CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Non-technical Summary

Table of Contents

1 INTRODUCTION ...... 2 1.1 Overview ...... 2 1.2 Project location and description ...... 2 1.3 Project components...... 3 2 PROJECT BACKGROUND...... 4 2.1 Rationale of the Project ...... 4 2.2 History of the Project development ...... 5 2.3 Legal aspects and compliance with relevant environmental and social laws ...... 6 2.4 Project ESIA process and stakeholder engagement to date ...... 7 2.5 Status of land acquisition activities ...... 8 3 SUMMARY OF ENVIRONMENTAL BASELINE ...... 8 4 SUMMARY OF SOCIAL BASELINE ...... 11 5 IDENTIFIED SIGNIFICANT IMPACTS...... 16 6 MITIGATION AND MONITORING MEASURES ...... 19 7 RESIDUAL IMPACTS ...... 23 8 COMMUNICATIONS ...... 23

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CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Non-technical Summary

1 INTRODUCTION

1.1 Overview PC Motorways of the Federation of Bosnia and Herzegovina (JPAC), a limited liability company wholly owned by the Federation of Bosnia and Herzegovina (FBiH), is working on the development of the motorway which is a part of the Trans-European Corridor Vc connecting Budapest (Hungary) and Port of Ploce (Croatia). The total length of the Corridor Vc in FBiH is approx. 335 km, of which approx. 100 km has already been constructed and is operational. The Corridor alignment is divided into four LOTs.

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

This Non-technical Summary provides a summary of the expected environmental and social (E&S) impacts and mitigation measures needed to structure the Project to meet the Lenders’ requirements. The purpose of this document is to provide information to everyone that may be interested in the Project.

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

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

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

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

1 Even though the ToR states that the section is 15.4 km long, during a meeting held with the representatives of JPAC, it was confirmed that the official length of this section is 14.2 km. 2 Mostar South interchange is part of Mostar South-Tunnel Kvanj Corridor Vc subsection 2

CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Non-technical Summary

Figure 1: Motorway section from Mostar North to Mostar South on the Corridor Vc

1.3 Project components Main Project components are as follows:

Interchange The section Mostar North-Mostar South begins 500 m before the Mostar North Interchange in Kutilivac. and toll This interchange is laid in the embankment, and it is in a shape of a trumpet. Mostar North Interchange station is projected with lateral toll station. Toll station Mostar North consist of 8 toll booths and 9 traffic lanes “Mostar and it has a ground floor structure - pay toll control building and passage for extra-large vehicles, roofed North” parking for employees and a power supply structure. (Figure 2)

Figure 2: Mostar North Interchange and toll station in Kutilivac 3

CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Non-technical Summary

Tunnel T1 Two‐tube, two‐lane road Tunnel T1, with total length of each tube L=500m. Beginning of the tunnel is planned at chainage of 1+190.00, and its end on chainage of 1+690.00. Open excavation (cut&cover method) is proposed as a method of construction for this tunnel. Tunnel T2 Two‐tube, two‐lane road Tunnel T2 has a total length of each tube L=1,050 m. Beginning of the tunnel is planned at a chainage of 3+165.00, and its end on chainage of 4+215.00. Execution using tunnel excavation (underground excavation) is planned. Viaduct M1 The viaduct M1 is designed for a length of 150 m. Beginning of the viaduct is planned at chainage of 4+675.00, and its end on chainage of 4+825.00. Tunnel T3 Two‐tube, two‐lane road Tunnel T3 has total length of each tube L=330 m. Beginning of the tunnel is planned at chainage of 4+850.00, and its end on chainage of 5+180.00. Execution using tunnel excavation (underground excavation) is planned. Viaduct M2 The viaduct M2 is of designed length 360 m. Beginning of the viaduct is planned at chainage of 5+180.00, and its end on chainage of 5+540.00. Tunnel T4 Two‐tube, two‐lane road Tunnel T4 is located on this section with total length of each tube L=3,380 m. Beginning of the tunnel is planned at chainage of 5+560.00, and its end on chainage of 8+940.00. Execution using tunnel excavation (underground excavation) is planned. Tunnel T5 Two‐tube, two‐lane road Tunnel T5 is located on this section. Ttotal length of each tube is L=250 m. Beginning of the tunnel is planned at chainage of 9+300.00, and its end on chainage of 9+550.00. Execution using tunnel excavation (underground excavation) is planned. Viaduct M3 The viaduct M3 is of designed length 220 m. Beginning of the viaduct is planned at chainage of 9+710.00, and its end on chainage of 9+930.00. Viaduct M4 Viaduct M4 is of designed length 80 m. Beginning of the viaduct is planned at chainage of 10+280.00, and its end on chainage of 10+360.00. Viaduct M5 Viaduct M5 has a design length of 70 m. Beginning of the viaduct is planned at chainage of 10+730.00, and its end on chainage of 10+800.00. Viaduct M6 Viaduct M6 is designed to be 60 m long. Beginning of the viaduct is planned at chainage of 11+270.00, and its end on chainage of 11+330.00. Tunnel T6 Two‐tube, two‐lane road Tunnel T6 is located on the section. According to the data from the accessible layout, total length of each tube is L=2,600 m. Beginning of the tunnel is planned at chainage of 11+610.00, and its end on chainage of 14+210.00. Execution using tunnel excavation (underground excavation) is planned in a length of 2,048 m, it starts on the chainage of 11+622.00 and ends on the chainage of 13+670.00. Remaining 540 m of the tunnel for both tubes will be executed through the open excavation method (cut&cover).

2 PROJECT BACKGROUND

2.1 Rationale of the Project Corridor Vc is considered FBiH’s key transport route, running north-south and connecting Budapest (Hungary) to Port of Ploce (Croatia). The main aim of the project is to improve transport connections between FBiH and the surrounding countries to promote economic development.

The key benefits of the Project are:

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

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CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Non-technical Summary

2.2 History of the Project development The planning of a motorway through FBiH as a part of the Trans-European road corridors network started in the late 1970’s. The corridor route was defined in 1981 and, after wide public consultations, formally approved as part of the Spatial Plan of BiH in 1982. However, the first major steps were taken in 2003 when BiH Council of Ministers decided to start the corridor development.

Overview of alternatives considered is shown in Table 1.

Table 1: Overview of considered alternatives

Year Activity Description 2003 BiH Government Decision BiH Ministry of Transport and Communications adopted Decision on proclamation on public interest for the of public interest for construction of the motorway on Corridor Vc through Bosnia motorway on Corridor Vc and Herzegovina, based on assigned concession on the part and alignment that will be defined by the agreement3 and started the procedure of development of spatial, planning and technical documentation for the motorway. 2005- First analysis of alternative A total of 12 potential options (Corridors 5c and 4) of the future motorway were 2006 routes and development of considered, for which a multicriteria analysis was performed and based on which Preliminary design for the one potential option passing through Mostarsko polje was selected and the proposed alternative preliminary design was developed for the proposed route. 2007 First EIA for the Corridor Initial analyses of the motorway route in the project area were made as a part of Vc motorway Mostar the development of the project planning documentation for LOT 4 of the North-South border motorway on Corridor Vc for the period from 2005 to 2006. The aim was to determine the optimal route of the Motorway on Corridor Vc through BiH, and/or the economic justification of the construction of certain sections on Corridor Vc. The total length of the route on LOT 4 was 67,329 km. With the conceptual design, the route LOT 4 is presented by sub-sections (from 1 to 5), of which it is important to single out the route of sub-section 3 (Mostar South-Pocitelj). Sub- section 2, Mostar North-Mostar South, continues from the end of sub-section 1 of LOT 4 at chainage 9+800.00, ending after the Mostar South Interchange at km 26+500.00. It is 16,450 m long and spreads from the area above the Vrapcici settlement towards the town of Mostar. Acting upon the Request, and based on the submitted Environmental Impact Study, the Federal Ministry of Environment and Tourism issued a Decision approving the Study for the section LOT 4: Mostar North-South Border, number: UPI / 03 / 02-23-4-53 / 05 on 19 September 2007. After the approval, the Investor initiated the procedures for the preparation of relevant project documentation. 2008 Beginning of the process of Start of the development of Spatial plan for an area of special interest for FBiH development of the Spatial „Motorway on corridor Vc” for period 2008-2028. plan 2010 Main design for section LOT 4 was divided to three LOTs: LOT 5 (Mostar North-Mostar South, 16 km), LOT Mostar North-Mostar 6 (Mostar South-Pocitelj, 20km) i LOT 7 (Pocitelj-South border, 31.33km). The South (LOT 5, 16 km) and main designs for LOT 5 and LOT 6 were prepared as a baseline document for Mostar South-Pocitelj (LOT expropriation and permitting. 6, 20 km) Main Design cannot be completely used since the alignment area at the end of the section, together with interchange Mostar South, is not in accordance with the Proposal for Spatial Planning of FBiH. 2011 Second analysis of The route passing in the hinterland of Blagaj was selected as the optimal one. The alternative routes alignment has been moved towards the south, up the hill, by approximately 3.5 km (maximum distance) comparing to the first route passing through Mostarsko polje. Distance of the proposed route from the sources of Buna and Bunica was 700 m and 500 m, respectively. 2011 Adoption of Proposal of Government of FBiH adopted the Proposal of Spatial plan for an area of special Spatial Plan interest for FBiH „Motorway on corridor Vc” 2008-2028. 2015 Third analysis of JPAC starts the new procedure to find the possible new alignment on the route alternative routes Stanojevici-Buna-Mostar South-Ostri rat. The proposed alignment was assessed as a route with obvious spatial restrictions, unsuitable technical elements and numerous road components with high investment and operational costs. From the new location of Mostar South Interchange (connection to the M17 in

3 Official Gazette BiH No. 23/03 5

CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Non-technical Summary

Year Activity Description the area of the airport Mostar), the proposed route is passing along the Mostar airport in Ortijes, crosses over the Buna River to Stanojevici, where it is connected to LOT 6. 2016 Multicriteria analysis of The results of this multicriteria analysis showed that the most suitable alternative three variants, those from is the one from 2015 where the route is passing near the airport Mostar. 2006, 2011 and 2015 2017 Fourth analysis of The results of this multicriteria analysis showed that the most suitable alternative alternative routes is the one that stays on the left bank of Neretva river. 2017 FBiH Parliament adopted Parliament of Federation BiH has adopted the Spatial plan for areas of special the Spatial Plan interest for FBiH „Motorway on Corridor Vc” for period of 20 years4.

The overview of alternatives considered is shown on figure below where the red line is abandoned route from before adoption of the Spatial plan for areas of special interest for FBiH “Motorway on Corridor Vc”.

Figure 3: Overview of alternatives subject to first multicriteria analysis (black route - 2006, blue route -2011, yellow route- 2015)5

2.3 Legal aspects and compliance with relevant environmental and social laws

During the implementation of this Project, JPAC is expected to meet the requirements set down by relevant national, EBRD and EU environmental, social, health and safety legislation and standards. The most stringent regulations and/or requirements (whether national, EBRD or EU) will be applied, in order to ensure environmental protection and community health and safety.

Compliance with National Requirements The national requirements for environmental assessment have been met, through the submission and approval of the 2006 EIA for LOT 4. However, given the changes in routing, a new ESIA Disclosure Package for section Mostar North-Mostar South has been developed within this Assignment to fit all EU and national legislation requirements, as well as requirements of the 2014 EBRD ES Policy.

JPAC does not have any permit for this Project section yet. JPAC has to submit the Preliminary Design for the new alignment to obtain the Preliminary Water Consent and local environmental documentation to continue the procedure and obtain the permits in order to be compliant with national requirements.

In order to meet all relevant national requirements, JPAC will need to obtain the following permits:

4 Official Gazette FBiH, No. 100/17 5 IPSA Institut d.o.o., Multicriteria Analysis for the Motorway Section on Corridor Vc: Mostar North-Buna, Sarajevo, 2017. 6

CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Non-technical Summary

. Preliminary Water Consent (PWC) - application follows the completion of the Preliminary Design for the new alignment . Environmental Permit (EP - through submitting the environmental documentation to Federal Ministry of Environment and Tourism, which includes the EIA study and Waste Management Plan structures in line with articles 12-19 of the Regulation on Facilities Subject to Obligatory Environmental Impact Assessment and Facilities Which May be Constructed and Operated Only with a Valid Environmental Permit (Official Gazette of FBiH, No. 19/04 and 1/21) . Urban permit- application follows after obtaining the EP and submitting Preliminary Design . Construction Permit - application follows the completion of the Main design and after obtaining the Urban Permit . Water Consent (WC) - application follows the completion of the Main design . Operation Permit– the application follows the completion of construction activities . Water Permit – the application follows the completion of construction for Project section. Compliance with EU and EBRD Requirements The Project has been structured to meet the EU Directives relevant to this Project, i.e. the EIA Directive, the Waste Framework Directive, the Birds and Habitat Directives, the Water Framework Directive, Road Safety Directive, and Occupational Health and Safety Directives. The Project has also been structured to meet all EBRD’s requirements relevant to this Project, as set out in EBRD’s Environmental and Social Policy 2014. An Environmental and Social Action Plan (ESAP) has been agreed between JPAC and the EBRD. It includes a set of comprehensive mitigation measures to bring the Project into compliance with EBRD, EU and national legislation requirements.

2.4 Project ESIA process and stakeholder engagement to date JPAC conducted the local EIA process for the entire Corridor Vc alignment (divided in four LOTs with respective EIAs). The project section that is considered for financing is part of LOT 4 Mostar North - South border section. The Scoping decisions for these four lots were issued in 2005 while the EIAs were approved in 2007. Public consultations were carried out in two stages: (i) after the Scoping Report and (ii) after the Final EIA Report. In both stages the documents were publicly disclosed for 30 days. Public consultations were organised in the municipalities along the corridor, including Mostar and Capljina (LOT 4). No significant public complaints had been recorded in respect to environmental and social issues on the project section. However, only Environmental Permit (EP) for the sections Pocitelj-Zvirovici, Zvirovici-Kravice and Kravice-Bijaca was issued based on the EIA Study for LOT 4. In addition, recently the EP for sections Tunel Kvanj-Buna, Buna-Pocitelj and Mostar South-Tunnel Kvanj was issued. EP was not issued for the section Mostar North-Mostar South.

Since the request for the environmental permit for this section has not been submitted yet, the legally mandatory public hearing has not been organised yet.

As EBRD is considering financing the construction of the section Mostar North-Mostar South JPAC will be required to ensure the ESIA is structured to meet not only national requirements, but also those of the EU EIA Directive and EBRD ESP (2014). The ESIA for section Mostar North-Mostar South will be submitted to the Federal Ministry of Environment and Tourism (FMET) for the permitting process during 2021, when the legally mandatory public hearing will be organised by FMET. However, the EIA Directive demands a longer period of time for EIA disclosure (120 days), compared to the 30-day period stipulated by national legislation. In order to meet both EU and EBRD requirements, the disclosure package for this Project remain disclosed on the website of JPAC and EBRD during a period of 120 calendar days prior to consideration of the Project by the EBRD’s Board of Directors.

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CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Non-technical Summary

Regardless of this, several public consultations were performed in line with spatial planning requirements for the development and adoption of spatial planning documents in past period (Spatial Plan of FBiH 2008-2028 and Spatial Plan for the Motorway on Corridor Vc in FBiH). Furthermore, during the scoping phase of the Project the Consultant consulted the Federal Ministry of Environment and Tourism (FMET) and the Institute for Spatial Planning of the City of Mostar.

Consultation meetings with the representatives of Local Communities (LCs) Vrapcici, Gnojnice and Bijelo Polje were organised by the Consultant during the scoping phase for this Project. Main concerns regarding the perceived Project risks and impacts reported by the representatives of the three LCs during the consultation process are: impacts from mining during tunnelling activities, concerns regarding water quality, increased noise levels, degradation of air quality, collision with local roads, and collision with existing water supply system. All these concerns have been further assessed in the ESIA, except the impacts from mining which cannot be assessed at the moment due to the fact the design documentation is not available.

Details on previous stakeholder engagement and planned stakeholder engagement activities are provided in the Stakeholder Engagement Plan (SEP) for the Section Mostar North-Mostar South.

2.5 Status of land acquisition activities A Preliminary Expropriation Study was developed in January 2020 for the declaration of public interest, and in line with alignment from the Spatial Plan for the Motorway on Corridor Vc in FBiH adopted in 2017 by the FBiH Parliament. The section Mostar North-Mostar South was declared to be of public interest in July 2020 by the Government of FBiH.

Land acquisition activities have not been initiated yet, as no design documentation nor Final Expropriation Study has been developed to date. Therefore the exact scope of the land acquisition is not known, while a preliminary scope is provided within the aforementioned Preliminary Expropriation Study and all analysis are developed in line with this preliminary scope.

As EBRD is considering providing finance for this project, land acquisition will need to be carried out in line with EBRD’s Performance Requirement 5 and the details of this process are provided in the Land Acquisition and Resettlement Framework (LARF) developed for the section Mostar North-Mostar South, to be publicly disclosed as part of the ESIA disclosure package. A Land Acquisition and Resettlement Plan (LARP) will be developed and implemented by JPAC prior to construction activities.

3 SUMMARY OF ENVIRONMENTAL BASELINE

Habitats, flora and fauna: Regarding the habitats of the Project area, no sensitive, Annex I or priority habitats from Habitat Directive were found during the field survey. The habitats of the project area are mostly represented with garrigues, screes, intensively-farmed crops interspersed with strips of semi-natural vegetation and mixed deciduous and coniferous woodland. One flora species of conservation concern has been found during field survey and literature data suggests presence of at least 28 endemic plant species. Invasive species have been observed at many locations of the project area.

Fauna of the project area has been surveyed on site and, additionally, literature review has been undertaken. Invertebrates, amphibians, reptiles, ornithofauna and mammals (bats and large mammals) have been encompassed by the research. Due to the lack of permanent water bodies and aquatic habitats in the Project area, only terrestrial species have been researched. The most important findings refer to the presence of fauna species of conservation concern or sensitive species.

Therefore, terrestrial species will require specific and targeted mitigation measures, to be timely implemented, as stipulated by the Biodiversity Management Plan developed as part of this assignment.

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CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Non-technical Summary

The road does not pass through existing or planned protected areas. The nearest potential Natura 2000 site is Velez in FBiH, located 1-4 km east away from the project area.

Water: The closest river in the project area is Neretva River. Occasional seasonal streams such as Susica, Borovac, Brasinski potok and Suhi do are common in this area during the wet season. The project area passes karst terrain mainly formed of permeable carbonate rocks, which means that falls or overflows will infiltrate underground without delay6. Due to the characteristics of the terrain, the area has minimal or no ability to purify polluted wastewater. According to the document Performance of Geotechnical Investigation Works and Preparation of Geotechnical Mission G1, Section Mostar North-Mostar South, groundwater may be expected during excavation of the tunnels after more substantial precipitation, causing water to seep through tectonically fractured zones. The project area is not prone to floods and infiltration of water into the disturbed carbonate rocks during heavy rainfall flows down the slope or down morphologically accentuated dams, valleys or ditches where smaller torrential flows or flows through unbound sedimentary deposits can be formed7.

Air quality: There are no official measurements of air quality currently available for Mostar and the latest available data on air quality were from 2007. Measurements of air quality have been made by the Cantonal Institute of Public Health and the available data of air quality cover a period from 2000 to 2007. The following pollutants were measured: sulphur dioxide (SO2), the solid particles (PM10) and nitrogen oxides (NOX). During this period, the concentration of sulphur dioxide (SO2) and the solid particles (PM10) do not exceed the limit values. Nitrogen oxides (NOX) were measured just over two years, in 2000 and 2001. In summer, a maximum 3 value of nitrogen oxide (NO2) is constant and within the limits of 28-46 µg/m . In the winter period the values fluctuate from 32-62 µg/m3 8.

For the purpose of the air quality baseline, one-time measurement of air quality was performed as part of this assignment on four locations along the Mostar North-Mostar South section in September 2020. The 24-hour measurements of concentrations of air pollutants in the ambient air including carbon monoxide (CO), sulphur 9 dioxide (SO2), ozone (О3), nitrogen oxides (NO, NO2, NOX) and particulate matters (PM10) .

Based on the aforementioned air quality measurements it can be concluded that the recorded values do not exceed the limits stipulated by the Rulebook on the air quality monitoring method and definition of pollutant types, limit values and other air quality standards10.

Land: The project area belongs to Dinaric karst morphology. The route of the section Mostar North-Mostar South mainly runs through uneven terrain. Most of the motorway passes through rocky terrains covered with low shrubs and dry grasslands and the minor part of the motorway passes through the area used for cultivation. The terrain is intersected by numerous gullies and fault zones. On the ground surface, limestone outcroppings are largely prevalent, and they are well stratified and thick stratified in some places11.

For the purpose of the soil quality baseline, zero-state soil quality was monitored on four locations along the route, in September 202012, at a depth of 0 to 30 m. In BiH there are no laws and by-laws which regulate soil pollution for industrial areas, only the agricultural land. Therefore, for determination of limit values of given polutants the Rulebook on the determination of harmful and dangerous substances in the soil and methods of

6 IGH d.o.o. Mostar; Performance of Geotechnical Investigation Works and Preparation of Geotechnical Mission G1, Subsection: Mostar North – Mostar South, November 2019 7 IGH d.o.o. Mostar; Performance of Geotechnical Investigation Works and Preparation of Geotechnical Mission G1, Subsection: Mostar North – Mostar South, November 2019 8 CETEOR Sarajevo, Environmental Impact Study for Motorway LOT 5, 6: Section Mostar North- Mostar South-Počitelj; Mostar South-Buna, Updated Study, April 2017 9 ZAGREBINSPEKT, Report on air quality measurements at the location of Corridor Vc, Mostar North-Mostar South section, Report Number: 01-2-2-140-IX/20, September 2020 10 Official Gazette of FBiH, No. 1/12 and 59/19 11 IGH d.o.o. Mostar; Performance of Geotechnical Investigation Works and Preparation of Geotechnical Mission G1, Subsection: Mostar North – Mostar South, November 2019 12 ZAGREBINSPEKT, Report on soil quality measurements at the location of Corridor Vc, Mostar North-Mostar South section, Report Number: 01-2-1-140-IX/20, September 2020 9

CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Non-technical Summary their testing13 was used. By comparing the content of total forms of heavy metals in the soil sample with the limit values, it was determined that at the certain sampling points the metal concentrations exceed the limit values given by the Rulebook.

Measuring Parameters that do not meet limit values given in the Rulebook on the determination of harmful and point dangerous substances in the soil and methods of their testing14 SP1 Cd, Cr, Ni SP2 Cd, Cr, Ni, Zn SP3 Cd, Cr, Ni, Zn, Pb SP4 Cd, Cr, Ni, Zn, Pb, Cu

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

Climatic characteristics: The City of Mostar is situated in the Valley of Neretva River with the Mediterranean climate, slightly modified due to the position of the city where modified Mediterranean climate is predominantly present. Mostar is the warmest city in Bosnia and Herzegovina with largest number of sunny hours per year (2,285 hr/y). Summers are hot and dry and the winter temperatures are stable with average 15 temperature being around 4˚C . The most common winds in the Mostar are Northern wind (“sjeverac”) and Bora (“bura”) - very dry and cold wind blowing in the winter months from the Adriatic coast. In spring and autumn another dominant wind is the Southern wind (“jugo”) also penetrating from the Adriatic Sea. Jugo is a very humid wind and brings heavy rains.

According to climate models for Bosnia and Herzegovina, the mean seasonal temperature changes for the period 2001-2030 are expected to range from +0.8°C to +1.0°C above previous average temperatures. The project area is not prone to floods16. Winters are predicted to become warmer (from 0.5°C to 0.8°C), while the biggest changes will be during the months of June, July and August, with predicted changes +1.1°C in southern areas. Although Bosnia and Herzegovina has low emissions of carbon dioxide from transport, road transport is the dominant means of transport and GHG gas emissions from transport are expected to rise.

Landscape: There are two distinctive landscape character areas in the project area: the natural system (rivers, forest) and the system created by human activity (agricultural land, settlements and infrastructure). Ground elevations range from approximately 65 m a.s.l. to approximately 250 m a.s.l. The motorway section passes through uneven terrain which is partially hilly. The northern part of the motorway section Mostar North- Mostar South traverses through uninhabited areas and the southern part passes through semi-urban area of settlements where local infrastructure such as electricity supply system, local roads, public and religious facilities are found. In the settlement Kocine the motorway section is planned to pass through a tunnel L=2,600 m, which minimise the displacement in this inhabited area by avoiding the acquisition of a big number of houses and land plots.

The motorway is a linear structure, so the project route will change the existing landscape and the visual aspects. In the area of settlements Kutilivac, Vrapcici and Gnojnice, the construction works will be clearly visible to residents and users of nearby infrastructure and facilities. During the construction phase, change of the land use is expected.

Noise: The current project area is relatively uneven terrain and motorway alignment is passing mainly through hilly terrain with a certain number of buildings that alternate in settlements of Kutilivac, Vrapcici, Opine and

13 Official Gazette of FBiH, No. 72/09 14 Official Gazette of FBiH, No. 72/09 15 CETEOR Sarajevo, Environemntal Impact Study for Motorway LOT 5, 6: Section Mostar North- Mostar South-Počitelj; Mostar South- Buna, Updated Study, April 2017 16 Hydro-Engineering Institute Sarajevo, Study on Preliminary Flood Risk Assessment for FBiH, April/May 2013 10

CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Non-technical Summary

Gnojnice and ends just before the Mostar South Interchange near the Mostar Airport and road M6.1. There are no significant noise sources along the planned section Mostar North-Mostar South17.

In order to determine the baseline noise in the project area, the zero-state monitoring of noise is performed on four locations along the Mostar North-Mostar South section in September 202018. The values of the measured 15-minute equivalent outdoor noise level at measuring points located in open space do not exceed the limit values for the outdoor noise level defined for the acoustic zone IV defined by the Law on Noise Protection19.

Waste and materials management: There is no Main Design that provides estimated quantities of excess excavated material and waste or indicative locations for waste disposal. During construction activities and preparation of the construction site, significant quantities of excess excavated material will arise and need to be disposed from general excavation and tunnelling activities.

The main type of waste associated with a motorway construction is excavated material (rock and soil) from excess cut and tunnelling. The excess land from excavation generated will be managed by the Contractor in accordance with the FBiH legal requirements and the mandatory construction waste management plans. Beside the construction waste, the road construction works also generate non-hazardous municipal waste and hazardous waste from the working and storage areas. Other types of waste during construction (including hazardous waste) will be appropriately segregated, labelled, temporarily stored, recycled or safely disposed by contractors, in accordance with the national requirements. The hazardous waste will be transferred for management to licensed operator for hazardous waste management. Small amounts of waste will be generated from maintenance activities. JPAC will manage the waste in cooperation with licensed waste management companies. 4 SUMMARY OF SOCIAL BASELINE

Settlements: The road section Mostar North-Mostar South begins 500 m before the Mostar North Interchange in the Kutilivac settlement. On the right side20 of the section beginning there are the first houses of this located at a distance of approx. 90 m. Kutilivac is a rural settlement, characterized by small agriculture activities and land used as vineyards.

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

Then, the section enters the longest tunnel, Tunnel Ostri Rat (L=3,380 m), turning towards the south and bypassing the City of Mostar. In the area east of Luke settlement, the alignment exits the tunnel in Mazoljice and passes the slopes above the settlements and extends south. In Opine and Kocine settlements the alignment passes through a tunnel (L=2,600 m). The settlement of Opine is characterised on agriculture, stone exploitation and furniture stores. Settlement Kocine (Cadastral Municipality of Gnojnice Donje) is characterized by agricultural production and activities, one construction industry and several small businesses.

After exiting this tunnel, the alignment descends towards the Mostar South Interchange, in Gnojnice, a rural settlement, characterised by land plots belonging to one company for the production of wine and other alcoholic beverages, the airport restricted area and the existing railway Mostar-Capljina.

17 CETEOR Sarajevo, Environmental Impact Study for Motorway LOT 5, 6: Section Mostar North-Mostar South-Počitelj; Mostar South-Buna, Updated Study, April 2017 18 ZAGREBINSPEKT, Report on external noise measurements at the location of Corridor Vc, Mostar North-Mostar South section, Report Number: 01-2-140-IX/20, September 2020 19 Official Gazette of FBiH, No. 110/12 20 Direction from North to South 11

CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Non-technical Summary

Population and demography: Table 2 below shows total population within the settlements on which territory the road section will be constructed, the population density per km2 and their ethnicity, as per territory division provided in Census 2013.

Table 2: Population density in Project affected settlements according to Census 2013

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

Land use: The total number of affected land plots in the 6 cadastral municipalities21 is 358. According to the Preliminary Expropriation Study 327 land plots were identified. However, an additional 31 land plots are planned to be acquired for the construction of a local road due to the collision of the motorway section and the local road in Kuti (cadastral municipality of Kutilivac I). Of these 358 plots in total:

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

Total number of affected land plots in 6 cadastral municipalities is shown in Table 3 below.

Table 3: Total number of affected land plots per cadastral municipality

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

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

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

. 4 in Kutilivac, . 2 in Opine Donje, . 15 in Gnojnice Donje. Additional 13 houses and one house with business premises (hair salon) are located on state owned land plots. All these houses are located in Gnojnice Donje (located above the planned tunnel T6 L=2,600 m).

According to JPAC representatives it is assumed that the houses will not be relocated as they are above the Tunnel T6 in Gnojnice or near the access road in Kutilivac. The exact land acquisition scope will be provided

21 The six cadastral municipalities are: Kutilivac I, Vrapcici, Mostar I, Opine Gornje, Opine Donje, Gnojnice Donje. 12

CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Non-technical Summary within the Final Expropriation Study, which will be developed upon the development of the design documentation (Preliminary Design and Main Design).

19 private land plots belong to two businesses:

. 18 land plots belong to a business whose main business activity are production of wine and other alcoholic beverages and . 1 land plot belongs to a business whose main business activity is production PVC materials.

No physical resettlement of the afforementioned businesses is assumed at this stage.

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

On 20 state owned land plots there are part of roads (main road M 6.1, access roads, local roads, macadam roads and footpaths), while on 10 plots there are: 2 concrete trough for water flow, 3 fences, 3 garages, one electricity pole, one auxiliary building, and a stream collected in a pipe22.

Education: Site-specific information on education levels is taken from the results of a socio-economic survey performed for gaining data for the development of the LARF. According to the results majority of project affected population have secondary education. University degree educated people are the minority.

Unemployed local residents with secondary education could potentially be employed as low skilled workers during construction works.

According to information obtained during the site visit performed by the Consultant in September 2020, there is one elementary School that is in the vicinity of the motorway section in settlement Gnojnice. However, no negative impacts on that school are identified during the scoping phase as the section in that point will be characterised by a tunnel.

Employment, income and livelihoods: According to the data of the Statistics Institute of the FBiH23, in 2018 the number of employed persons in the City of Mostar is 33,475, with the average net salary of 1,070 BAM. The number of unemployed persons in the City of Mostar is 14,926.

Information on employment status, income levels and livelihoods of Project affected people was collected during the socio-economic survey during the development of the LARF. Approximately half of the interviewed land owners reported to be employed. The unemployed persons, in particular the low-skilled ones, will have the opportunity to be temporary employed during the construction works related to the motorway section Mostar North-Mostar South.

As regards the household income level, majority of project affected people has low monthly incomes. More than half of them reported to have monthly income less than BAM 500. 28% of interviewed local population reported monthly income in the range of BAM 500 to BAM 1,000, and around 7% of them reported monthly income more than BAM 1,500. Among the primary source of income are pensions and salaries, while a minor number of affected land owners reported agriculture as their primary source of income (sale of fruits - cherry, pomegranate, apples, figs, almonds, walnuts, olives and rosehips).

22 In the settlement Vrapcici a stream is collected in a pipe and brought to a fountain whose water is used by the inhabitants. This was the only available water during the war period in 1990s 23 Herzegovina-Neretva Canton in numbers 2019 13

CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Non-technical Summary

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

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

In addition to the aforementioned vulnerable groups, another potential vulnerable group was identified and it is represented by female population of the settlements in the vicinity of the motorway section which can be exposed to possible gender-based violence and harassment (GVBH) issues due to worker influx during construction phase. With regard to the issue of returnees, consultations carried out during the development of this LARF showed that there is a certain number of Serb returnees and a smaller number of Croat returnees on this section, but that no one has raised any concerns about the motorway construction. The representative of the Gnojnice community reported there are Croat and Serb returnees near the Project area but they will not be affected by the Project given that their houses located approx. 3km from the route and that there are no economic activities that could be impacted by motorway construction. The representative of the Luke II community did not raise any issues about the returnee population either. The Association of Serb Returnees in Mostar confirmed that there have been no raised concerns by returnees to date.

Local economy: Local economy of the Project area of influence is based mainly on agriculture (including vine production), stone exploitation, and tourism related activities. In the wider area of Vrapcici there are several furniture salons, furniture companies and PVC carpentries. Agricultural activities are characteristic in Kutilivac and Vrapcici and according to information obtained during the site visit performed by the Consultant on September and October 2020, two farms are located in Vrapcici in the vicinity of the motorway section, one of which is a goat farm and the other one is a poultry farm. In Gnojnice some land plots are private vineyards or owned by companies which produce wine and other alcoholic beverages, as well as state owned land plots used for stone exploitation based on concession agreement. Mostar Airport is located in Gnojnice, and has significant importance for the tourism sector, considering its vicinity with the cultural and historical sites located in Mostar and Herzegovina region. In Opine local economy is based on agriculture, stone exploitation and furniture stores. Settlement Kocine is characterized by agricultural production and activities and one construction industry.

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

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

In addition to the aforementioned main roads, the rest of the road network is made up of local roads, made of asphalt and macadam, which connects local settlements with M17 and M6.1. The local roads are used by local inhabitants to reach their houses and land plots.

The section Mostar North-Mostar South passes parallel to the existing railway Mostar-Capljina in the area of settlement Opine and Kocine approximately 400-600 m from the railway. The shortest distance (390 m) between the motorway section and the railway is located at the end of this section, just before the Mostar South Interchange24. The railway is a section of the Sarajevo-Capljina railway line which is part of the Pan- European Corridor V, branch C, e.g. Line (Ploce) – Capljina – Mostar – Sarajevo – Doboj – Bosanski Samac – (Budapest).

The Mostar North-Mostar South section alignment is located northeast of the Mostar Airport. The end of this motorway section is distant 870 m from the Mostar Airport building, and 500 m from the Airport runaway. The airport has regional significance, and it is particularly interesting considering important tourist destinations

24 part of the section Mostar South-Tunnel Kvanj 14

CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Non-technical Summary such as: Medjugorje (“religious tourism”), which is about 30 km away from the airport, with approximately 1 million tourists a year, Old Town Mostar with the Old Bridge, Buna spring and Tekija in Blagaj, Hutovo Blato.

Local infrastructure: The sources of Studenac, Radobolja and Bosnjaci-Potoci, Salakovac and Buna-Blagaj are used to supply Mostar and suburban settlements. In addition, according to information collected during the site visit performed by Consultant in September 2020, water supply is also provided by using wells in Vrapcici and Gnojnice. These wells are mainly used for irrigation activities. Furthermore, there is a spring Vodnica that is used for water supply in Vrapcici. The water is collected in a collection tank and brought by pipeline to a drinking-fountain located in the settlement.

In Mostar, at the location of Bisce Polje, a wastewater treatment plant (WWTP), has recently been constructed25. The wastewater Mostar which is still not connected to the collectors directly discharges the wastewater into the Neretva River using sewerage system without prior treatment. Other settlements of the Mostar area on both sides of Neretva use individual septic tanks or direct discharges to the nearest water courses to dispose of wastewater.

Collision point with the water supply and discharge is not identified, except for the collision between the motorway section and the pipeline which brings the water from spring Vodnica in Vrapcici to a drinking- fountain located in the settlement. This collision is located at chainage 5+235.00 of the motorway section, where the viaduct M2 is planned to be constructed.

The network of electric power transmission facilities in Mostar municipality is extremely branched and it is consisted of transformer stations, switchgear and transmission lines of all three transmission voltage levels (400 kV, 220 kV, 110 kV).

Telecommunication services are provided by the following companies: HT Mostar and BH Telecom for fixed and mobile telephone systems, and Eronet only for mobile telephone system.

Existing material assets including cultural-historical and archaeological heritage: FBiH Institute for Protection of Monuments based on the JPAC’s request for official opinion issued the list of 27 recorded and protected goods of cultural and historical heritage located in wider area of the road section26 whose exact locations respective to the road alignment is not known.

During the site visit performed by the Consultant in July and September 2020, two Austro-Hungarian fortresses from XIX century were identified in Opine. One of them is located at the 490 m clearance distance from the motorway section Mostar North-Mostar South, being on the edge of the project area of influence, the other one is located at the 1,300 m clearance distance from the motorway section, out of the project area of influence. In addition, during the survey performed in October 2020 for the development of the LARF for Mostar North-Mostar South, the land owner of an affected land plot in Opine reported that foundations of an old building from the Austro-Hungarian period are located on his land plot. The Consultant could not verify this information due to the inaccessible terrain on this land plot.

25 Source: http://www.infrastruktura.mostar.ba/index.php/izgradnja-kanalizacionog-sistema [accessed on July 8, 2020] 26 Institute for protection of monuments in FBiH, Expert opinion for obtaining consent for the construction of the motorway section Mostar North-Mostar South ref No.01/07-36 -4-2127-1/120 from May 12, 2020 15

CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Non-technical Summary

5 IDENTIFIED SIGNIFICANT IMPACTS Environmental impacts

Aspect Identified significant environmental impact Habitats, flora and Habitats: Pre-construction phase could cause adverse impact due to inadequate planning of works fauna or lack of information on present species. Construction impacts are related to habitat loss due to preparation of construction site and during the performance of construction works. During the operation phase chemical pollution of nearby habitats is likely to occur due to motorway traffic, which can result in increasing concentrations of heavy metals in habitats and food chains. Vegetation and Flora: Pre-construction related impacts include impacts on species of conservation concern due to inadequate planning of works lack of up-to-date information on baseline for endemic and endangered flora. Construction impacts are related to vegetation removal and clearance of flora species in the phase of works on preparation of construction site and during the performance of construction works, as well as dusting of nearby flora species due to performance of construction works. Operation related impact include chemical pollution caused by motorway traffic which can result with increasing concentrations of heavy metals in soil could have negative impact on vegetation and flora species of nearby habitats. Fauna: Pre-construction related impacts include possible inadequate planning of works and Preliminary and Main Design requirements and due to lack of up-to-date information on baseline for migratory birds, bats, invertebrates. Construction impacts include (a) disturbance of fauna species due to the loss of habitat, increased level of noise, vibration and light pollution in the zone of construction activities, (b) potential disturbance of nests/roosts of species that have a seasonally variable vulnerability due to breeding and feeding times, such as Eurasian Eagle-Owl (Bubo bubo) or sensitive bat species in the project area and (c) potential fatalities or injuries of fauna species due to vegetation removal and movement of heavy machinery. Operation impacts include (a) potential edge effect for fauna species, (b) potential collision of fauna species due to high speed of vehicles (bird species e.g. Eurasian eagle-owl, bat species, other small mammals and reptiles) and (c) negative impacts of increased light and noise levels on sensitive fauna species such as bats. Protected areas There are no officially designated protected areas (PAs) in the project area and in the project area of influence. Water Pre-construction related impacts include community concerns regarding water quality of a local spring near the Suhi Do canyon and concerns about collision with existing water supply systems. Construction related impacts include (a) temporary localised diversion of drainage paths around construction camps and site workings, (b) maintenance of construction vehicles at the site, (c) depositing of construction waste, municipal waste and other special waste categories into the dry riverbeds of occasional streams and (d) localised discharges into environment and occasional streams from construction facilities including the concrete batching plant and workers camp. Operation related impacts include reduction in water quality in river system resulting from direct release of intercepted surface run-off and sanitary water from toll station, and accidental spill of hazardous material resulting from traffic accidents. Air quality Construction related impacts include reduction in air quality due to emissions of construction dust, emission of exhaust gases from combustion processes in generators and other construction equipment and vehicles. Operation related impacts include emission from exhaust gases from vehicles using the motorway. Land Construction related impacts include occurrence of rockfall due to the nature of construction works and compaction and erosion as a result of using heavy machinery and equipment. Operation related significant impacts include reduction in soil quality along the route as a result of deforestation, soil dewatering, direct discharge of wastewater from maintenance of construction vehicles and sanitary water from construction camp, inappropriate waste disposal, direct discharge of surface run-off and accidental fuel and oil spills. Climatic factors Pre-construction/Construction and Operation related impacts are relevant to the low resilience of motorway structures to climate variability and climate change and increased emission of GHG emissions from motorway transport. Landscape Construction impacts include changes to the existing landscape and visual impacts due to construction works. Operation impacts include changes to the existing landscape and visual impacts due to the presence of permanent motorway structures.

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CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Non-technical Summary

Noise Preconstruction related impacts include inadequate planning of noise barriers may cause impacts on residents from increased levels of noise from motorway traffic. Construction related significant impacts include impact on workers and residents from increased levels of noise during construction works. Operation related impacts include impact on residents from increased levels of noise from motorway traffic. Waste and Construction related significant impacts include contamination of environment due to leakage and materials spillage of wastes associated with poor spoil and waste handling and storage/disposal arrangements and environmental damage caused by sourcing the material from illegal borrow pits or buying it from illegal material providers. Significant impacts are not identified in operation phase.

Social impacts

Aspect Identified significant social impact Community Construction: impacts Workers influx (exposure of local population to diseases including communicable diseases and Sexually Transmitted Diseases (STD) - or Sexually Transmitted Infections (STI) and possible gender- based violence and harassment (GVBH) issues). Disruptions to water and sanitation, electricity and telecommunication due to the collision point identified between the motorway section and the pipeline which brings the water from spring Vodnica (Suhi Do) to the drinking-fountain located in the settlement. Construction and operation:: Community health and safety and road safety (risks caused by air pollution (dust and exhaust gases), noise emissions, soil and water contamination, increase in construction related journeys and increased volume of traffic due to construction works and later in operation phase). Operation: Loss of employment of temporary engaged workers due to temporary employment during the construction period and loss of employment upon the end of construction works. This impact will affect inhabitants of local communities engaged by the Contractor for construction works during the construction phase. Land acquisition Pre- construction related impacts include possible acquisition of 358 land plots in total. In addition, and physical land acquisition will include acquisition of structures (residential, commercial and auxiliary), with displacement possible physical relocation of households and businesses. Economic Pre-construction related impacts include temporary and permanent loss of place of business, loss of displacement business income, loss of livelihoods of the land owners and users. Construction related impacts include temporary losses of business income during construction works. Health and safety Construction and operation related impacts include health and safety risks for workers that will be risks for workers exposed to many risks that are directly related to activities performed on construction site. Existing material Construction related impacts include damage to visible and buried cultural, archaeological and assets including architectural heritage during execution of construction works and movement of machines/vehicles cultural-historical around the construction site. and archaeological heritage

Cumulative impacts

Aspect Identified significant cumulative impact Habitat loss due to Construction impacts: The largest habitat loss will be for EUNIS habitat type F6.37 (Illyrian [Paliurus construction works, spina-christi] garrigues) - 20.08ha, followed by H2 (Screes) - 12.56ha and X07 (Intensively-farmed fragmentation of crops interspersed with strips of semi-natural vegetation) - 12.19 ha. habitats Potential landfill site, located near Neretva river, is now completely covered with EUNIS J3.3 habitat type (Recently abandoned above-ground spaces of extractive industrial sites). The affected area will cover 29.7 ha.

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CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Non-technical Summary

Land exploitation Construction impacts: Continuous soil degradation will be a result of the exploitation of the and pollution highway. This effect is cumulative and it should be surveyed through a systematic monitoring of the land along the motorway during the construction. Indirect negative cumulative effect on land take will have the wind farm “Podvelezje” which is currently under construction and it is positioned higher than the motorway route on the slopes of Podvelezje. Indirect negative effects on the soil will be caused by pollutants from vehicles and machinery at the construction site which emit exhaust gases and other pollutants which will have a cumulative character on soil properties. Increase in noise Construction impacts: During construction phase noise emission will increase compared to existing level level of noise which did not show that the legally prescribed noise level was exceeded. This impact will be temporary and limited to daytime periods since construction activities will be executed only during the daytime. Noise will be emitted from construction vehicles and machinery, as well as from excavations and blasting. During construction works, noise generation due to tunnelling activities and other activities associated with construction may result in disturbance of nearest settlements. Considering the noise generated by Airport Mostar, and existing noise caused by movement of vehicles on the local roads and main road M6.1at the southern part of the route, it can be expected that ambient noise levels will be increased to a greater extent, compared to the present state. This will be mainly perceived by people living in the surrounding settlements of Kutilivac, Opine and Gnojnice. Having in mind that construction of section is done in settlements and near the houses, appropriate mitigation measures are required to reduce the noise. Waste collection Construction impacts: During construction activities significant quantities of excess excavated and disposal material will arise and need to be disposed. The total amount of excavated materials resulting from the construction, which should be adequately disposed of at the construction waste landfill, is 2,658,939 m3. The location of the landfill has not yet been determined, however consultants have proposed and assessed one potential site that could serve as a future construction waste landfill. It is the area of former industrial site upon which existing illegal construction waste landfill is being disposed and considered cumulative impact will be receiving excess soil from construction site together with already existing waste. The excess soil from reconstruction of local roads (community projects) is expected to be low in quantity and can also be disposed to chosen landfill. The cumulative impact can be also expected from generation of municipal waste and other special categories of waste that are managed by licensed operators and are disposed either on regional landfill in Mostar (municipal waste) or are disposed in appropriate manner (special waste categories). Exhaust gasses Operation impacts: Cumulative effects on air quality from motorway operation are observed in from vehicles will conjunction with the air emissions from existing roads and air traffic. The identified cumulative adversely impact effects originate from exhaust emissions from local and motorway traffic including CO2, NOx, SO2, the air quality and PM10 and PM2.5. GHG emissions GHG assessment also showed significant increase of GHG emissions during operation of the

motorway. Direct total emissions of CO2 for the baseline scenario, which includes only operation phase, are 16,386 tCO2e. For the project scenario, total emissions calculated are 74,164 tCO2e, including both, operation and construction phase. The results also showed that construction

emissions for 14.2 km of this section of the motorway are 1,874.13 tonnes CO2e/lane/km. Here is to be noted that traffic intensity on M17 will be reduced and transit vehicles will be using the motorway. These calculated quantities from this Project are cumulative with CO2 emissions of adjacent subsection Mostar south-Tunnel Kvanj which amount to 44,930.48 tCO2e. Nevertheless, according to the Traffic study (for subsection Mostar South-Tunnel Kvanj), the traffic on M17 and M6.1 will be increased every year by 2%. At the same time, the current air quality in Mostar is satisfactory, the fluctuations in the parameters are present during winter and strong winds coming from Adriatic Sea along the Neretva valley help in dispersing pollutants and preserving air quality. It is difficult to assess the impact on climate change as a result of GHG emissions because the baseline state is available only for BiH. Since the climate impacts are assessed to be moderate in magnitude and medium in sensitivity, the overall cumulative impact from air emissions is assessed as significant.

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CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Non-technical Summary

Increased noise Operation impacts: Noise level will be increased compared to the present state due to the general level increase of the number of vehicles and together with existing noise from the local roads and main road M6.1. Existing noise from aforementioned roads and Mostar Airport together with increased number of vehicles on planned motorway will pose adverse effects to local population of the nearest settlements - Kutilivac, Opine, Gnojnice. Somewhat, this impact will be mitigated with noise barriers.

6 MITIGATION AND MONITORING MEASURES

Before construction commences, key environmental baseline measurements (e.g. air, noise, soil, water quality, soil quality and biodiversity) will be undertaken to reconfirm the baseline conditions and that the proposed mitigation remains appropriate. JPAC will also undertake preventive archaeological surveys as required by the Federal Institute for Protection of Monuments and notify the Institute of survey results.

In the construction and operation phase the following mitigation and monitoring measures shall be implemented:

Aspect Mitigation measures Monitoring measures Habitats, flora In order to mitigate one of the key impacts on flora species The monitoring of BMP implementation is and fauna Scutellaria orientalis subsp. pinnatifida, motorway needs to to be regularly performed during the be planned underground through Stolac Hill, as proposed by construction phase. the current layout. No access roads or disposal of construction waste are allowed in the area of Stolac Hill. Environmental supervision of the Motorway route shall be used for construction activities and contractor’s work: weekly visual organisation of construction site, without disturbance of inspections throughout the construction areas outside of the route. phase to monitor the implementation and In order to be able to mitigate significant key impacts on effectiveness of prescribed mitigation ornitofauna and mammals (bats) and increase road safety measures. from collision with bird and bat species, bird protective panels need to be installed from chainage 1+700+000 to Records should be kept of these visual 2+200+000 m, alongside the M2 viaduct and between inspections and submitted in the monthly Tunnel T4 and Tunnel T5. Additionally, areas near nesting reports prepared by the external sites of Bubo bubo at Suhi Do and between T4 and T5 must supervising engineer not be disturbed during construction, with special attention paid to ceasing construction from February to end of May so that young birds leaving the nest would not be disturbed. Motorway route must be fenced during construction and operation phase to prevent larger fauna from entering the site. Conduct revegetation of disturbed natural habitats. Continuously implement Invasive Species Management Plan. The Contractor shall employ a biologist in the team. In general, all measures identified in the Biodiversity Management Plan (BMP) need to be implemented in order to minimise impacts to biodiversity of the area. Water In the operation phase, implementation of the G1 Mission In the construction phase: Engineer results, to include detailed tests of geotechnical elements of supervision of the contractor’s work local spring in Suhi Do. based on CSOP, CESMP, CWMP, DCWMP.

In the construction phase, development and In the operation phase: 1. setting up (i) implementation of: procedures for operation of the sanitary . Construction Site Organisation Plan (CSOP) to include and drainage facilities and (ii) proper collection and treatment of drainage water and preparedness and response procedures. 2. monitoring of effluent discharge

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CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Non-technical Summary

Aspect Mitigation measures Monitoring measures sanitary water inside the camp in line with the OESMP and the Water . Construction Environmental and Social Management Permit. Plan (CESMP)27 to include set of good construction

practices as prescribed in ESIA and the Concrete Batching Management Plan to include installation of the settling tanks at the concrete batching plant and treatment of wastewater prior to discharge. . Detailed Construction Waste Management Plan to put in operation construction waste management procedures . Waste Management Plan to put in operation appropriate waste management procedures. In the operation phase, development and implementation of Operational Environmental and Social Management Plan (OESMP) and Emergency Preparedness and Response Plan (EPRP) to include procedures to prevent contamination of waters from accidental spills. Air quality In the construction phase, development and In the construction phase: Engineer implementation of: Air Quality Management Plan (AQMP), supervision of the contractor’s work Traffic Management Plan (TMP) and Materials based on AQMP, TMP, MMP.

Management Plan (MMP) as specified in the ESIA - all three In the operation phase: monitoring of CO, plans to be included in in the CESMP. SO2, O3, NO, NO2, NOx, PM10 and PM2.5. In the operation phase, include measurement of standard air quality parameters. Land In the construction phase development and implementation In construction phase: Include TMP and of Topsoil Management Plan (TMP), Recultivation/Land RLRP and SMP in the engineer supervision Restoration Plan (RLRP) and Spill Management Plan (SMP) of the Contractor’s work.

as specified in the ESIA - all three plans to be included in in In operation phase: JPAC to monitor the the CESMP. In addition, implementation of the same adherence to measures measures as under Water and Waste will be required. In the operation phase, include in the Operational Environmental and Social Management Plan (OESMP) measures on maintenance and clean-up of drainage system, monitoring of slopes, and occasional monitoring of soil quality. In addition, implementation of the same measures as under Water will be required. Climatic In the pre-construction/construction phase, the review will In the pre-construction/construction factors include design measures and materials specification in light phase: Main design to include measured of the anticipated climate change forecasts and projections to increase climate resilience.

over the lifetime of the project. Additional mitigation Engineer supervision to review measures to address climate resilience risks will be specified Construction Management Plan for in the contract specification and if appropriate the resilience increasing measures. Contractor will be required to prepare a Climate Resilience Construction Management Plan. In the operation phase: JPAC to monitor Reduce GHG emissions from transport by land reforestation percentage of reforested surfaces and in line with the Recultivation/Land Restoration Plan (RLRP) speed monitoring.

and encourage drivers with motivational messages on electronic displays to maintain a consistent speed of 110 km/hr for the benefit of reducing GHG emissions. Landscape During the construction phase: Implement measures Engineer supervision. relating to the proper organization of construction site and select the location of the landfill that fits into the visual

27 CESMP is the upgraded version of the legally required Environmental Protection Plan inclusive of social aspects as per EBRD requirements. 20

CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Non-technical Summary

Aspect Mitigation measures Monitoring measures appearance of the environment. Noise In the pre-construction phase develop the noise modelling In the pre-construction phase: Revision of and propose noise barriers in the Main design. Main design. In the construction phase include in the CESMP the set of Monitoring of ambient noise in measures related to restriction of works to day-time only, accordance with the provisions of the vehicles speed in the construction site, simultaneous use of issued Environmental Permits, both in the equipment and vehicles and machine maintenance to construction and operation phases. reduce noise from construction works. Installation of noise barriers based on the results of noise modelling will reduce noise for the neighbouring residents in the operational phase.

Waste and Develop and implement Detailed Construction Waste Engineering supervision of construction materials Management Plan and Waste Management Plan (WMP). works. management These plans should be implemented in conjunction with Keeping record on waste types and Topsoil Management Plan, Biodiversity Management Plan quantities. and Spill Management Plan. Borrow pits may not be opened in protected areas and Keeping waste shipment documentation. appropriate environmental assessments to be carried out Contractor to ask copies of the permits for them and all the necessary Permits obtained. If from the material provider. Contractor decides to purchase materials from the market, it is allowed to subcontract only licenced material providers Keeping record on material purchase.

that have valid environmental, water and working permits. Community For mitigating worker influx impacts it will be necessary to For worker influx impacts: impacts include in CESMP provisions on workers’ accommodation Supervising engineer to random check at (camps) in accordance with PR provisions and the EBRD/IFC least once per week during construction activities. Guidance Note Workers accommodation: processes and “ ’ standards” 2009 referred to in PR 2, including the For community health and safety and requirements for developing disease prevention measures road safety impacts: by the Contractor, including communicable diseases and JPAC to review Contractor’s TMP to STD or STI, as well as with EBRD Briefing Note on Workplace ensure continuity with commitment in Risk Assessment including provisions for Covid-19 (2020). It the ESMMP and supervising engineer to will be necessary to provide education/awareness raising random check at least once per week during construction activities activities to workers on workers code of conduct vis-a-vis ’ Development of quarterly monitoring the local community, STDs, STI and HIV/AIDS, COVID-19 and reports on SEP implementation and gender-based violence and harassment. monthly review of external grievances.

For mitigating community health and safety and road safety For impacts from job creation and loss of impacts develop and implement an Emergency employment of temporary engaged workers: JPAC to check the Preparedness and Response Plan for both construction and implementation of measures during pre- operation phases (as part of the CSOP and OESMP) and a construction, construction and operation Traffic Management Plan (TMP) for both construction and phases. operation phases (as part of the CESMP and OESMP) containing traffic measures. In addition, timely information For impacts from disruptions to water and to local communities on the extent of works and duration sanitation, electricity and prior to the commencement of construction works as telecommunication: Implemented all mitigation measures for prescribed in SEP. identified collision points contained in approvals from competent authorities For mitigating impacts from job creation develop hiring and public utility companies, responsible guidelines for recruitment to promote transparency of the for transport/ transmission, recruitment process and guarantee equal opportunities and communications and infrastructure. non-discrimination in the recruiting process.

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CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Non-technical Summary

Aspect Mitigation measures Monitoring measures For mitigating impacts from disruptions to water and sanitation, electricity and telecommunication implement mitigation measures for identified collision points contained in approvals from competent authorities and public utility companies, develop a Utility Conflict/Collision Matrix and ensure emergency and prompt reaction in case of disruption. During the development of design documentation (Preliminary and Main Design) include measures to avoid the collision of the motorway section with the existing pipeline and reservoir for the collection of spring water Vodnica in Vrapcici (Suhi Do). Land These impacts will be mitigated through appropriate Biannual reports on the progress acquisition implementation of the LARF and the LARP for the section achieved with the implementation of the and economic Mostar North-Mostar South (which include compensation LARP. displacement entitlements for different categories of eligible persons and Development of quarterly monitoring assets) and implementation of SEP for the section Mostar reports on SEP implementation. North-Mostar South, in particular the provisions on providing timely information to local communities on the Monthly review of external grievances. extent of works and duration prior to the commencement of construction works. Restrictions These impacts will be mitigated through appropriate Biannual reports on the progress on land use implementation of the LARF and the LARP for the section achieved with the implementation of the and damage Mostar North-Mostar South (which include compensation LARP. to private Monthly review of external grievances entitlements for different categories of eligible persons and property Supervising engineer to supervise the assets) and implementation of SEP for the section Mostar implementation of DCWMP and re-use of North-Mostar South, in particular the provisions on excavated material at least once a week. providing timely information to local communities on the extent of works and duration prior to the commencement of construction works. Put in operation Detailed Construction Waste Management Plan and relevant waste management procedures to avoid inappropriate deposition of construction waste in and around the construction site as specified in. Access These impacts will be mitigated through implementation of JPAC to review Contractor’s TMP to restrictions SEP for the section Mostar North-Mostar South, in particular ensure continuity with commitment in the provisions on providing timely information to local the ESMMP for this project. Road damage communities on the extent of works and duration prior to and impacts Supervising engineer to random check at on local traffic the commencement of construction works, as well as least once per week during construction implementation of Traffic Management Plan and activities. construction of new local roads will mitigate impacts due to access restrictions. Complaints relating to access restriction and traffic congestion. In addition, all local roads used for purpose of construction machines and vehicles movement should be fully restored to at least pre-project state, if traffic during the construction phase caused any damage. Health and In the construction phase, these impacts will be mitigated In the construction phase, JPAC to review safety risks through development and implementation of Fire and Contractor’s CSOP to ensure continuity for workers Explosion Management Plan and Health & Safety Plan (as with commitment in the ESMMP for this project and supervising engineer to part of CSOP) to include specific HS measures (both random check at least once per week occupational and community H&S). In addition, develop and during construction activities. implement a Hazardous Materials Safety Plan as part of the H&S Plan. In the operation phase, include in OESMP and In the operation phase, JPAC to review

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CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Non-technical Summary

Aspect Mitigation measures Monitoring measures implement specific health and safety requirements for both contractual conditions of all sub- the Company and the sub-contractor’s personnel during the contractors to ensure continuity with road operation and maintenance. commitment in the ESMMP for this project. Existing Undertake preventive archaeological surveys as required by Record of use of chance finds procedure. material the Federal Institute for Protection of Monuments and assets notify the Institute of survey results and develop and including implement Chance Find Procedure prior to any site cultural- historical and preparation and construction works. archaeological heritage

7 RESIDUAL IMPACTS

Residual impacts of the Project that remain after implementation of mitigation measures are mainly related to permanent increase of air emissions from motorway traffic, especially GHG emissions, permanent land take and landscape changes due to the presence of permanent motorway structures. Regarding the biodiversity loss, it is considered that after applying specific mitigation measures as given in BMP no residual impacts are expected, except the terrestrial habitat loss. Residual impacts are not expected to be significant taking into consideration climate characteristics in the area, climate change prognosis for the country, willingness of residents to receive compensation for the land taken and significance of the Project for the country and its citizens. 8 COMMUNICATIONS

JPAC intends to provide all relevant Project information to the public in local language and English (where appropriate). A detailed Stakeholder Engagement Plan has been developed for this Project, outlining the stakeholder engagement and communication programme, including access to the Project’s Grievance Mechanism. All grievances and enquiries will be directed to JPAC through the following designated staff member:

Motorways of the Federation of Bosnia and Herzegovina Attn: Grievance mechanism contact person Address: Adema Buća 20, 88000 Mostar Hamdije Kreševljakovića 19, 71000 Sarajevo Tel: +387 36 512 300 Fax: +87 36 512 301

E-mail: [email protected] general enquiries and information about the Project please contact the below:

Motorways of FBiH d.o.o. Mostar Motorways of FBiH d.o.o. Sarajevo EBRD, BiH Adema Buca 20, 88 000 Mostar Office 15th Floor, Tower B, Unitic [email protected] Hamdije Kresevljakovica 19, 71000 Towers www.jpautoceste.ba Sarajevo Fra Andela Zvizdovica 1 71000 Sarajevo

The following documents will be published on the JPAC’s website (http://www.jpautoceste.ba) and the EBRD website (www.ebrd.com) both in local and in English language:

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CORRIDOR Vc IN FBIH: MOSTAR MOTORWAY Mostar North-Mostar South Non-technical Summary

1. Environmental and Social Impact Assessment (ESIA), including Environmental & Social Management and Monitoring Plan (ESMMP) 2. ESIA Technical Annexes 3. Environmental & Social Action Plan (ESAP) 4. Stakeholder Engagement Plan (SEP) 5. Non-Technical Summary (NTS) 6. Land Acquisition and Restoration Framework (LARF) 7. Biodiversity Management Plan (BMP).

The company will make available hard copies of these documents at the following locations:

. Motorways of FBiH d.o.o. Mostar (Address: Adema Buca 20, 88 000 Mostar) . Motorways of FBiH d.o.o. Mostar - Sarajevo Office (Address: Hamdije Kresevljakovica 19, 71000 Sarajevo) . Municipal/City Building in Mostar . EBRD office in Sarajevo

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