Camel 1 Source: Survey of Ecosystem Degradation, SSTA Consultant, 2008

127. Mitigation. Mitigation measures to reduce risks posed to ecosystem health include siting of construction camps, asphalt plants, and other related facilities outside environmentally sensitive areas.

6.4.4 Protected Areas

128. Impacts. No direct impacts to the State National Park “Salkyn-Tor” are anticipated. The Project could have an indirect impact on the National Park by attracting more tourists. The potential impact is perceived as beneficial and within the environmental management capacities of the National Park administration.

129. Mitigation. A complementary project to increase attractiveness of the State National Park Salkyn-Tor for eco-tourists is recommended.

6.5 SOCIO – ECONOMIC IMPACTS

6.5.1 International Trade

130. Impacts. The improvement of the road is anticipated to have positive impacts to international trade relations between Kyrgyz Republic and People’s Republic of China (PRC) and other countries by decreasing the transportation costs and travel time.

131. Mitigation. In order to maximize benefits of the Project, the rehabilitation of the road corridor should be complemented with a project on cross-border facilities and procedures.

46 6.5.2 Industry, Agriculture, and Services

132. Impacts. The improved road will enhance import/export opportunities for industries and facilitate connectivity and access of agricultural producers to Bishkek and Issyk-Kul Oblast markets. It will have positive impact to construction materials industry. Agricultural producers will have better access to markets of Bishkek and Issyk-Kul oblast.

133. Mitigation. To gain the most benefit of the project, trainings on the development of road-side businesses should be organized for local population and microcredit programs launched as complementary projects.

6.5.3 Tourism

134. Impacts. The improved road will have a positive impact to the development of tourism. Transit tourists from/to PRC will have more comfortable travel. Local tourist attractions will be more accessible. Local population benefits from hotel business, horse rental, handicraft trade, entrance fee collected from tourists, etc. Provided that tourist season lasts only for 3-4 months, the potential of tourist attractions is still far from being fully exploited, and comparatively low, even if increasing number of tourists in the area, it can be concluded that no adverse impacts are anticipated in the foreseeable future.

135. Mitigation. In order to maximize benefits of the Project, the rehabilitation of the road corridor should be complemented with projects on facilitation of border-crossing procedures for tourists, and development of ecotourism. Tourist-oriented road signage should be introduced.

6.5.4 Population and Communities

136. Impacts. No significant adverse impacts on settlement patterns and communities are anticipated.

137. Mitigation. Opportunities for complementary actions to strengthen the community aspects of the project area are addressed by the Social Assessment. In summary they include organizations of trainings for people (especially women) who live along the road on new business opportunities opened by improved road such as road side trade, accommodation of tourists, etc, microcrediting of road-side business, etc.

6.5.5 Non-transport Infrastructure

138. Potential impacts to non-transport infrastructure include:

• Water Supply Systems. The Project will have no direct impact on area water supply systems. The coordination with local authorities will be required in Naryn where construction works can affect water supply systems. • Sewerage Systems. The Project will have no direct impact on area sewerage systems. • Energy Systems. The Project will have no direct impact on area energy systems. The coordination with local authorities will be required in Naryn where construction works can affect power lines.

47 • Waste Disposal. Potential waste disposal impacts could occur due to the improper disposal of construction waste, waste oil and solvents, and human waste from construction camps.

139. Mitigation. Mitigation related to potential non-transport infrastructure has been assessed as follows:

• Water Supply Systems. Project contract documents will contain provisions requiring pre-construction monitoring of existing water quality to provide a baseline for the measurement of impacts during the construction period. Routine water quality monitoring will also be required in areas of high potential impact during the construction phase. • Sewerage Systems. None required other than coordination with local officials. • Energy Systems. None required other than coordination with concerned officials. • Waste Disposal. Contacts for the project will include enforceable provisions for the proper disposal of waste. 6.5.6 Transport Infrastructure

140. Impacts. Some impact to road transport will occur during the construction period due to detours and traffic inconveniences. This includes impacts to heavy trucks transporting goods from/to China, local vehicles, and tourist minibuses. Specifically, this is valid for Naryn where the road touches on the eastern part of the town, as well as Kara-Suu and Kara-Bulung villages. Following construction, the primary transport impact of the Project will be to improve the performance of the transport sector and greatly facilitate the flow of traffic, goods, and tourists.

141. Mitigation. It is recommended that contracts specify that care must be taken during the construction period to ensure that traffic disruptions to road transport are minimized. Traffic management plans should be prepared.

6.5.7 Cultural and Historical Heritage

142. Impacts. No impacts to archaeological and historic resources are anticipated, with the exception of a graveyard (km 314) located close to the alignment that may be affected by vibration.

143. Mitigation. No mitigation related to known cultural resources is warranted. Contract provisions are recommended to ensure that construction works are suspended, local administration and state organizations on cultural heritage are informed, and all necessary measures to protect cultural resources are taken in the event of unexpected discoveries. The fencing of the graveyard located at km 314 should be strengthened.

6.5.8 Road Safety

144. Impacts. With the improved road will come improved traffic speeds. Engineering efforts will be undertaken to reduce the likelihood of accidents; users will be educated

48 about the risks of high speed; and speed limits will be enforced.

145. Mitigation. In Naryn town, Karaunkur, Ottuk, Kara-Suu, and Kara-Bulung villages provisions should be made for paved shoulders, road signage, service roads for local traffic, and periodic controls of excessive speed by traffic police.

7 PUBLIC CONSULTATIONS

146. A number of public consultations were organized with experts, local administrations, NGOs and the general public by SSTA environmental and social consultants in May/June 2008.

• Round table in Naryn. The round table in Naryn was chaired by the Deputy Mayor of Naryn town. About 35 persons attended the Naryn event held on June 16, 2008; among them chief specialists from Naryn and At-Bashi rayon administrations, representatives of the Road Service Units. • Informal consultations were conducted with the local population in Karaunkur, Ottuk, Kara-Suu and Karabulung villages. • Preliminary informative meeting with NGOs was organized in Bishkek. • Consultations with experts from the Ministry of Emergencies, Ministry of Transport and Communications, and Academy of Sciences were organized in Bishkek.

147. A summary of the opinions of the public consultations is as follows:

• In general, the local population supports the upgrading of the road corridor provided that it will bring more socio-economic benefits to the local population. • Rehabilitation of several feeder roads were proposed by local administrations to be included to the project, specifically 2 roads connecting rayon center At-Bashi and EM-07, and the main street in Naryn town that is a part of the road linking Ak-Taalai rayon and Tash- Bashat village. • Due to safety, noise/vibration issues it was proposed to consider bypasses of Ottuk, Kara-Suu, and Karabulung villages. • Noise and vibration issues were the major concern in Ottuk, Kara-Suu, and Karabulung villages and Naryn town. The recent letter from the people of Ottuk to MOTC repeatedly raised these issues. • Local people should be involved in the road construction.

8 ECONOMIC ASSESSMENT

148. Environmental benefits associated with the project are related mostly with decreasing the occurrence of erosion processes due to upgrading road drainage systems, reducing dust and noise, decreasing the number of vehicle breakdowns, and reducing travel time, vehicle fuel use and emissions.

49 149. Improvements in vehicle emissions and fuel consumption per vehicle are expected as a result of improving the physical characteristics of road surface and road geometry. Travel times between locations will decrease, thereby lowering the overall amount of vehicle emissions and fuel consumed. Quantification of these benefits is tricky at the present time.

150. It is anticipated that the number of vehicle breakdowns occurring along the Section will decrease as a result of improved road conditions. A smoother road will reduce vehicle operating costs. The specific quantification of this benefit is difficult, however, due to lack of data.

151. A great quantity of dust in is generated by vehicles traveling on the unpaved stretches of the Section. Although, it is difficult to quantify the amount of dust generated by existing traffic, it is anticipated that the paved road will contribute to the reduction of dust creation. It is anticipated also that there will also be some decrease in noise pollution per individual vehicle due to improvement of physical characteristics of road surface and road geometry.

152. The estimate of the environmental costs of the Project are summarized below in Table 15. The costs include mitigation measures, monitoring, and capacity building. Mitigation costs for natural hazards and erosion control are included in the construction costs.

Table 15: Estimate of Environmental Costs5 Item Unit Quantity Unit Cost Costs ($) A. Mitigation 1. Dust and moisture control days 500 400 200,000 2. Sanitization at construction lump sum 50,000 camps Subtotal (A) 250,000 B. Monitoring 1. Noise/vibration monitoring lump sum 5,000 (preconstruction) 2. Lab and field monitoring equipment Air quality measurement lump sum 50,000 (construction) Noise/vibration measurement lump sum 30,000 (construction) Water quality measurement lump sum 50,000 (construction) 3. Ecosystems post-construction lump sum 5,000 studies 4. Ambient air quality monitoring 120,000 (operation) Subtotal (B) 260,000 D. Capacity Building Workshops for roadside business lump sum 10,000 development Training on Ecosystem Monitoring lump sum 5,000

5Those that are not included in the main civil works cost

50 Group Subtotal (D) 15,000 Total 525,000 Source: SSTA Consultant, 2008.

9 CONCLUSIONS AND RECOMMENDATIONS

153. The findings of the IEE are as follows:

• Construction activities under the Project will be largely of a rehabilitation nature within the previously disturbed road corridor and no significant environmental impacts are anticipated; • The stretch km 355 – km 357 (Kyzyl-Bel Pass) is a landslide prone area for which at least 3 alternatives were proposed: existing route, bypass and viaduct. On the basis of information available, the Design Institute proposes the existing route in combination with geotechnical measures applied to the landslide as the most optimal alternative; and • The study of ecosystems health conducted in the frame of this IEE showed that there are ecosystems in the Project Area that are more sensitive to environmental impacts, specifically: Mid-Mountain Flood- Plain and Meadow Ecosystems located in Karaunkur – Ottuk Gorge, and Sub-Alpian ecosystems (Dolon and Akbeit Passes). • The examination of the baseline water quality in rivers of the Project Area by chemical analysis and bioindicators survey showed that water quality is “good” in practically all samples. • According to the local people from Karaunkur, Ottuk, Kara-Suu, and Karabulung villages living in proximity to the road noise and vibration have an impact to their houses. The people complain about noise and vibrations generated by overloaded and empty trucks and their non- compliance with 30 km/h speed limit in the villages.

9.1 RECOMMENDATIONS

154. The following recommendations are proposed based on the findings of the IEE:

(i) Environmental Provisions in Contract. Specific environmental provisions are recommended for inclusion in contract documents including provisions related but not limited to: (a) erosion control, air and water quality control, (b) location of asphalt plants, construction camps and other facilities (not in environmentally sensitive areas indicated above), (c) borrow pit restoration, (d) quarry operations, (e) safety provisions, (f) baseline and routine monitoring of noise and vibration levels in settlements; (g) baseline and routine monitoring of air quality, water quality, and ecosystem health, and

51 (h) community relations; (ii) Environmental Monitoring and Control. Baseline noise/vibration monitoring is recommended in settlements Karaunkur, Ottuk, Kara-Suu, Karabulung, and Naryn town at the preconstruction stage as well as consideration of the relevant mitigation measures during detailed design. (iii) Capacity Building for Environmental Management. A training program for selected staff and addressed to the goals and techniques of environmental management activities in road projects is recommended; and (iv) Recommended Complementary Projects. A training program to ensure that local businesses and population will be able to use all the benefits provided by the adjacency to the international road corridor is recommended. A complementary project to increase attractiveness of the State National Park Salkyn-Tor for eco-tourists is recommended. A project on the reconstruction of a drainage system

9.2 CONCLUSIONS

155. The project will have significant social benefits and, if the prescribed mitigation and management measures are fully implemented, the project is unlikely to have major adverse environmental impacts. An environmental monitoring plan has been prepared and responsibilities for implementation assigned. A budget has been allocated for environmental management and monitoring. A full Environmental Impact Assessment (EIA) under ADB guidelines is not required.

52

APPENDICIES APPENDIX A: GEOLOGICAL MAP OF THE SECTION

Pebblestone, gravel chippings and clayey soil Faults of Upper Quaternary Conglomerate, sandstone, and clay of Lower Quaternary Rivers Sandstone, conglomerate and clay of Later Pliocene Sandstone, shist, Road section limestone, and conglomerate of Middle Carboniferous Limestone, coaly and Kilometrage clayey shale of Silurian and Devonian Sandstone, Elevation, m conglomerate, and effusive rocks of Ordovician Syenite, grano-syenit of Permian

Granite of Paleozoic

Source: Adapted from: Islamic Development Bank. Feasibility Study for Bishkek – Torugart road. 1997. APPENDIX B: SEISMICITY MAP OF THE SECTION

Source: Adapted from: Islamic Development Bank. Feasibility Study for Bishkek – Torugart road. 1997.

APPENDIX C: THE SHEET OF HYDROLOGICAL CHARACTERISTICS

п/п Местоположение В сое rait какого F L i Высоты в водосборе Режим Селевая Ледовый Расчетные расходы Ме-жень сооружений Площадь Уклон Наименование бассейна входит Длина водотока стока деятельность в режим КМ V оооа истока створа устья 1 % 2% 3% 10% сооруж. No. Structure Name of stream For which F L I Absolute marks Mode Mud stream Ice Design water discharges Lo location drain area i Watersed Length Gradient of activities in mode w source site of stream 1 % 2% 3% 10% structure outlet 1 2 3 4 5 6 7 8 9 10 11 12 13 40 280 500 Лог без названия -"- 1.59 3665 2940 периодич. -"- 1.8 Ravine without Name periodical }? 41 284 000 Ручей Долон 4,05 3640 2910 постоян. -"- 2,8 Stream Dolon constant 5i 42 285 000 Родник 0.15 -"- - -i наледь 0.16 Spring freezing-over 43 286 000 Лог без названия -"- 0,09 -"- -"- 0.1 Ravine without Name 44 289 000 -""- -"- 0.13 -"- -"- 0.14 45 300 400 -'"- P. Отгук 0,94 2.2 66 2744 2465 -"- селевой поток 0,79 R. Ottuk mud stream ;j 46 303 400 Ручей Сары-Булак 22.4 6.4 3838 2400 -"- лок. ледостав 14.0 13.0 Stream Sary-Bulak freezing-over 47 306 000 Лог без названия -"- 3.54 3.55 59 2878 2480 периодич. селевой поток 2.44 Ravine without Name periodical mud stream 48 308 100 17,05 10.5 35 3400 2400 4 2~> -"- -"- -"- -"- if 49 308 900 -"- »» 1,81 2.7 97 2820 2400 -"- -'"- 1,14 50 310 700 Ручей Байбала _„_ 17.0 16.8 82 3840 2360 ПОСТОЯН. ледостав 12.67 11.57 constant Stream Baibala freezing-over i* 51 312 100 P. Туюк 24,51 16.7 84 3840 2320 -"- -"- 14,76 13,49 R. Tuyuk 52 312 600 Лог без названия -"- 0.85 1.7 99 2680 2440 периодич. селевой поток 0,84 Ravine without Name periodical mud stream 53 323 000 Река Он-Арча P. Нарын 1320 60 27 3890 ПОСТОЯН. ледостав 179,2 167 constant River On-Archa R. Naryn freezing-over

54 350 000 Река Нарын p. Сыр-Дарья r. 10500 151 12 3730 2040 -"- -"- 935 854 668 River Naryn Syr-Daria 55 354 200 Лог без названия Руч. Шаркыра-тма 6,54 3.9 112 3325 2440 -"- 1,87 1.52 Ravine without Name Stream Sharkvratma 56 355 200 -"'- -"- 17,78 6.5 50 3171 2400 -"- 4,18 3.41 57 356 300 -"- -"- 0,30 0.2 150 2500 2480 мериоднч. 0,11 0.09 periodical ■4 58 359 000 1,51 1.5 200 ПОСТОЯН.СОП 0,44 0.36 -"- stant 59 360 000 -"- P. Ат-Баши R. 1,07 -"- табереги 0,22 At-Bashi shore ice crust 60 364 000 -"- -"- 1.82 -"- -"- 0.36 61 401 000 I'. Ат-Баши R. P. Нарын R. 5.540 176 1 I 4542 1900 -' - ледостав 341 324 256 Al-Bashi Naryn freezing-over 62 451 200 Ручей Кельтепши P. Ат-Баши R. 16.97 3840 2920 периодич. твердый сток 2.8 2.7 2,2 Stream Beltepshi At-Bashi periodical mud flow 63 453 000 P. KapaCy R. -"- 13,41 3525 2920 -"- 3,07 2.9 2,2 Karasu 64 453 500 Ручей Тюзашу -"- 7,9 3525 2940 -"- 1,9 1.8 1.5 Stream Tyuzashu 65 454 500 -"- -"'- 8.05 3427 2900 -'"- 1.8 1.7 1,3 66 455 700 Ручей Джалдыколот -"- 8,84 3480 2880 .". повышенный 1,63 1.55 1,3 Stream Djaldykolot твердый сток mud flow 67 456 300 Ручей Кулак-Асу (лев.) -'- 18,59 3857 2880 -"- - -5 " 3,7 3.5 2,9 Stream Kulak-Asu (left) it 68 461 700 Ручей Кара-Булак 16,10 3880 2840 -"- -"- 2,6 2.5 2,0 Stream Kara-Bulak 69 465 700 Ручей Кулак-Асу (прав.) Stream -"- 18,59 3857 2880 -"- -"- 3.7 3.5 2,9 Kulak-Asu (right) 70 468 100 Лог без названия -"- 6,14 3600 3050 -"- -"- 1.66 Ravine without Name 71 472 800 Ручей Кунгей 1,27 3220 3460 ПОСТОЯН. забереги 1.03 -"- constant ""- Stream Kungei shore ice crust 72 474 300 Ручей Карган-Таш -"- 8,39 4000 3160 периодич. -"" 2.24 Stream Kargan-Tash periodical Source: Islamic Development Bank. Feasibility Study for Bishkek – Torugart road. 1997.

APPENDIX D: CHEMICAL ANALYSIS OF WATER IN THE PROJECT AREA (EXECUTED BY KYRGYZ HYDROMET)

Basic ions, mg/l Total Total water Oil Phenols Nitrogen in Nitrogen Nitrogen Total Phosphorus Oxygen, BOD 5, Total iron, Siliceous Fluorides, рН ions, hardness, products, volatile, ammonia, in nitrites, in nitrogen, mineral, mg/l - -2 - 2+ 2+ mg/l mg/l mg/l mg/l НСО3 SО4 CI Са Мg mg/l mmol/l mg/l mg/l mg N/l mg/l nitrates, mg/l mg/l mg/l At – Bashi River, 41о 11.944' N; 75о 44.223' E 8.30 6.91 118.5 44.7 12.0 42.7 11.2 229 3.06 0.29 0.00 0.001 0.97 0.97 0.007 0.01 1.6 0.15 Ichke River, 40о 56.194' N ; 75о 16.850' E 8.60 7.12 137.3 99.7 22.4 48.2 22.3 330 4.26 0.64 0.01 0.002 0.78 0.79 0.005 0.01 1.6 0.09 Naryn River, upstream Naryn town, 41о 25.847' N ; 76о 03.763' E 8.25 7.05 82.7 56.9 8.2 39.0 6.8 194 2.50 0.64 0.00 0.000 0.00 0.009 0.99 1.00 0.022 0.03 1.6 0.23 Naryn River, downstream Naryn town, 41о 26.070' N ; 75о 56.52' E 8.20 6.98 72.1 63.4 9.5 39.0 11.3 195 2.87 0.64 0.00 0.000 0.02 0.009 0.48 0.51 0.018 0.03 2.0 0.24 On-Archa River, 41о 34.354' N; 75о 52.159' E 8.20 7.40 74.4 28.0 5.5 28.6 5.6 142 1.89 0.57 0.00 0.003 0.73 0.73 0.013 0.09 1.9 0.11 Karaunkur River, 41о 39.339' N; 75о 49.192' E 8.40 7.05 122.2 38.2 10.4 44.5 13.5 229 3.43 0.29 0.00 0.002 0.55 0.55 0.006 0.03 2.4 0.09 Karaunkur River, 41о 46.562' N; 75о 44.305' E 8.35 6.98 111.2 41.9 8.1 46.4 7.9 216 2.96 0.50 0.00 0.000 0.43 0.43 0.003 0.00 2.1 0.09 MAC >6.00 100.0 300.0 180.0 40.0 3.00 0.05 0.001 0.39 0.020 9 0.50 0.75 Note: (1) Analyses were made in June 2008 (2) MAC – maximum allowable concentration

APPENDIX E: SURVEY OF MACROZOOBENTHOS

PRELIMINARY ASSESSMENT OF WATER BODIES ON SAPROGENIC CONDITIONS AND FORECASTING OF IMPACT OF THE DOLON – AK-BEIYT ROAD CONSTRUCTION ON IT

RESULTS OF ANALYSIS OF WATER BODIES RELATED TO INHABITED ORGANISMS - BIOINDICATORS

MATERIAL AND METHODOLOGY

Water analysis is based on various sensibilities of hydrocoles to saprogenic level of water reservoir. According to these characteristics, several ecological groups of water organisms are distinguished. This analysis, first of all, is based on qualitative assessment of marco- zoobenthos and its presence in following groups: oligosaprobic; alfa-mesosaprobic; beta- mesosaprobic; polysaprobic (by level of organisms’ sensibility to pollution). Organisms related to the beta-mesasaprobic and alfa-mesasaprobic groups are unified in one metasaprobic group to simplify analysis of status of the water resources in a framework of this methodology to assess saprogenic level of water reservoir . Preliminary assessment of status of the water reservoir was conducted based on methodology of environmental interpretation of visual characteristics of the water reservoir.

RESULTS OF MONITORING BY SAMPLING SITES Below, results of analysis of the collected samples are provided. All samples were collected on May 30th, 2008. All samples were collected together with soil and stored in fixed form till analytical operations.

SITE/POINT 1: CONFLUENCE OF KARA-KOIUN AND TASH-RABAT RIVERS, 200 M DOWNSTREAM Following qualitative correlation of the groups of organisms is typical for this sample. Also, there were no species from the oligosaprobic group. Mesosaprobic group was presented by caddis flies (Ephemerella), and the polysaprobic group was presented by mosquitoes and other dipterous (Chironomus). As a result of analysis in relation to the highest ecological group of saprogenic level, following conclusion is made that the site within confluence of Kara-Koiun and Tash-Rabat rivers could be classified as clean or relatively clean site.

SITE/POINT 2: AT-BASHY RIVER, 50 M BELOW BRIDGE Following qualitative ratio of organisms’ groups is typical to this sample: Oligosaprobic group of species is represented by the dayflies (Rhitroqena) and stone flies (Plecoptera). Organisms representing mesasaprobic and polysaprobic groups were not identified in this sample. Fish hutchling was found among additional species in the sample. As a result of assessment of hydrocoles of this group in spite of high siltation of the sample, a conclusion was made that the site 50 m downstream the bridge on the At-Bashy River is relatively clean.

SITE/POINT 3: OUTLET OF KYZYL-BEL RIVER – 50 M DOWNSTREAM THE BRIDGE Sample is much silted with saprogenic features. Organisms are not identified.

SITE/POINT 4: 200 M AWAY CONFLUENCE OF THE SOLTON-SARY AND KARA-UNKUR RIVERS Following qualitative relation of the organisms’ groups can be observed: Oligosaprobic group of species id presented by dayflies such as Iron and Rhitroqena; besides, following species Plecoptera, caddis flies (Trichoptera), and simulides (Simuliidae) are presented. Organisms representing mesosaprobic and polysaprobic groups are not found in this sample. Species Trichoptera – family of Polycentropodidae and dipterous unit were identified among additional species in the sample. As a result of assessment of hydrocoles of this group, a conclusion was made that the site in 200 m away the confluence of the Solton-Sary and Kara-Unkur rivers can be considered as clean.

SITE/POINT 5: CONFLUENCE OF KARA-UNKUR AND SOLTON-SARY RIVERS 200 M UPSTREAM Water quality of this site is determined by following qualitative relation of the organisms’ groups: Oligosaprobic group of species was presented by Rhitroqena, Trichoptera (represented by three different species (identified by houses)), and Plecoptera. Mesosaprobic group is presented by Trichoptera (Hydropsychidae), and polysaprobic group - Chironomus. Besides, a lavra of Coleoptera was found which belongs to the mesasaprobic group in stagnant reservoirs. As a result of assessment of hydrocoles based on principle of the dominant group, the conclusion was made that the site 200 m away the confluence of the Solton-Sary and Kara- Unkur rivers could be considered as the clean one.

SITE/POINT 6: MID FLOW OF THE KARA-UNKUR RIVER WITHIN THE FLOOD-PLAIN FOREST Following qualitative relation of the organisms’ groups is observed in this sample: Oligosaprobic group is presented by Iron and Rhitroqena, Trichoptera (represented by three different species (identified by houses)), and Plecoptera. Mesosaprobic group is presented by Hydropsychidae, and the species of polysaprobic group were not observed. According to results of assessment of the species inhabited in the mid-flow of the Kara-Unkur river, water can be classified as clean water within area of the flood-plain forest!

SITE/POINT 7: UPSTREAM OF THE KARA-UNKUR RIVER, END OF STREAMER, 150 M DOWNSTREAM Following qualitative ratio of the groups is observed in this sample: Oligosaprobic group is presented by Ephemerella, Trichoptera and Simuliidae. Organisms representing the mesasaprobic and polysaprobic groups were not identified in this sample. By results of assessment of species inhabiting upstream the Kara-Unkur river, the end of streamer 150 m downstream can be classified as clean water.

GENERAL CONCLUSIONS BY RESULTS OF ASSESSMENT

In all sampling sites where collection of hydrocoles took place, water quality in reservoirs was classified as clean water. Only in the point 1 – confluence of the Kara-Kouin and Tash-Rabat rivers – water can be classified as clean one. Such situation is probably caused by intensive mixture of two rivers. Thus, at present we can state out that human activity has a minimum impact.

IMPACT OF THE ROAD CONSTRUCTION ON WATER POLLUTION WITHIN THE SITE DOLON – AK-BEIT Construction of the road Dolon- Akbeit can increase pressure on the nearest reservoirs and cause shifting of hydro fauna structure to the ecological groups, which are more resistant to saprogenic level of the reservoir (meso-polysaprobic groups). Such shift is possible because of contamination of rivers by the household waste, fuel and products of technical maintenance of auto transport. Also, air pollution can strongly affect on composition of inhabitants, in particular in small rivers, which are strongly sensitive even to small man-made pressures.

MEASURES TO REDUCE A MAN-MADE IMPACT ON THE RIVER HYDROCOLES DURING THE ROAD CONSTRUCTION AND OPERATION

Main measures to protect water bodies against the man-made impact are following: 1. Construction of special service grounds (technical control, auto transport repair, recreation sites and etc.). Also, wastewater collection and treatment system is required; 2. Organization of special canals collecting water for household and other needs; 3. Setting and control of norms for cargo transportation; 4. Strengthening of hydro-biological control on saprogenic level of water on selected sites/points.

APPENDIX F: PROJECT ECOSYSTEMS STUDY

Baseline Studies of Ecosystems in an Area of Reconstruction of the Bishkek – Torugart Highway (Dolon Pass – Akbeit Pass section) Executors: E.E.Shukurov, A.A. Jusupbaeva Scientific Advisor: Prof.Dr. E.J. Shukurov

Objectives and Tasks of Study The objective of the present study is to determine conditions of ecosystems that potentially belong to the project area. The condition of ecosystems was assessed by the presence/absence of indicator species of birds, according to the methodical manual. To achieve this objective the following tasks were accomplished: the most typical habitats were selected, field works were completed, and field material was processed. Besides surveying birds using methodical manual “Birds - indicators of a condition of ecosystems of Central and Internal Tien-Shan” (Shukurov E.D., Shukurov E.E., Zhusupbaeva A.A., 2008), water samples in the project area rivers were taken.

Brief Description of the Area under Examination For mountain areas can be distinguished in Kyrgyzstan’s part of Tien-Shan: West Tien-Shan, North Tien-Shan, Central Tien-Shan, and Internal Tien-Shan. The Bishkek – Torugart road passes largely through Internal Tien-Shan.

Internal Tien Shan is vast and closed, sharply raised to altitudes 2000-3000 m mountain country <…> with sharply continental climate, great variety of a soils and vegetative covers, obvious prevalence of steppe and meadow vegetation. In their disposition a specific high- altitude zoning is expressed (Chupakhin, 1959). General features of the climate are hot summers and winters severe for such low latitudes, abundance of solar radiation, dryness of air and small precipitation.

Internal Tien-Shan is characterized by rather complicated orographically structure. Numerous mountain ridges are oriented in different directions, and separated mostly by cavities of tectonic origin. In spite of general complexity of surface, the main distinctive feature evinces – alternation of thick mountain systems of ridges of Paleozoic stratum and big intermountain cavities of meso-neozoic stratum of 3000 – 4500 m of thickness

Sharp continentality of the climate is caused by a number of factors. Edge ridges have absolute heights above 4000 m above sea level, and air mass (mainly from the western and northwest parts) loses practically all moisture at the external part of ridges. Thus, high- altitude conditions are complemented by increased aridity of the climate.

The large differences in altitudes, character of humidifying, drainage and unity of genesis of the province cause formation of high-altitude landscape zones: plain-sub-mountainous- deserted steppe (semidesertic), sub-mountainous-middle-mountainous steppe, middle- mountainous forest-meadow steppe, high-mountainous meadow steppe, and high- mountainous nival zone.

Distribution of Altitudinal Belts in the Internal Tien-Shan (those that relate to Bishkek – Torugart Road are shown in bold) Landscape Type and Elevation, in meters above sea level Flatlands of Northern slopes of Southern slopes of Belts Flatlands and intermountain ridges surrounding ridges surrounding szyrts depressions depression or valley depression or valley from 800 to from 1000-1100 from 1100-1200 Semi-desert 1900-2000 to 2000-2100 to 2100-2300 - Dry and motley grass-grasses From 1500 to from 1800-1900 from 1900-2000 mid-mountain 1900-2000 to 2500-2600 to 2800-2900 - steppes Motley grass- grasses meadow from 2300-2400 and coniferous - to 3100-3200 - - forest Sub-Alpian shrub, meadow, meadow from 2400-2500 from 2500-2600 steppe, and - to 3300-3400 to 3400-3500 - steppe on northern slopes of from 3000-3200 Alpian meadow ridges from - to 3600-3700 - 3300 to 3700- 3800 on southern slopes of High-mountain from 3100-3200 ridges and meadow Steppe - - to 3700-3800 flatlands 3200- and Steppe 3400 to 3700-3800 High –mountain From 3200 cold deserts - - - to 3800-4000 above above above Nival - 3600-3700 3700-3800 3800-4000

Baseline Condition of Ecosystems: Flora, Fauna, and Specially Protected Natural Territories In accordance with the methodology several monitoring routes on the most typical sites of ecosystems were setup. The following ecosystems were selected for monitoring purposes: 1. Dolon pass – Naryn section: a). Alpine - Sub alpine (Dolon pass); b). Middle Mountainous Grassy (middle stream of the river Karaunkur); c). Middle Mountainous Forest (fir) (middle stream of the river Karaunkur); d). Middle Mountainous Forest (flood-plain forest) (middle stream of the river Karaunkur); 2. Naryn – Akbeit pass section: e, f) Middle Mountainous Steppes (the lower and middle stream of the river Kara-Koun); g). High-Mountainous Steppes (upstream water of the river Kara-Koun).

Flora

Sub-Alpine (high-altitude) ecosystems at Dolon Pass are represented by high-altitude grassy associations where Cobresia and Sedgy meadows make up the basis of vegetation. At Akbeit pass, vegetative associations are represented by meadow Cobresia and steppe Festuca. Due to severe high-mountainous climatic conditions specy diversity of vegetation is not great.

In middle mountainous steppes (the lower and middle stream of the river Kara-Koun) stipa- festuca vegetative associations dominate.

Middle Mountainous Grassy (middle stream of the river Kara-Unkur) ecosystems are represented by different grassy meadows and Festuceae steppes.

Middle Mountainous Forest ecosystems are represented by the fir located mosaically on slopes of northern exposition and inundated willows, growing along the river.

Fauna

During surveying along monitoring routes such mammals as grey marmot, zaisan mole vole, and hare-tolai were met. Wild large mammals do not occur.

According to the methodical guidelines on assessment condition of ecosystems by indicator species of birds the specific biodiversity of these ecosystems is rather poor. a) Sub Alpine ecosystems (Dolon pass) – 7 indicator species of 28 were found, i.e. 25 % of the general number of indicator species; b) Middle Mountainous Grassy ecosystems (middle stream of the river Karaunkur) –4 of 31 were found, i.e. 13 %; c) Middle Mountainous Forest (fir) (middle stream of the river Karaunkur) – 6 indicator species of 33 were found, i.e. 18 %; d) Middle Mountainous Forest (flood-plain forest) (middle stream of the river Karaunkur) – 6 indicator species of 30, or 20 % were found; e) Middle Mountainous Steppes (the lower stream of the river Kara-Koun) - 12 species of 31 were found, i.e. 39 %; f) Middle Mountainous Steppes (the middle stream of the river Kara-Koun) - 5 indicator species of 31, or 16 % were found; g) Sub Alpine ecosystems (Akbeit Pass) – 6 of 28 indicator species were found, i.e. 21 %.

There are no specially protected natural territories in the area of potential impacts of the road proposed for rehabilitation. It is necessary to note, that in the vicinity of Dolon and Akbeit Passes there are corridors of migration of ungulate animals

Setting up Monitoring Routes

As a result of the field survey of the Bishkek – Torugart road within the Dolon Pass – Akbeit Pass section, seven monitoring routes were selected, specifically: • Sub-Alpine Ecosystems (Dolon pass) - 2.5 km downwards from the pass; • Middle Mountainous Grassy Ecosystems (middle stream of the Karaunkur River) – km 300-302; • Middle Mountainous Forest (fir) (middle stream of the river Karaunkur) – km 315; • Middle Mountainous Forest (flood-plain forest) (middle stream of the river Karaunkur) – km 309 - 312; • Middle Mountainous Steppes (the lower stream of the river Kara-Koun) - from Kara Suu village 5 km towards At Bashi; • Middle mountainous steppes (the middle stream of the river Kara-Koun) – km 422 - 425; • Sub Alpine ecosystems (Akbeit Pass) - 3 km up to the pass.

Assessment of the Ecosystem Baseline

The results of analysis of the collected material enable to make the following conclusions about the condition of ecosystems (in points): • Alpine - Sub Alpine (Dolon pass) - 2 points; • Middle Mountainous Grassy (middle stream of the river Karaunkur)- 2; • Middle Mountainous Forest (fir) (middle stream of the river Karaunkur) - 2.5; • Middle Mountainous Forest (flood-plain forest) (middle stream of the river Karaunkur) - 2.3; • Middle Mountainous Steppes (the lower stream of the river Kara-Koun) – 1.8; • Middle mountainous steppes (the middle stream of the river Kara-Koyun) - 2; • High-Mountainous Meadow - steppes (Akbeit Pass) – 1.7

Note: maximum quantity of points - 3 is given to completely safe natural ecosystems, minimal - 1 is given to destroyed ecosystems. Points are deduced by quantity of indicator species and their number.

As a whole, the condition of ecosystems can be estimated, as “not bad” and “bad”.

Potential Negative Impacts to the Environment It is necessary to give explanations about factors influencing such assessment and what factors affect conditions of ecosystems. Firstly, economic activities of a human being resulted in degradation of surveyed territories and reduction in abundance and a specific variety of biota; secondly, climatic conditions and altitudes dictate limitations severe enough for survival of organisms that makes them vulnerable for external impacts up to the extreme degree. And the points received as a result of assessment reflect current condition of the ecosystems.

In the area under assessment economic activities manifests itself as ubiquitous livestock grazing in all the ecosystems. An illustrative example is quantities of livestock and domestic animals in the project area.

Table 2: The inventory of domestic animals at Dolon - Naryn section (70 km) Donkeys 2 Cows 116 Horses 310 Fine horned livestock 490 Dogs 1

Table 3: The inventory of domestic animals at Naryn - Akbeit section (150 km) Donkeys 18 Cows 405 Yaks 15 Horses 347 Fine horned livestock 4895 Dogs 8 Camel 1

The inventory of livestock was conducted within 200 m corridor along the road section.

Besides overgrazing such factors as dust, tire casing (and products of their combustion), oil spills affect the ecosystems. Special attention should be paid to potential threat to fauna from poachers.

One more important factor is - construction sites and camps. Deterioration of the ecological situation as a result of accumulation of household and technical waste is likely. This will undoubtedly affect quality of water and will manifest itself in further degradation of water and river ecosystems. In vicinity of Dolon Pass a dump of bitumen and tar was found.

Middle-Mountainous Forest (especially flood-plain forest) and meadow associations at Dolon pass – Ottuk village section are under risk due to narrow gorge. Sub Alpine ecosystems at passes Dolon and Akbeit are at risk as well as they need greater time for restoration. Middle- Mountainous steppes and meadows have already undergone strong alterations as a result of overgrazing.

Possible Mitigation Measures The following measures are recommended to mitigate negative impacts of road rehabilitation: 1. Placement of construction sites outside passes and narrow gorges. 2. Equipping garbage collectors and transport service sites with special containers for used petroleum products. 3. To organize regular removal of waste with subsequent recycling. 4. With a view of preservation and restoration of slopes, slope-recovery works should be conducted. 5. To organize regular environmental monitoring. 6. For prevention of tree cutting fuel should be organized to construction camps.

Literature 1. Shukurov E.D., Shukurov E.E., Zhusupbaeva A.A. Birds - indicators of a condition of ecosystems of Central and Internal Tien-Shan / a methodical guideline/ - Bishkek, 2007 2. Chupahin V.M. Internal Tien Shan - Frunze, 1959 3. The Atlas of Kirghiz SSR - Moscow, 1987

APPENDIX G: PICTURES

View from top of Dolon Pass to Naryn side (km 282)

Descending Dolon Pass (km 285)

Karaunkur River Valley (km 287)

Karaunkur village (km 295)

Ottuk village ( km 314)

Middle Naryn Valley (km 327)

Entering Naryn town (km 348)

On exit of Naryn town (km 350)

Between Kyzyl Bel and Char Passes (km 359)

Entering At-Bashi Valley (km 380)

Kara-Bulung Village (km 417)

Western end of At-Bashi Valley (approx. km 450)

Akbeit Pass (km 473) (Coordinates: 40°47.367´N; 75°06.999´E)