E1234

Vol 5 Public Disclosure Authorized

AZERBAIJAN REPUBLIC MINISTRY OF TRANSPORT ROAD TRANSPORT SERVICE DEPARTMENT

Public Disclosure Authorized

Baku- Road Rehabilitation Public Disclosure Authorized

ENVIRONMENTAL ASSESSMENT

FINAL

Public Disclosure Authorized

April 2006 ii TABLE OF CONTENTS

EXECUTIVE SUMMARY AND CONCLUSIONS...... 1 INTRODUCTION ...... 7 1.1 PROJECT BACKGROUND AND OBJECTIVE OF THE STUDY...... 7 1.2 METHODOLOGY AND SCOPE OF THE STUDY...... 7 1.3 THE STUDY AREA...... 7 2 POLICY, LEGAL AND ADMINISTRATIVE FRAMEWORK...... 8 2.1 WORLD BANK ENVIRONMENTAL POLICIES AND GUIDELINES ...... 8 2.2 GOVERNMENT ENVIRONMENTAL LAWS, REGULATIONS AND GUIDELINES...... 9 3 ADMINISTRATIVE FRAMEWORK...... 11 4 PROJECT DESCRIPTION...... 12 4.1 OBJECTIVE OF THE PROJECT ...... 12 4.2 PROPOSED REHABILITATION MEASURES ...... 12 4.3 POTENTIAL BORROW AREAS ...... 13 4.4 TRAFFIC FORECAST ...... 14 4.5 PROPOSED SCHEDULE FOR IMPLEMENTATION ...... 14 4.6 LIFE SPAN OF THE PROPOSED PROJECT...... 14 5 ENVIRONMENTAL CHARACTERISTICS OF THE PROJECT AREA...... 15 5.1 PHYSICAL ENVIRONMENT...... 15 5.2 BIOLOGICAL ENVIRONMENT...... 17 5.3 HUMAN AND ECONOMIC RESOURCES ENVIRONMENT ...... 19 6 ENVIRONMENTAL IMPACTS AND MITIGATION MEASURES ...... 21 6.1 CONSTRUCTION IMPACTS AND MITIGATION ...... 22 6.2 OPERATION IMPACTS AND MITIGATION...... 30 6.3 ‘WITHOUT PROJECT’ SCENARIO ...... 30 7 ENVIRONMENTAL MANAGEMENT PLAN ...... 30 7.1 INSTITUTIONAL ARRANGEMENTS AND REPORTING...... 30 7.2 ENVIRONMENTAL MITIGATION AND MONITORING PROGRAM...... 32 7.3 COST ESTIMATE...... 32 7.4 INSTITUTIONAL STRENGTHENING ...... 33 7.5 IMPLEMENTATION SCHEDULE...... 34 8 STAKEHOLDER CONSULTATION AND INFORMATION DISCLOSURE ...... 35 8.1 STAKEHOLDER CONSULTATIONS...... 35 8.2 INFORMATION DISCLOSURE...... 35 iii List of Figure Figure 1. Project location...... 8

List of Tables

Table 1: Relevant laws and regulation on road rehabilitation...... 10 Table 2: Bridge description and proposed rehabilitation measures...... 12 Table 3. Population along -Shamakhi Road ...... 19 Table 4. Industries along the Project road ...... 20 Table 5. Properties along the Project road ...... 20 Table 6: Responsibilities for implementing the environmental management plan...... 31 Table 7: Environmental monitoring and mitigation cost...... 32 Table 8: Implementation schedule...... 34

List of Annexes

Annex A. Mitigation measures during design, construction and operation Annex B. Environmental monitoring plan Annex C. Results of Public Consultation and List of Participants – Qobustan District Annex D. Results of Public Consultation and List of Participants – Annex E. Results of Public Consultation and List of Participants –

iv

Abbreviations

CSC - construction supervision consultant EA - environmental assessment EA&MF - Environmental Assessment and Management Framework EIA - environmental impact assessment EHS - Environment, health and safety EMP - environmental management plan EP - environmental protection ESS - Ecology and Safety Sector HIV/AIDS - human immuno-deficiency virus/acquired immune deficiency syndrome IBA - Important Bird Areas IBRD - International Bank for Reconstruction and Development IUCN - International Union for Conservation of Nature and Natural Resources LACMA - Law on Administrative Control on Municipality Activity MDG - Millenium Development Goal MENR - Ministry of Ecology and Natural Resources MOH - Ministry of Health MOT - Ministry of Transport NGO - non government organization OP - operational policy PIU - project implementation unit RER - Regional Environmental Review ROW - right-of- way RPF - Resettlement Policy Framework RTSD - Road Transport Service Department SFF - State Forest Fund STD - sexually transmitted disease UNDP - United Nations Development Programme WB - World Bank

Units of Measurement

°C - degree Celsius km - kilometer km/h - km per hour 2 km - square kilometer m - meter 3 m - cubic meter mm - millimeter 1

EXECUTIVE SUMMARY AND CONCLUSIONS Introduction / Project Scope This Environmental Assessment (EA) has been prepared for the proposed rehabilitation of the Baku-Shamakhi Road. This road section is a 124 km segment located between km 10 and km 134 of the Baku – Shamakhi – road, which is classified as category II. The proposed rehabilitation is one of the subprojects under the Motorway Improvement and Development or 'Highway II' Project. It shall utilize the savings from a previous loan of the Government of Azerbaijan from the International Bank for Reconstruction and Development (IBRD) for the preceding Azerbaijan Highway Project. The project proponent is the Road Transport Service Department (RTSD) of the Ministry of Transport (MOT).

A Regional Environmental Review (RER), Environmental Assessment and Management Framework (EA&MF) and Resettlement Policy Framework (RPF) have been prepared to facilitate implementation and to ensure that sub-projects included in the ‘Highway II’ Project will comply with Azerbaijan’s legislation, procedures and policies, international conventions and WB safeguard policies, in particular in terms of environment, resettlement and land acquisition. These tools have guided the conduct of the present EA study and provided the framework for the elaboration of the various impact mitigation measures and provisions for environmental management during project implementation.

The objective of this EA is to address the environmental impacts and management issues associated with the proposed road rehabilitation. The EA Report, which includes an environmental management plan, addresses the needs of applicable laws and regulations of the Government of Azerbaijan including the provisions of the World Bank’s Operational Policy on Environmental Assessment: OP 4.01, January 1999.

The preparation of this EA was undertaken through field investigations, consultations with RTSD, and Ministry of Ecology and Natural Resources (MENR) and stakeholder consultations. An assessment of tree plantations along the project corridor was also conducted in coordination with the State Forest Fund in Cengi. In addition to the RER, EA&MF and RPF, other references used for this EA are studies prepared by other consultants such as Finnroad Ltd. for Tovuz Bypass and Engconsult Ltd. for Yevlakh- Ganja Road Rehabilitation.

Description of the Project The main objective of the Project is to reduce road transport costs and improve access, transit and safety within Azerbaijan’s East-West corridor, through the rehabilitation of the Project road. For road users, the Project would lead to better road quality meeting mid-term traffic projections, better safety standards, lower travel costs and a shorter travel time. All of the proposed works will be accommodated within the existing right of way (ROW), which extends 30 m to either side of the centerline of the road (i.e. 60 m wide in total). The proposed rehabilitation works will have the following features: (i) Upgrading of the first 12 km from two to four lanes within the ROW; (ii) Reconstruction of the existing two lane road (from about km 22 to 134) including pavement strengthening; (iii) Spot realignments at locations where the current design jeopardizes traffic safety; (iv) Widening by adding a climbing lane where a long and steep gradient may affect travel speed or safety because of heavy vehicle traffic; 2

(v) Maximum total width of the road to be constructed (except for the first 12 km) is 15 m total (18.5 m with climbing lane); (vi) Lane width is 7.5 m (2x3.75 m + 3.5 m for climbing lane); (vii) Maximum shoulder width is 3.75 m (3.75 m x2 m), 2 x 2 m paved with asphalt concrete; (viii) Cross-fall in the carriageway is 2% and in the shoulders is 4%; (ix) Design speeds of 100 km/h for flat and undulated terrain, and 80 km/h for hilly terrain; (x) Intersections with other roads designed to international standards; (xi) Reconstruction or rehabilitation of seven bridges, replacement of damaged culverts and installation of additional ones; and (xii) Traffic safety features such as illumination, pedestrian crossing, road signs, road marking, livestock crossing and road furniture, including appropriate road safety barriers (guardrails). The project is scheduled to commence in mid-2006 and is forecasted to take 3 years until its completion in mid-2009. The project will be designed for a life span of 20 years provided that routine and periodic maintenance is carried out. Description of the Physical Environment

The main soil types of the study corridor are grey-brown and chestnut soils. The topography along this road is characterized by undulating arid hills and mountains. The relief gradually transforms from plains in the east over to foothills and lower mountain areas of the Greater Caucasus in the western part of the study corridor. Altitudes vary between 0 masl at the starting point of the road in the east to about 1,000 m around Shamakhi in the west.

The climate in study corridor may be divided into two parts: the eastern part (approximately between the starting point of the road in the east and the village of Cengi in the west), is semi- desert and dry steppe with average annual precipitation of up to 200 mm. Average annual temperature is about 14°C and the main directions of wind are west and north-west throughout the year. The western part of the study corridor is characterized by steppe landscape, with average annual precipitation of 300-450 mm. The average annual temperature is 10°C and the main direction of the wind is west. Along the project corridor, there are no stationary sources that are significant sources of air pollution. As such, vehicular traffic can be assumed as the major source of emissions that influence ambient air quality. Given the current low level of road traffic and industrial activity along the Baku-Shamakhi road, noise is not considered to be a key environmental issue in the area. Surface water resources of the study corridor are made up of a few rivers, springs and small lakes which in the area of the first 20 km of the roadway generally carry little water. A water reservoir is located near Shamakhi town. The groundwater sources of the study corridor contain hydrogen sulphide. Hydrocarbonate and hydrocarbonate-sulphate composition is typical here. These waters contain significant quantities of sodium bicarbonate, calcium and magnesium. Mineralization of water is not very high due to strong dilution by rainwater. Water supply in settlements along the project corridor is tapped from springs and rivers. In Shamakhi, about 70% of the drinking water supply is spring water. People in villages usually have artesian wells. Active landslides affecting the project road have been recorded at km 60, km 81.5, km 109-110 and km 132.6. All slopes along the project road and in the sliding areas are stable under dry weather conditions. The primary trigger of the landslides in the project area is heavy precipitation and/or in combination with major storms or snow melt events. Other reasons for these types of slides can be, but are unlikely, is earthquake or ground water pressure or a combination of these. 3

Drought is characteristic of the Absheron- zone, in which the easternmost parts of the project corridor are located. The western part of the study corridor is characterized by very high seismic activity. This area is called Shamakhi nidus where seismic centers extend in strips of 50-60 km length from north-west to south-east. Description of the Natural Environment Fauna biodiversity is not particularly high in the area of the Baku to Shamakhi corridor, especially in the eastern dry semi-desert areas. However, the Lesser Kestrel (Falco naumanni), which is a globally threatened migratory bird species has a small nesting colony under the bridges over Ceyrankecmez River at km 74 and km 80. The area to the west of Baku is characterized by saltwort ephemeral desert vegetation. Travelling westwards along the Baku to Shamakhi road, the saltwort-ephemeral desert landscape is gradually replaced by wormwood-saltwort semi desert. Beyond km 70, the natural vegetation is mountain-steppe landscape with mixed-grass vegetation. Along the project corridor, trees are planted some 5 to 6 meters from the edge of the road. As the plantations were just recently established by the State Forest Fund (SFF) in Cengi, height of plantings is mostly below 0.5 meters although there are some areas with trees that have grown to over a meter high. The tree plantations are found intermittently starting at about km 55 until km 65.4 covering a total road length of about 4 km. The longest strip of plantation is approximately 1.8 km between km 63.6 to 65.4. Protected Areas There are no areas designated under National Legislation within the Baku-Shamakhi study corridor, nor do areas of specifically high botanical or zoological value exist. In the wider surroundings of the study corridor there are two sites of international conservation importance. These are so called ’Important Bird Areas’ and are located around Gargabazar and Gushgaya mountains some 8-10 km directly south of Cengi village. Human Environment The Baku-Shamakhi road passes through three administrative districts namely, from east to west; Absheron, Gobustan, and Shamakhi. As of 2003, the estimated total population of these districts is 210,100. The three main centres of population along the Project road are Baku, Maraza and Shamakhi. A number of cultural properties such as monuments, a mosque and graveyards are found along the road. These will not be affected by the proposed road rehabilitation. Summary of Environmental Impacts and Mitigation Measures Impacts to vegetation and wildlife along the project road is not expected to be significant since the rehabilitation will be undertaken with the 60 m ROW. Further, there are no protected and densely vegetated areas within the influence area of the project as well as in the proposed borrow areas. The current tree plantation of the SFF along the road project covers a total area of almost 2300 hectares that will not be affected by the project such that the impacts of limited removal of vegetation within the ROW is considered to be very minor. Prior to construction, the RTSD shall submit to the MENR a map showing the final design of the road with reference to the tree plantations in Cengi so that the State Forest Fund can be advised regarding which trees/shrubs should be transplanted. As the trees/shrubs are newly planted and are generally less than 1 m high, these can be easily transplanted. Removal of trees very close to the road in Maraza and Shamakhi will also be necessary and shall be replaced by the contractor through compensatory planting. Along the project road, vegetation cover and engineering measures, such as retaining walls and drainage, will be provided in areas prone to erosion and landslide. 4

The Lesser Kestrel (Falco naumanni), a globally threatened migratory avian species has a small nesting colony under some bridges over Ceyrankecmez River. To ensure that breeding sites are not affected by the project, construction works in the two bridges at km 74 and km 80 shall not be undertaken from April to August as these are breeding months of such species. The contractor shall prohibit its workers from hunting wildlife. The Important Bird Areas (IBA) located around Gargabazar and Gushgaya mountains some 8-10 km directly south of Cengi village will not be affected by the project and the potential borrow areas. The proposed material extraction site in Cengi is located 24 km north of the road. As the project will be undertaken within the existing 60 m ROW, land acquisition and resettlement are not expected.

Environmental Management During Construction The purpose of environmental management during construction is to control, reduce or avoid potential damage and disturbance to the human and natural environment. This can be achieved through the application of appropriate mitigation measures, control procedures and monitoring contained in the environmental management plan (EMP). Construction related impacts will be temporary and include such issues as the impairment of traffic safety, damage to access roads, dust and gaseous emissions, potential pollution of soils and water resources, and disturbance to neighboring settlements through material transport. Haphazard extraction at borrow sites and dumping of excess materials are also likely to cause adverse impacts. The establishment and operation of contractor’s yard/worker’s camp and asphalt plants may be further potential sources of temporary adverse impacts. The provisions of the EMP prepared for the project requires the contractor to prepare and implement the provisions of the following plans for environmental protection throughout the construction stage: • Layout of the work camp and details of the proposed measures to address adverse environmental impacts resulting from its installation. The plan shall be consistent with the provisions of the construction norms BCH 8-89 • Sewage management plan for provision of sanitary latrines and proper sewage collection and disposal system to prevent pollution of watercourses • Waste management plan covering provision of garbage bins, regular collection and disposal in a hygienic manner, as well as proposed disposal sites for various types of wastes consistent with appropriate regulations • Description and layout of equipment maintenance areas and lubricant and fuel storage facilities including distance from water sources and irrigation facilities. • Soil Management Plan detailing measures to be undertaken to minimize effects of wind and water erosion on stockpiles, measures to minimize loss of fertility of topsoil, timeframes, haul routes and disposal site. • Dust management plan which shall include schedule for spraying on access road and in nearby settlements along the project road, as well as details of the equipment to be used • A plan indicating the location of the proposed extraction site as well as rehabilitation measures to be implemented for the borrow areas and access roads upon project completion • A method statement or plan for the execution of bridge construction works including measures that will be undertaken to address adverse environmental impacts such as erosion of river embankment and siltation of watercourses that may result from such activities. 5

• An emergency response plan (in case of spills, accidents, fires and the like) for asphalt plants. Prior to commencement of construction activities/site works, the above plans will be submitted by the contractor to the Ecology and Safety Sector (ESS) of the RTSD for approval. Throughout the duration of the construction stage, the ESS shall monitor the performance of the contractor to ensure compliance with the provisions of the environmental management plan and applicable environmental laws and regulations. Capacity Building Training of ESS/district RTSD is proposed under the construction supervision contract. The training shall focus on developing their capability on the proper enforcement of the EMP. The training program would typically be delivered through short classroom training followed by more intensive on-the-job training site visits where relevant RTSD staff would participate directly with the international environmental specialist/construction supervision staff in reviewing the Contractors submissions, carrying out periodic monitoring inspections, attending meetings on environmental issues with the Contractor and other stakeholders, and environmental reporting. Public Consultation Summary and Information Disclosure Consistent with the provisions of the WB’s OP/BP 4.01, public consultations were conducted on 8 and 9 December 2005 in settlements along the project road. The consultation was coordinated through the Office of the Chief of the Road Transport Service Department. The Local Executive Powers of Qobustan, Shamakhi and Absheron districts were requested to invite local residents, village officials/representatives, NGOs and other stakeholders to the meetings. The consultations were held at the Office of the Local Executive Powers of the respective districts and were attended by a total of 51 participants. The Consultant was represented by the team leader, deputy team leader and the environmental specialist (local and international). During the meeting, the team leader introduced the project and provided general technical details of the proposed road rehabilitation. The international environment specialist presented the results of the impact assessment along with the proposed environmental mitigation measures and monitoring plan. Comments received generally pertained to traffic safety features of the project. In particular, concerns were raised about the current hazardous road condition due to poor visibility and presence of landslide prone areas. The participants were advised that one of the main objectives of the project is to improve road safety such that these issues are being considered in the design. With regard to land acquisition, the Consultant explained that the rehabilitation works will be conducted within the existing ROW and, therefore, land acquisition and resettlement are not expected. It was also elaborated that an environmental management plan detailing the environmental responsibilities of the contractor as well as a monitoring program to be undertaken to ensure proper implementation of the EMP have been prepared for the project. The draft EA report will be presented to both the Government of Azerbaijan and the Bank and will serve as a background document for approval by the MENR. In accordance with OP/BP 4.01, RTSD shall make the draft EA Report (in Azeri language) available at a public place accessible to project-affected groups and local NGOs. The RTSD shall also officially transmit the EA report to the Bank in English for review and clearance. The Bank will make the EA report available to the public through their Infoshop once this is locally disclosed and officially transmitted by RTSD to the Bank. Conclusions The results of the environmental assessment show that the potential environmental impacts of the proposed road rehabilitation are likely to occur due to construction activities and much of these impacts are temporary in nature. Implementation of appropriate mitigation measures during the design, construction, and operation phases will minimize the negative impacts of the Project to acceptable levels. 6

The cost for implementing environmental controls have been estimated and where possible, will be made separate items in the Bill of Quantities. Such allocation of a separate budget for carrying out environmental mitigation measures will be crucial in ensuring their ultimate implementation. Environmental monitoring of the Project will be undertaken regularly during construction to ensure that the mitigation measures are being implemented properly. In conclusion, the Project will have overall beneficial impacts in reducing road transport costs, improving access, and road safety. 7

INTRODUCTION Project Background and Objective of the Study This study has been prepared as part of the preparation of the detailed engineering design and environmental assessment for the rehabilitation of the Baku – Shamakhi road. This road section is a 124 km segment located between km 10 and km 134 of the Baku – Shamakhi – Yevlakh road, which is classified as category II1. The proposed rehabilitation is one of the subprojects under the Azerbaijan Motorway Improvement and Development or 'Highway II' Project. It shall utilize the savings from a previous loan of the Government of Azerbaijan from the International Bank for Reconstruction and Development (IBRD) for the preceding Azerbaijan Highway Project. The project proponent is the Road Transport Service Department (RTSD) of the Ministry of Transport (MOT). A Regional Environmental Review (RER), Environmental Assessment and Management Framework (EA&MF) and Resettlement Policy Framework (RPF) have been prepared to facilitate implementation and to ensure that sub-projects included in the ‘Highway II’ Project will comply with Azerbaijan’s legislation, procedures and policies, international conventions and WB safeguard policies, in particular in terms of environment, resettlement and land acquisition. These tools have guided the conduct of the present EA study and provided the framework for the elaboration of the various impact mitigation measures and provisions for environmental management during project implementation. The objective of this Environmental Assessment is to address the environmental impacts and management issues associated with the proposed road rehabilitation. The EA Report, which includes an environmental management plan, addresses the needs of applicable laws and regulations of the Government of Azerbaijan including provisions of the World Bank’s Environmental Assessment: OP 4.01, January 1999. Methodology and Scope of the Study The preparation of this EA was undertaken through field investigations, consultations with RTSD, and Ministry of Ecology and Natural Resources (MENR) and stakeholder consultations. An assessment of tree plantations along the project corridor was also conducted in coordination with the State Forest Fund in Cengi. In addition to the RER, EA&MF and RPF, other references used for this EA are studies prepared by other consultants such as Finnroad Ltd. for Tovuz Bypass and Engconsult Ltd. for Yevlakh-Ganja Road Rehabilitation. Findings of field investigation and consultations conducted in October and November 2005 supplemented the information provided in the RER. This EA covers the applicable national and WB environmental policies and guidelines, description of existing environmental conditions, environmental impacts associated with road rehabilitation, recommended mitigation measures and environmental monitoring program. For better perception and understanding of environmental issues associated with road projects, as well as with implementation of mitigation measures and monitoring, a training component for RTSD staff is proposed under the Project. The Study Area The Project road is a section of the shortest way from Baku to the Georgian border and to western Azerbaijan. The Project road passes through three administrative districts namely, from east to west; Absheron, Qobustan, and Shamakhi. On the average, the potential direct area of influence along the entire length of the Project road is an estimated 25 m width strip (i.e., 15 meters total road width and about an average 5 m wide

1 Category II roads have the following design parameters: number of lanes-2; carriageway width-7.50 m (+ 3.50 m for climbing lane where necessary); lane width-3.75 m, shoulder width-2 x 3.75m (2.00 m paved); and total road width-15.00 m. 8 embankment slopes on each side of the road) within the 60 m ROW. This area is expected to be directly affected by reconstruction of road embankment and embankment slopes as well as in sections where bridge reconstruction or repairs will be undertaken. The extended area of influence will include borrow areas and access roads, contractor’s yard, workers’ camp, asphalt plants and disposal sites for excavation spoils and solid wastes and watercourses in the vicinity. Critical receptors, such as settlements, along the Project corridor may also be affected by noise, dust and gaseous emissions during construction and operation. Figure 1. Project location

POLICY, LEGAL AND ADMINISTRATIVE FRAMEWORK World Bank Environmental Policies and Guidelines The Project has been classified as a Category B project under the provisions of the World Bank’s OP 4.01. The potential adverse impacts of Category B projects on human populations or environmentally important areas are considered less adverse than those of Category A projects. Such impacts are site-specific; few if any of them are irreversible; and in most cases mitigation measures can be designed more readily than for Category A projects. The scope of EA examines the project’s potential negative and positive environmental impacts and recommends any measures needed to prevent, minimize, mitigate or compensate for adverse impacts and improve environmental performance.2 An Environmental Management Plan detailing the mitigation measures, monitoring program, institutional strengthening and implementation schedule and costs are included in this EA.

2 The World Bank Operational Manual: Operational Policies (OP) 4.01, January 1999 (as revised in August 2004). 9

The EA report will be presented to both the Government of Azerbaijan and WB and shall serve as a background document for approval by the competent authority (MENR). The borrower (i.e. the Government of Azerbaijan) will have to make the draft EA Report available in Azerbaijan at a public place accessible to project-affected groups and local NGOs in accordance with OP/BP 4.01, Environmental Assessment. The borrower must also officially transmit the EA report to the Bank before the Bank begins formal appraisal of the project. Once the EA report has been locally disclosed and officially received by the Bank, the Bank will also make it available to the public before it begins formal appraisal of the project.3 Government Environmental Laws, Regulations and Guidelines Environmental protection in Azerbaijan is governed by the Law on Environmental Protection (EP) of 1999. The Law establishes the main environmental protection principles, and the rights and obligations of the State, public associations and citizens regarding environmental protection. The Law states that State Ecological Expertise (SEE) is the official EIA procedure in Azerbaijan, but it is not a specific EIA related legislative document. According to Article 54.2 of the Law, EIAs are subject to SEE which means that the MENR is responsible for the review and approval of EIA reports submitted by developers. The Law on EP defines SEE as ’the identification of conformity of the environmental conditions with qualitative standards and ecological requirements in order to identify, prevent and forecast the possible negative impact of an economic activity on the environment and related consequences’. The Law on EP establishes the basis for the SEE procedure, which can be seen as a stand- alone check of compliance of the proposed activity with the relevant environmental standards (e.g. for pollution levels and discharges, noise). All EIA reports prepared by developers are submitted to MENR which is responsible for SEE in accordance with Article 54.2 of the law. In addition, the Law on EP indicates that projects cannot be approved without a positive SEE resolution. The official EIA process starts with the developer’s submission of a formal application (which may be in the form of a project brief as outlined in Appendix D of the EA&MF) to MENR. During the first stage of the EIA process, which is one month, an initial examination of the application of the proposed activity is made by the MENR and the expected impacts of the proposed activity are considered. This may include preliminary consultations with other agencies, NGOs, experts and initial public inquiries. On the condition that the activity is likely to cause only minor impacts on the environment, the application may be approved with some conditions. If the activity is assessed to result in significant impacts, a full EIA is required. A decision on processing charges is taken and a scoping meeting of representatives of the applicant, invited experts and invited members of the public is organized and chaired by the MENR. Based on the outcome of this meeting, the MENR will notify the developer on the required scope and depth of the investigation and public consultation during the EIA study. The second stage of the EIA process lasts three months, during which the EIA documentation that has been submitted by the developer is investigated by MENR. At this stage, an environment review expert group of 5-11 skilled and experienced members (e.g. members of the Academy of Science, university staff or officials from other ministries) is formed. There are no firm requirements on group composition, but MENR has a roster of experts and composes each commission based on case-specific considerations. This environment review expert group is chaired by MENR and carries out the public submissions, investigations and consultations. Finally, a written review of documentation together with recommendations is submitted by the environmental review expert group to the MENR. MENR then decides on whether to refuse the application or to approve it, with or without conditions. Conditions for the approval that might be typically considered in the present context mainly relate to the construction phase and may include site management; noise; dust,

3 The World Bank (2002): The Disclosure Handbook. Operations Policy and Country Services. December 2002. 10 discharges to the air land, subsurface or water, solid waste management, emergency contingency plans, etc. If the application is approved with conditions, either the activity starts or the developer decides to appeal against the conditions. If the application is accepted, the developer must provide a report to MENR on progress within 12 months of the MENR decision. During construction of the project, the developer must monitor parameters as indicated in MENR’s approval. If project designs change significantly from those studied in the feasibility phase EIA, additional reports on the impacts of the changes may be requested by MENR. Controls are made by MENR on the accuracy and the reliability of the developer’s monitoring results. If it appears that there is a risk of the conditions being breached, the MENR will issue a warning on the developer. If the conditions are breached, the developer is obliged to stop whatever activity is causing the breach of the conditions. In such a case the MENR may reconsider the approval, possibly with the participation of the Environmental Review Expert Group, and the conditions of approval may be reviewed. Provided below is a compilation of legal and regulatory framework related to road rehabilitation and improvement. Table 1: Relevant laws and regulation on road rehabilitation. Reference Description The Law of the Republic of The general framework for all national objectives in the area of Azerbaijan on Environment environmental protection. Protection, 9 February 1999 Article 50: Ecological Expertise Requires identification of impact on environment caused by any activities, examine the results of such impacts and predict possible impacts in accordance with the environmental requirements and qualitative parameters of environment.

Article 54: Objects of the State Defines the types of project which require compulsory "State Ecological Ecological Expertise Expertise (SEE)’, i.e. to undergo the systematic EIA process.

Articles 35, 36, 37, and 38: During the feasibility study, it should be confirmed that the project will Ecological Demands during comply with: Project Design and • the maximum permitted discharges and emissions of pollutants in the Implementation. natural environment • the maximum permitted noise and vibration levels, and other harmful physical influences as well as health norms and standards of hygiene EIA Handbook for Azerbaijan Regulations on EA in Azerbaijan which define the type of projects (UNDP), 1996 requiring EA, the contents of an EA document, the roles and responsibilities of the developer and the competent national authorities, the procedures for public participation and the appeal process. Azeri Law on Automobile Roads: Spells out that any construction or reconstruction of roads requires the Section 39: Protection of official approval of the Azerbaijan State Ecological Expertise, must Environment, March 10, 2000. introduce state of the art technology, and chemicals used must be environmentally benign. The unit of the ministry responsible for road environment must approve the environmental, health and safety norms of the construction. Guidelines for Road Construction, Addresses environmental issues in road design, construction and Management and Design, February maintenance. 7, 2000 Part I: Planning of Automobile Requires minimizing the impacts on the ecological, geological, Roads hydrogeological and other natural conditions, by implementing adequate protection measures.

Part II: Construction and Requires consideration of appropriate protection measures, which shall Reconstruction of Automobile contribute to the maintenance of stable ecological and geological conditions Roads as well as natural balance.

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Reference Description Section II.3: Protection of the General overview on the protection of environment. Environment Reg. 514-1Q-98: Regulation on Requirements for industry and enterprises for implementation of standards Industrial and Municipal Waste and norms of environmental protection for waste when designing, constructing or reconstructing. SNIP III-4-80: Norms of Detailed regulations on construction worker’s health and safety. Chapters 2 Construction Safety and 5 provide the organizational procedure of construction and work sites and transport sites. Annex 9 contains standards on maximum concentrations of toxic substances in the air of working zones; Annex 11 specifically requires that workers need to be informed and trained about sanitation and health care issues and the specific hazards of their work. SNIP 2.05.02-85 Indicates the general need to minimize adverse environmental impacts in Building Code & Regulations for road design and provides, for instructions on the removal and re-use of top Automobile Roads Ch. 3: soil (no. 3.4); the need to provide buffer between the road and populated Environmental Protection areas and to carry out noise reduction measures to assure compliance with the relevant sanitary norms (no. 3.9); on the dumping of excess materials (no. 3.12); Safety Regulations for Construction, Compilation of safety rules related to technical safety requirements of road Rehabilitation, and Maintenance of construction equipment, rehabilitation of bridge, operation and maintenance Roads, 1978 of asphalt plants, working with toxic substances, working in borrow sites etc. The Law of the Republic of General framework provisions on the requirement to provide healthy Azerbaijan on Sanitary and and safe conditions at workplaces and work camps (and many Epidemiological Safety, 1993 Section others) in compliance with the relevant sanitary hygiene, III: Responsibilities of State Bodies, construction regulations and norms (particularly items 14, 15 and Agencies, Companies… on the 16). Provision of Sanitary and Epidemiological Safety BCH 8-89 Comprehensive provisions on environmental protection measures in road Regulations on Environmental construction such as use of soils, protection of surface and groundwater Protection in Construction, resources, protection of flora and fauna, use, preparation and storage of Rehabilitation and Maintenance road construction machinery and materials, servicing of construction of Roads machinery; provisional structures, provisional roads, fire protection, borrow pits and material transport, avoidance of dust, protection of soils from pollution, prevention of soil erosion etc. The appendices to this document also state standards for: maximum permitted concentrations of toxic substances; noise control measures; soil pollution through losses of oil and fuel from construction equipment; quality of surface water. Sanitary Norms CH 2.2.4/2.1.8.562- Ambient noise quality standards for residential, commercial and industrial 96; 1997 areas, hospitals and schools (day/night standards);

ADMINISTRATIVE FRAMEWORK The management and monitoring of environmental aspects of the proposed road rehabilitation project shall involve the following government agencies: • RTSD is responsible for planning, constructing, operating and maintaining national . The Project Implementation Unit (PIU) will be in charge of project management to ensure that appropriate budget will be provided for the implementation of mitigation measures and monitoring programme and that the contract provisions are properly implemented. The ESS of the RTSD shall coordinate the EA study, carry out required public consultations, ensure implementation of the EMP and public disclosure of the EA study. The ESS shall also liase with relevant government offices for securing environmental approvals. 12

• The ESS and the district offices of RTSD in Maraza and Shamakhi will undertake day-to- day supervision of construction and oversight of the implementation of environmental management plans during project implementation. • The Regional Monitoring Department of the MENR shall undertake routine and random monitoring of the project to determine compliance with environmental regulations and standards. • The Sanitary and Epidemiology Department of the Ministry of Health (MOH) will undertake routine monitoring of the living conditions and sanitary provisions at the contractor’s work camp and worksites. MOH’s Regional Desinfection Centre shall be involved in approving the contractor’s work camp installations and facilities and their compliance with the relevant sanitary and health norms and guidelines. • During the operational phase of the Project, RTSD will undertake routine monitoring on road safety, the storm water drainage system, the condition of plantations, etc. PROJECT DESCRIPTION Objective of the Project The main objective of the Project is to reduce road transport costs and improve access, transit and safety within Azerbaijan's East-West corridor, through the rehabilitation of the Project road. For road users, the Project would lead to better road quality meeting mid-term traffic projections, better safety standards, lower travel costs and a shorter travel time. Proposed Rehabilitation Measures All of the proposed works will be accommodated within the existing Right of Way (ROW), which extends 30m to either side of the centerline of the road (i.e. 60 m wide in total). The proposed rehabilitation works will have the following features: (i) Upgrading of the first 12 km from two to four lanes within the ROW; (ii) Reconstruction of the existing two lane road (from about km 22 to 134) including pavement strengthening; (iii) Spot realignments at locations where the current design jeopardizes traffic safety; (iv) Widening by adding a climbing lane where a long and steep gradient may affect travel speed or safety because of heavy vehicle traffic; (v) Maximum total width of the road to be constructed (except for the first 12 km) is 15 m total (18.5 m with climbing lane); (vi) Lane width is 7.5 m (2x3.75 m + 3.5 m for climbing lane); (vii) Maximum shoulder width is 3.75 m (3.75 m x2 m), 2 x 2 m paved with asphalt concrete; (viii) Cross-fall in the carriageway is 2% and in the shoulders is 4%; (ix) Design speeds of 100 km/h for flat and undulated terrain, and 80 km/h for hilly terrain; (x) Intersections with other roads designed to international standards; (xi) Reconstruction or rehabilitation of seven bridges, replacement of damaged culverts and installation of additional ones; and (xii) Traffic safety features such as illumination, pedestrian crossing, road signs, road marking, livestock crossing and road furniture, including appropriate road safety barriers (guardrails). The recommended rehabilitation options for the seven reinforced concrete bridges in this corridor are as follows: Table 2: Bridge description and proposed rehabilitation measures. 13

No. Location of bridge Chainage Length Carriageway Rehabilitation Measures km (m) width (m) 1 Baku - Guba -Russian 10 67.19 16.00 Repair of carriageway structure, metallic Border road railings, abutments and piers, expansion joints and cones. 2 Ceyrankecmez river 74 28.25 7.00 Design and construction of new bridge for category II road. 3 Ceyrankecmez river 80 60.2 12.00 Capital repair of abutments and piers, cones, expansion joints and approach slabs. The riverbed is to be cleaned. 4 Ajidere river 109 44.3 7.00 Design and construction of new bridge for category II road. 5 river 115 94.78 11.50 Capital repair of carriageway structure, metallic railings, abutments and piers, expansion joints, cones and drainage structure. Riverbed is to be cleaned. 6 Pirsaat river 115 97.82 7.00 Design and construction of new bridge for category II road.

7 Valley 120 23.02 8.00 Design and construction of new bridge for category II road. Potential Borrow Areas The following areas, which are located near or at a river are potential material sources. These have mainly river gravel with cobbles and varying fractions of sand and fine material. During the site visit in November 2005, these rivers exhibited low flow with much of the riverbed dry and exposed. According to a number of locals interviewed, flow considerably increases during summer as a result of snowmelts from the surrounding mountains. (i) Qozlucay, Cengi - The Qozlucay river deposits are located in Garajuzlu village about 24 km north of Cengi. The borrow area, which can be accessed over a gravel road at km 57.5 on the right of the project road was utilized from 2004 until early 2005. The riverbed is estimated to have an average width of 50 meters. Materials will be extracted from the riverbed. The natural material from this borrow area can be used for fill, capping layer and granular subbase after processing and crushed stone obtained from gravel are suitable for use in bituminous mixture. Prior to construction detailed testing of the material has to be done to verify compliance with the specifications. There is an abandoned accommodation facility, which is in very good condition while at the left riverbank the remains of a crushing facility still exists. The proposed borrow area is located some 400 meters from the village households. The village has 14 households (about 56 persons). Majority of the residents are pensioners. Drinking water is supplied through a pipe, which taps river water some 8 km from the village. Agricultural fields utilize an irrigation canal originating some 4 km away. Along the access road, several small settlements (i.e., less than 10 houses) are found at a distance of 3 to 4 km from each other. Areas surrounding the river are characterized by treeless landscapes covered with various species of grass. Wildlife species noted are common birds such as Crested Lark, Common Buzzard, Calandra Lark, Meadow Pipit, Rock Dove, Rook, Hooded Crow, Starling and House Sparrow. (ii) Qozlucay, Maraza - The Qozlucay river deposits are located 24 km north of Maraza at the village of Hilmilli. The borrow area can be accessed over a surfaced/gravel road at km 111 to the right of the project road. The riverbed has an estimated width of 100 meters and has abundant deposits of gravel. Materials will be extracted from the riverbed. Gravel, natural sand and manufactured sand from gravel-sand mixtures can be obtained from this borrow area. Material can be used for fill, capping 14

layer and granular subbase after processing and crushed stones obtained from gravel are suitable for use in bituminous mixture. Prior to construction detailed testing of the material has to be done to verify compliance with the specifications. The village has a population of over 1,700 distributed among 415 households. Main sources of income are farming and livestock raising. Drinking water is sourced from springs. The access road leading to the village is surrounded by agricultural fields. The proposed borrow area is located approximately 300 meters from the village households. Various species of grass cover the surrounding areas of the river. Wildlife species observed are common birds such as Crested Lark, Calandra Lark, Meadow Pipit, Hooded Crow, Starling, and Magpie. (iii) Pirsaat Chay- The project road crosses the Pirsaat Chay river at km 115. It is the biggest river in the study corridor and crosses the road about 4 km east of Shamakhi from where it flows to a south-eastern direction. An estimated 15% of the flow comes from snow surface runoff, 48% from rain surface runoff and 37% from groundwater surface run-off. The riverbed is approximately 200 meters wide and primarily consists of gravel-sand mixture. The natural material can be used for fill, capping layer and granular subbase after processing and crushed stones obtained from gravel are suitable for use in bituminous mixture. Prior to construction detailed testing of the material has to be done to verify compliance with the specifications. The river is currently being utilized as borrow area. Extraction activities were noted some 200 meters of the bridge towards the direction of Muganli and some 500 meters from the other bridge going to Maraza. During the site visit, much of the riverbed is exposed due to low flow. There are no houses in the immediate vicinity of the proposed borrow area. An asphalt plant is located near the eastern embankment of the river. Vegetation adjacent to the river is composed of various grass species. Wildlife species noted are common birds such as Magpie, Rook, Hooded Crow, Starling, and House Sparrow. During the field visit in November 2005, a large flock of Rock Doves (about 3000 individuals) was noted on the riverbank. Results of interviews with some locals residing in the vicinity of the potential borrow areas in Cengi and Maraza show that the river is not being utilized for fishing purposes. However, in Pirsaat Chay, some residents are said to catch fish for sustenance during the months of April to July when water level is high. Common fish species that may occur in the area are Caucasian Chub (Leuciscus cephalus orientalis), Kura’s Barbel (Barbus curi), Caucasian Bleak (Alburnus charusini), Bitterling (Rhodeus sricous), Sazan (Cyprinus carpa), Kura’s Loach (Nemachilus brandti). No threatened fish species are found in the rivers and streams in the region. Traffic Forecast The traffic study conducted for the 124 km section of the Baku-Shamakhi road show that the average annual daily traffic in 2005 is estimated at 6,378. From 2005 to 2009 (opening year), the average annual change is estimated at 12.8%. Between 2009 and 2014 the annual change is expected at around 7.7% and at 5.9% between 2014 and 2029 (design year). Proposed Schedule for Implementation The Project is scheduled to commence in mid-2006 and is forecasted to take 3 years until its completion in mid-2009. Life Span of the Proposed Project The proposed project is designed for a life span of 20 years provided that routine and periodic maintenance is carried out. 15

ENVIRONMENTAL CHARACTERISTICS OF THE PROJECT AREA Physical Environment Geology, Topography and Soils The main geomorphological type of relief in the surroundings of the study corridor is arid- denudative mountains: low to medium intensity and medium block-faulting. Badland and loamy karst are typical for this type of landscape which prevails in the first 100 km of the study corridor to the west of Baku. The only exception to this is a small zone of accumulative-alluvial plain in the valley of the river Ceyrankecmez near Narimankend village. This area is characterized by a network of smaller streams which are also used for drinking water purposes. The area further to the west, around Shamakhi, is erosive-denudative mountains. On its way to Shamakhi the road corridor crosses a series of wide river terraces and ancient river canyons which all represent erosion types of landscape. The topography along this road is characterized by undulating arid hills and mountains. The relief gradually transforms from plains in the east over to foothills and lower mountain areas of the Greater Caucasus in the western part of the study corridor. Altitudes vary between 0 masl at the starting point of the road in the east to about 1,000 m around Shamakhi in the west. The main soil types of the study corridor are grey-brown and chestnut soils. The valley of the Sumgayit Chay (river) is formed by meadow type of soil, while the sierozem (meadow gray soil) is typical of smaller river valleys like Ceyrankecmez and Pirsaat. Locally, areas of rocky outcrops with interbedding of saliferous and loamy strata occur. Gray-fulvous (reddish-yellow) soils prevail in the environs of the first 75 km in the east of study corridor. These soils are normally restricted to maximum altitudes of about 100 m, but come up to 300 masl in the study corridor. These soils are typical for dry climate with maximum precipitations of 350 mm. This soil is dry steppe, alkali, loamy soil, which is generally suitable for arable land and vegetables and long-living plants such as vine, pomegranate and olive trees. In this area, however, it is solely used as winter pasture. In Azerbaijan, the distribution of this type of soil is restricted to a radius of 70 km on the . Chestnut soils occur between altitudes of 300 to 500 masl with average precipitations of 300- 450 mm. This type of soil is plain dry steppe, which has loamy structure, medium degree of salinity, low coefficient of erodibility and low bio-climate potential. Chestnut soils are mostly suitable for winter pastures and long-living plants such as vines. Meadow soils occur along the valley of Sumgayit Chay and are generally typical for altitudes of about 100 m and average annual precipitation of 250 mm. This type of soil is thus lowland semi-dry arid steppe with a light loamy structure and a medium degree of salinity. It is not susceptible to erosion and has a low bio-climate potential. Meadow soils are mainly suitable for winter pastures and arable land (cotton). Sierozem soils (meadow gray soils) occur as a narrow strip along the smaller rivers like Pirsaat Chay, Ceyrankecmez, Ajideresu and Shorderesu. This plain type of soil is typical for altitudes of up to 150 m and mainly dry climate with a maximum precipitation of 200 mm. Generally, this soil is semi-dry, dry steppe, light loamy type. Meadow gray soils have agricultural potential for winter pastures and arable land for cultivation of cereals and cotton. Climate Regarding the climatic conditions, the study corridor may be divided into two parts: the eastern part (approximately between the starting point of the road in the east and the village of Cengi in the west), is semi-desert and dry steppe with average annual precipitation of up to 200 mm. Summers are very hot and dry and the winters rather mild. Average annual temperature is about 14°C and the main directions of wind are west and north-west throughout the year. 16

The western part of the study corridor is characterized by steppe landscape, with average annual precipitation of 300-450 mm. Climate is moderately warm with dry summers. The average annual temperature is 10°C with absolute maxima at 38°C and minima at -19°C. The main direction of the wind is west. Air Quality and Noise There are no available baseline data from MENR’s National Monitoring Department on background levels of air pollution in the region. Along the project corridor, there are no stationary sources which are significant sources of air pollution. As such, vehicular traffic can be assumed as the major source of emissions and ambient air pollution. Although the total number of motor vehicles in the country is constantly growing since 1997, traffic figures still are relatively low on the road corridor under study. Against this background, emissions and potential air pollution along the study corridor are more related to low quality of fuel used and to the obsolete car fleet, in which the average age is about 15 years and about 90% of all vehicles are more than 5 years old. In addition, poor vehicle inspection-maintenance systems have lead to an increase in 'gross-polluter' cars. Given the current low level of road traffic and industrial activity along the Baku-Shamakhi road, noise is not considered to be a key environmental issue in the area. Water Resources Surface water resources of the study corridor are made up of a few rivers, springs and small lakes which in the area of the first 20 km of the roadway generally carry little water and a water reservoir near Shamakhi town. The biggest river in the study corridor is Pirsaat Chay (see Section 4.3). The easternmost river of the study corridor is Sumgayit Chay, which flows eastward, entering the Caspian Sea at Sumgayit city. To the east of Cengi, the river meanders for about 12 km at a distance of 1.5-3 km in parallel to the north of the road. Travelling westwards, the next river is Ceyrankecmez, which is crossed by the road in three places east of Narimankend village. This river directly drains to the Caspian Sea at Sangachal settlement. It has total length of 88 km and drains a surface area of 896 km2. Other small rivers, e.g. Shorderesu, Ajideresu, Zagavala Chay and Ruslar Chay (from east to west) are tributaries of Pirsaat Chay. The Shorderesu and Ajideresu flow in a south-west direction and Zagavala Chay, Ruslar Chay and Ceyrankecmez to the south-east. Several springs, e.g. Marzandiya, Garamalbulag, Shorbulag and Ajibulag, are also found in this area. The groundwater sources of the study corridor contain hydrogen sulphide. Hydrocarbonate and hydrocarbonate-sulphate composition is typical here. These waters contain significant quantities of sodium bicarbonate, calcium and magnesium. Mineralization of water is not very high due to strong dilution by rainwater. According to a representative from the Local Executive Power of the district, the water supply of Shamakhi is pumped from the local springs and the river, filtered and then distributed to the households. About 70% of the drinking water of Shamakhi district is spring water. The Zagavala Chay water reservoir located close to Shamakhi town utilizes the rivers Ruslar Chay and Zagavala Chay. People in villages usually have artesian wells. The Pirsaat Chay is also used as a source for drinking water. The intake pipe is located approximately 2 km upstream of the riverbed which is currently being utilized as a borrow area. Wastewater collection and treatment facilities are provided at the Shahriyar settlement and Shamakhi town only. Wastewater is piped to a wastewater treatment works located some 7-8 km away from town. At this plant, the water is processed and the sludge is used as fertilizer. 17

Natural Hazards Drought is characteristic of the Absheron-Gobustan zone, in which the easternmost parts of the project corridor are located. In the light of global warming, evaporation rates that clearly exceed the water flow and increasing tendencies for extremely dry summers (like in 1998 and 2000), the risk of desertification has become very acute in this region. The western part of the study corridor is characterized by very high seismic activity. This area is called Shamakhi nidus where seismic centers extend in strips of 50-60 km length from north- west to south-east. Some of the strongest earthquakes in Azerbaijan have been recorded in Shamakhi with magnitudes reaching 6.9 on the Richter scale4. Shamakhi town has been severely damaged by earthquakes. In the valley of Pirsaat River, both erosive and seismic processes create serious damage for both the local roads and villages. Landslides are characteristic of the mountainous territories of the Caucasus, where the relief, geological structure, and specific climatic features (e.g. steep slopes, fragile rocks, long droughts followed by long downpours) form favourable conditions. According to local officials, landslides are a real hazard on the road between km 100 and km 132. Active landslides effecting the project road have been recorded at the following locations at km 60, km 81.5, km 109-110 and km 132.6. All slopes along the project road and in the sliding areas are stable under dry weather conditions. The primary trigger of the landslides in the project area is heavy precipitation and/or in combination with major storms or snow melt events. Other reasons for these types of slides can be, but are unlikely, is earthquake or ground water pressure or a combination of these. Investigations by means of Dynamic Probing Light (DPL-5) cone penetration tests and small diameter percussion borings have been performed in October 2005 to collect subsoil data in order to estimate soil properties in the sliding areas. Small soil samples taken from the percussion borings have been tested in the laboratory to verify the visual in-situ assessment of the soil conditions. Based on these tests and field observations, the major contributory factors to the observed slope instability are the low effective shear strength of the soils when saturated with water. When saturated, slopes that are stable under dry conditions may collapse when the driving forces exceed the shear resistance. Surface water running off adjacent hill slopes and the paved road penetrating or eroding into the top layer which is sensitive to water ingress, creates a condition where material properties, i.e. the shear parameters are significantly reduced. With regard to the effect of landslides on the road, in principle there are two different situations: (i) slides which occur in cut slopes or natural slopes above the road are mostly depositing material in the road side drain or on the road, big slides and mud flows may cross the road and may also damage the pavement and erode the downhill slopes; and (ii) slides below road level on embankment or downhill slopes are posing a direct threat to the stability of the road and safety of its users. Biological Environment Fauna Fauna biodiversity is not particularly high in the area of the Baku to Shamakhi corridor, especially in the eastern dry semi-desert areas. While some threatened species (of both national and international importance) of plants and animals have their natural habitat in the wider part of the region, these are not expected to be affected by the project as the rehabilitation will be confined within the existing 60 m ROW. The following comments on the fauna of the region are mainly based on the Red Data Book of Azerbaijan, IUCN Red Data List and publications of BirdLife International. The superscript ‘a’ after a scientific name indicates species listed in the Red Book of Azerbaijan; ‘b’ indicates IUCN

4 www.gesource.ac.uk 18 species (World Red Data Book) and ‘c’ indicates species included in both the national and international Red Data Books. According to these sources, the common mammals of the area are the Jackal (Canis aureus) and the Wolf (Canis lupus) which follow the sheep flocks to the winter pastures in the lowlands and the Red Fox (Vulpes vulpes) which is a resident species of this area. Further characteristic mammals are the bat Western Barbastelle (Barbastella barbastellab), the hare (Lepus europaeus), the Red-tailed Sanderling (Meriones lybicus) and the Social Vole (Microtus socialis). The avifauna is characterized by Short-toed Eagle (Circaetus gallicusa), Imperial Eagle (Aquila heliacac), Pallid Harrier (Circus macrourus,migratoryb), Saker (Falco cherruga), Common Kestrel (Falco tinnunculus), Lesser Kestrel (Falco naumannib), which is especially important, as this globally threatened species has a small nesting colony under some bridges over Ceyrankecmez river, Little Bustard (Tetrax tetraxc) and the resident species Chukar (Alectoris chukar), Black- bellied Sandgrouse (Pterocles orientalisa), Rock Dove (Columba livia), Crested Lark (Galerida cristata) and Isabelline Wheatear (Oenanthe isabellina). Characteristic amphibian species are Spade-footed Toad (Pelobates syriacusa), Common Toad (Bufo bufo), Green Toad (Bufo viridis) and the Common Frog (Rana ridibunda), which are found in the vicinity of rivers and ponds. The reptile fauna of the area is made up of Viper Lebetina (Vipera lebetina), the Caucasian Agama (Agama caucasica), the Greek Tortoise (Testudo graecac), and the Caspian Turtle (Mauremys caspica). As mentioned in Section 4.3, only common fish types occur in the area such that no threatened fish species are found in the rivers and streams of this region. Characteristic and rare insects that may be encountered are the beetles - Carabus scabrosus and Calosoma sycophantaa; and the butterflies Apollo (Parnassius apolloc), Colias aurorinaa and Manduca atroposa. Flora The eastern part of the study corridor is mainly used for winter pasture. Vine-growing, animal husbandry, grain cultivation and fruit growing dominate in the western zone where 35% of the land is used for pasture; 25% is arable lands and vineyards; 5% is forest and 35% is urban or unused lands. The area to the west of Baku is characterized by saltwort ephemeral desert vegetation. Travelling westwards along the Baku to Shamakhi road, the saltwort-ephemeral desert landscape is gradually replaced by wormwood-saltwort semi desert. Spring vegetation is dominant over autumn vegetation. Saltwort vegetation is more widely distributed here than wormwood. Saltwort is edificatory for this area. Between km 30 and 70 wormwood-saltwort semi-deserts can be found. In this section, wormwood formations are generally developed on the basis of ephemeral grass vegetation. Artemisia hanseniania is main edificatory for this area. Beyond km 70, the natural vegetation is mountain-steppe landscape with mixed-grass vegetation. According to the Red Book of Azerbaijan, up to 19 species of plants can be found in the Baku- Shamakhi area. Nine species (Ferula persica, Anabasis brachiata, Astragalus bakuensis, Iris acutiloba, I.reticulata, Avena ventricosa, Stipa pellita, Calligonum bakuense and Pyracanta coccinea), occur at the eastern part of the corridor in the desert and semi-desert landscape, which are all listed in the Azerbaijan Red Data Book of 1989. A further ten plant species, which originally occurred in this area have disappeared following the strong anthropogenic influence and the altering of the natural habitats for agricultural purposes (mostly for arable land). RTSD has planted narrow strips of trees in various sections alongside the road, mainly in the area to the west of Narimankend. In accordance with the provisions of former Soviet Technical Norms and Rules SNIP 2.05.02.85 (3.9 and 9.15), the main purpose of these plantations is to reduce noise and air pollution and to protect the road from strong winds and snow. 19

Much of the land next to the road and even including the normal ROW (30 m to either side of the road) is under the ownership of the Cengi office of the State Forest Fund (SFF). Plantations were carried out under the Presidential Decree no. 1152 of February 18th 2003, which stipulates that the area of forestlands in Azerbaijan should be increased (this is also a MDG). According to local officials at Maraza, the land for these plantations was given to MENR, however, excluding the ROW. The plantations were extended within the ROW by MENR. If any of these plantations are likely to be affected by road construction or widening activities, an official plan has to be submitted by the MOT to MENR. The SFF started planting trees in 2003 and has since then covered a total area of about 2,280 hectares. Along the project corridor, trees are planted some 5 to 6 meters from the edge of the road. As the plantations were just recently established, height of plantings is mostly below 0.5 meters although there are some areas with trees that have grown to over a meter high. The tree plantations are found intermittently starting at about km 55 until km 65 covering a total length of about 4 km. The longest strip of plantation is about 1.8 km between km 63.6 to 65.4. Species that are found suitable to the climatic and soil conditions of the area are trees such as mulberry, oleaster, pine, acacia, cypress, pomegranate and almond as well as the shrub ailanthus. SFF plans to provide vegetation cover adjacent areas along the entire stretch of the road that is within their jurisdiction (until about km 90). Starting at about km 90 (near Maraza) until km 100, vegetation close to the road primarily consist of trees such as ash, almond, walnut, oak, elm, pistachio, platan and fustic. A plantation of mature pine trees, more than 10 m from the edge of the road is found at both sides of the corridor between km 100 and km 105, and as such, is not likely to be affected by the road rehabilitation. In Shamakhi, a single row of trees is mostly found close to the road at km 110, km 116-117 and starting at km 123 until km 132. Species noted are ash, acacia, elm, poplar, platan and walnuts. Protected Areas and Other Ecologically Significant Sites There are no areas designated under National Legislation within the Baku-Shamakhi study corridor, nor do areas of specifically high botanical or zoological value exist. In the wider surroundings of the study corridor there are two sites of international conservation importance. These are so called ’Important Bird Areas’ and are located around Gargabazar and Gushgaya mountains some 8-10 km directly south of Cengi village. These areas are important habitats for the globally threatened Lesser Kestrel (Falco naumanni) as well as for the Lanner (Falco biarmicus) and the Alpine Swift (Apus melba). Human and Economic Resources Environment Population The Baku-Shamakhi road passes through three administrative districts namely, from east to west; Absheron, Qobustan, and Shamakhi. The three main centres of population along the Project road are Baku, Maraza and Shamakhi. Table 3. Population along Baku-Shamakhi Road District Population (2003) Absheron 89,900 Qobustan 36,200 Shamakhi 84,000 Source: Azerbaijan Republic State Statistical Committee Community Infrastructure Every district has its own administrative centre where Local Executive Power is situated. The Head of Executive Power is appointed by the President. The Local Executive Power receives 20 funding from Central Government. The Local Executive Power has a land department that has relevant detailed information and maps about land use and land ownership. The appropriate Local Executive Power prepares documents about land use and land ownership and gives it to the municipalities (groups of villages). Each village has its own municipality and large villages with the small villages around them form administrative units. Municipal representatives are elected for 5 years by the local people. Municipal income is mainly formed by local taxes (e.g. extraction tax, property tax). Although municipalities are independent bodies, according to the Law on Administrative Control on Municipality Activity (LACMA), the Local Executive Power has authority to control their activity. The purpose of this control is to coordinate municipal activity with legislation, but it must not limit their activity (LACMA Article .4). Usually, administrative units and local municipalities work together to solve local problems. Land Use and Sources of Income The villages along the proposed route have small shops for every day goods and services which, in addition to serving the local population, also serve passing traffic on the existing road. Along the roadside, there are a variety of transport-related small industries as well as casual vendors of fruits, vegetables and nuts. Table 4 shows the location of selected industries in relation to the proposed route, all are located outside of the ROW. Table 4. Industries along the Project road Industry Location Khirdalan beer plant km 12 Caspian fish processing factory km 18 Centre of radioactive waste materials km 29 Shamakhi wine-mill km 112

Main sources of incomes of the districts traversed by the Project road are as follows: Absheron: The Absheron district’s economy is based on food processing, irrigated agriculture (vegetable production, vine growing) and livestock breeding for milk and meat production. In the south, pistachio nuts, almonds and olives are grown as well as very valuable saffron (Crocus sativus), a natural food flavouring and colouring agent with pharmaceutical properties. In addition, there are deposits of oil and natural gas. Along the roadside, butchers slaughter and sell meat. Qobustan: The economic basis of the Qobustan district is agriculture: mainly grain production, cattle breeding and vine growing. Shamakhi: The basis of the economy of the district is agriculture, i.e., grain production, cattle breeding and vine growing. For centuries, it was famed for its carpet production. There is no oil in the district. According to the Head of Executive Power, current industrial facilities include a television factory exporting to five countries and a factory producing air conditioners, refrigerators and washing machines. A Peugeot vehicle factory is currently being constructed, which is planned to open within the year. Tourism is viewed as a potential growth industry in Shamakhi, with a focus on nature and winter sports. The city is already a popular destination at weekends. A guidebook in English and Russian is being produced. Cultural Resources Common property resources located near the proposed route are as follows: Table 5. Properties along the Project road 21

Property Number (Quantity) Distance from road (km) School, Muganli 1 >1km

School, Sabir 1 Adjacent to existing road

School and mosque, Maraza 1 Adjacent to existing road

Graveyards and monuments 1 Graveyard, 2 monuments, Adjacent to existing road Shamakhi 1 Graveyard, monument, Adjacent to existing road Sabir 1 Monument, Ceyrankecmez Adjacent to existing road 2 Graveyards, Hokmoli Adjacent to existing road (Absheron)

Olympic Center Shamakhi Adjacent to existing road

Tree plantations of State 7 km (between km 55 and 89) Adjacent to existing road Forest Fund

Gas pipeline, Shamakhi 2 Adjacent to existing road

There are a number of memorials to accident victims located along the roadside. In Maraza, the Diri Baba Mausoleum, dating from the 15th century, is built into a cliff 1.1 km from the main road. At Pirsaat Pir, east of the bridge over the major Pirsaat river at Sabir, there is a place where local people come to drink the reputedly holy water and leave a donation. Shamakhi is an ancient city which may be the Khamkhia described in Ptolemy’s Geography written 2 AD. The city was established on a major regional trading route. For most of its history, Shamakhi was the capital of Shirvan westem Azerbaijan, until the centre of power was moved to Baku in the 15th - 16th centuries. The city has several mosques, including the Juma (Friday) Mosque with two minarets (established 743) and the Grand Mosque built 1902. Other historical buildings within the area include the Gulustan Fortress dating from 1043 west of the city and the Yeddi Gumbaz tombs of the khans of Shamakhi which date from the 18th to early 19th century. There is also a caravanserai complex dating back to the 14th century. There is a large graveyard between the road and the water supply reservoir, west of the road between Shamakhi and Muganli. ENVIRONMENTAL IMPACTS AND MITIGATION MEASURES The planned rehabilitation of the Baku-Shamakhi road had already been classified a Category B project under the provisions of WB’s OP 4.01, which means that no significant and irreversible impacts are expected as a result of the proposed interventions. This initial classification coincides with the results of the regional assessment, which confirms that the relevant environmental issues will mainly relate to the construction period. While the project will also involve upgrading of the first 12 km from two to four lanes, this will be undertaken within the existing ROW and shall not impact on any critical areas such as wetlands, forests, protected areas and the like. Further, this section of the road is within a built- up area and is in the vicinity of Baku. As such, the expected project impacts will be largely experienced during the construction phase and are considered temporary. Mitigation measures to address impacts as a result of elevated levels of air contaminants (mainly dust) and noise from activities associated with the road upgrading are detailed in Section 6.1.8. 22

Construction Impacts and Mitigation Borrow Areas The volume of borrow materials that will be used for the project is estimated at 1.17 million m3 for fill, capping layer and granular subbase. As the extraction will be most likely undertaken on the dry part of the riverbed, haphazard extraction may result to disfigurement of landscape if rehabilitation measures are not properly implemented. While the contractor will be sourcing the borrow materials under their own arrangement, the following measures to minimize impacts associated with the operation of borrow areas shall be implemented: (i) Secure all required environmental approvals and carry out extraction and rehabilitation activities consistent with the requirements of MENR and/or permit conditions; (ii) Prior to operation of the borrow areas, submit to ESS and construction supervision consultant (CSC) the following: • a plan indicating the location of the proposed extraction site as well as rehabilitation measures to be implemented for the borrow areas and access roads upon project completion • dust management plan which shall include schedule for spraying on access road and details of the equipment to be used (iii) Undertake regular dust suppression on all unpaved access roads during the construction period, particularly in sections where critical receptors, such as settlements, are located; (iv) Locate stockpiles away from watercourses to avoid obstruction of flow and siltation; (v) Provide cover on haul trucks to minimize dust emission and material spillage; (vi) Undertake repair of access roads to their original condition Contractor’s Work Camps The establishment of contractor’s work camps may cause adverse impacts if various aspects such as liquid and solid waste disposal, equipment maintenance, materials storage, and provision of safe drinking water supply are not addressed properly. To ensure that minimal impacts will arise from the operation of such areas, the contractor shall strictly implement the following mitigation measures: (ii) Submit the following plans to ESS and CSC prior to establishment of the work camps and implement provisions of such plans. • Layout of the work camp and details of the proposed measures to address adverse environmental impacts resulting from its installation. The plan shall be consistent with the provisions of the construction norms BCH 8-89; • Sewage management plan for provision of sanitary latrines and proper sewage collection and disposal system to prevent pollution of watercourses; • Waste management plan covering provision of garbage bins, regular collection and disposal in a hygienic manner, as well as proposed disposal sites for various types of wastes (e.g., domestic waste, used tires, etc.) consistent with appropriate regulations; and • Description and layout of equipment maintenance areas and lubricant and fuel storage facilities including distance from water sources and irrigation facilities. Storage facilities for fuels and chemicals will be located away from watercourses. Such facilities will be bounded and provided with impermeable lining to contain spillage and prevent soil and water contamination. 23

(iii) Prior to establishment of the work camps, conduct consultations with local authorities to identify sources of water that will not compete with the local population. (iv) Provide safe drinking water supply for the workers. The quality of water shall comply with the national standards. Slope Stability A number of landslide-prone areas have been identified along the road (Section 5.1.5). Road rehabilitation in these sections will involve slope stabilization measures such as regrading (including loading the toe), drainage installation, as well as engineering and vegetation controls. The description of the current condition of landslide-prone areas and specific recommendations to improve slope stability are as follows: (i) Km 60. The existing road is running uphill around km 60 with a slope of around 7%. Right side: A natural or old cut slope exists on the right side of the road. Below are the proposed slope stabilization measures: • Reshaping of slope by removing loose top material; • Installation of cut off/interception drain at top of slope and on benches; • Benching/terracing, where the height of the slope exceeds 5.0 m; and • Long term surface protection and stabilization by providing vegetation cover. Should the design require a widening of the existing road with cutting into existing slope by 1.5 m, a semi hard clay material will be exposed to form the cut face. A cut in the semi-hard clay can be sloped with an angle of 55° (1:0.7, vertical:horizontal). Benching will be required where the height of the cut exceeds 5.0 m or when softer material is forming the upper part of the cut face. The type and consistency of the cut material have to be verified during the earthworks so that a decision on the appropriate slope inclination can be made. Left side: The unstable area in this section is mainly on the left side which is characterized by a flat area and an embankment slope showing signs that extreme erosion has taken place. This condition is a result of surface water running off the road. The adjacent area then erodes due to creation of deep erosion channels followed by collapse of walls of these channels triggering landslides or mudslides posing a direct threat to the stability of the road. To improve slope stability in this section it is important to prevent surface water from eroding and penetrating into the soil. This can be achieved through: • Construction of lined drains on both sides of the road from the top of the hill to the next culvert, or provision of a low point in the vertical alignment towards a controlled outfall channel. Lined roadside drains should allow drainage of granular pavement layers, for example, through weep holes; • Construction of subsoil drains below lined road side drains; and • Protection of the relatively flat area on the left side of the road by placing a layer of gravel and vegetation. Water from higher areas should be intercepted and channeled downhill with a small swale-like drain. (ii) Km 81.5: The existing road in this section has been cut on a hillside and is sloping uphill towards Shamakhi. Right side: A landslide has occurred at around km 81.5 at the right side of the road. The slide/erosion has already reached the road shoulder. The damage has been repaired and backfilled with gravel. The landslides on the cut slope as well as on the downhill side were triggered by water. At the top of the cut and over the slope, 24

surface water penetrated the soil thereby destabilizing the slope. On the downhill side, surface water running off the road created erosion channels and penetrated the soil resulting in a landslide. The landslide cliff is already close to the road shoulder and may, in the near future, erode part of the road. This condition poses serious safety risks and should be secured by providing a retaining structure and through controlled channeling of surface water to prevent further erosion/sliding. The following measures are recommended to prevent further landslides and erosion on this section: • Construction of a retaining structure with a length of 15 m and a height of 3.0 m; and • Construction of a 2.0 m wide stone pitching (with shallow swale to channel water) in front of the full length of the retaining wall to serve as protection from erosion. The proposed retaining structure will be a bored pile wall that should meet the following requirements: • Pile wall to allow drainage of soil behind wall; • Back anchoring can be an option, minimum depth of anchor below road surface is 1.2 m; and • Top of wall as parapet wall with about 1.2 m above road surface, as safety and crash barrier. Proposed drainage measures for this section are as follows: • Construction of lined drains on both sides of the road from the top of the hill to the next culvert, or provision of a low point in the vertical alignment towards a controlled outfall channel. Lined roadside drains should allow drainage of granular pavement layers through weep holes; Left side: Contours of smaller slides can be seen at the left side of the road. The following slope stabilization measures are proposed (i.e., if new cut is less than 1.5m deep into existing surface with soft, loose material at the surface) • Reshaping of slope by removing loose top material; • Installation of cut off/interception drain at top of slope and on benches; • Benching/terracing, where the height of the slope exceeds 5.0 m; and • Long term surface protection and stabilization by providing vegetation cover. Should the design require a widening of the existing road with cutting into existing slope by 1.5m or more, a semi hard clay material will be exposed to form the cut face. A cut in the semi-hard clay can be sloped with an angle of 55° (1:0.7, vertical: horizontal). Benching will be required where the height of the cut exceeds 5.0 m or when softer material forms on the upper part of the cut face. The intermediate slope height for the bench should be 4.0 m in general. The type and consistency of the cut material have to be verified during the earthworks so that a decision on the appropriate slope inclination can be made. (iii) Km 109-110: The existing alignment of the road starts at km 109 climbing on a serpentine manner up to the hilltop at km 110. Left side: On the left side between km 109+800 and km 110 a natural slope exists with little to no signs of a recent slide. Right side: An abandoned petrol station, some portions of which have been partly covered by a landslide, can still be seen at the right side of the road at km 109. 25

Behind and above the former petrol station, the project road reaches km 110. Approximately at km 109.7 and 109.9, the landslide cliffs are already close to the road shoulder and may, in the near future, erode part of the road. This condition poses serious safety risks and should be secured by providing a retaining structure and through controlled channeling of surface water to prevent further erosion/sliding. The following measures are recommended to prevent further landslides and erosion on this section: • Construction of a retaining structure at each of the two sections. The retaining structures will have a total length of 30 m (2 x15) m and a height of 4.0 m; and • Construction of a 2.0 m wide stone pitching (with shallow swale to channel water) in front of the full length of the retaining wall to serve as protection from erosion. The proposed retaining structure will be a bored pile wall that should meet the following requirements: • Pile wall to allow drainage of soil behind wall; • Back anchoring can be an option, minimum depth of anchor below road surface is 1.2 m; and • Top of wall as parapet wall with about 1.2 m above road surface, as safety and crash barrier. Proposed drainage measures for this section are as follows: • Construction of lined drains on both sides of the road from the top of the hill to the next culvert, or provision of a low point in the vertical alignment towards a controlled outfall channel. Lined roadside drains should allow drainage of granular pavement layers, for example, through weep holes; • Construction of subsoil drains below road side drains • Construction of cut off drain on top of cut slope. Right side (hairpin bend): The area within the hairpin bend /serpentine (between km 109 and km 110) on the right side of the road should be shaped by removing loose and soft soil and terraced with small stonewalls or gabions and protected by vegetation or/and stone mattresses. The inclination of the slope is fixed by the distance and height difference between the lower and upper road. As it is important that water is kept out of the soil, any surface water in this area should be controlled by the construction of small swale drains along the top of each terrace step or bench and channeled downhill. It should be considered following the reshaping to cover steeper sections with a gravel layer, stone pitching or sprayed concrete. If the design requires a widening of the existing road with cutting into existing slopes the angle should be not more than 35° (1:1.5, vertical:horizontal) in soft to stiff clay and not steeper than 55° (1:0.7, vertical:horizontal) in a semi-hard clay. Benching will be required where the height of the cut exceeds 5.0 m. The intermediate slope height for the bench should be 4.0 m in general. The type and consistency of the cut material have to be verified during the earthworks so that a decision on the appropriate slope inclination can be made. Drainage and stabilization measures proposed for this area are: • Reshaping of slope by removing loose top material; • Installation of cut off/interception drain at top of slope and on benches; 26

• Benching/terracing, where the height of the slope exceeds 5.0 m; and • Long term surface protection and stabilization by providing vegetation cover. (iv) Km 132.6: Signs of a landslide/mudslide can be observed around km 132.6. The existing road surface has already been moved to the hillside. At the hillside, a new slope has been cut nearly vertical into the semi-hard to hard clay material. This slope was stable during the time of field investigation. The very steep slope has the advantage that only a very small area is exposed to rainfall. Only water running from the top of the cut is considerably wetting the cut surface. At the downhill side, the road shoulder has already been repaired using coarse gravel, obviously after a landslide or erosion has taken place. The following measures are proposed to prevent further sliding and damage to the road: • Construction of lined drains on both sides of the road to the next culvert, or provision of a low point in the vertical alignment with lined outfall channel. Lined roadside drains should allow drainage of granular pavement layers, for example, through weep holes; • Construction of subsoil drains below road side drains; • Construction of cut off/interception drain on top of cut slope. • Reshaping/reprofiling to 1:3 the left embankment slope and provision of coarse gravel and/or vegetation cover; and • Construction of cut off drain on top of cut slope on the right side of the road, reprofiling of slope to 3:1 (vertical:horizontal) and cutting back to around 1.0 m behind back of road side drain. Earthworks The road rehabilitation will entail generation of cut materials at an estimated volume of 145,000 m3. Site preparation will also involve stripping and temporary storage of about 83,000 m3 of topsoil. Such materials, if not properly managed will contribute to erosion, siltation and obstruction of watercourses and drainage, and may impact on aquatic biota. Improper storage of topsoil could also lead to loss of fertility.

The provisions of SNIP 2.05.02.85 will be complied with to minimize negative impacts associated with earthworks. Specifically, topsoil shall be stripped and reused to cover areas where excess materials will be dumped. Long-term stockpiles of topsoil will be immediately provided with a grass cover and protected to prevent erosion or loss of fertility. Further, The utilization of approximately 113,000 m3 of cut materials as fill for the reconstruction of road embankments and embankment slopes will reduce the amount of excess materials (32,000 m3) that need to be disposed of. Likewise, all reclaimed asphalt pavement (estimated at 54,000 m3) will be recycled for the construction of new pavement, thus, further reducing the volume of spoils that need to disposed of. Materials that will not be used will be transported to the final disposal sites as extraction proceeds to minimize exposure to the elements that could cause erosion. The contractor shall also undertake regular spraying of water on haul roads to suppress dust emission, especially along sections that will pass close to settlements. Upon completion of the project, the contractor shall provide spoils stockpiles with grass cover.

Before site preparation activities commence, the contractor shall submit to ESS and CSC a soil management plan detailing measures to be undertaken to minimize effects of wind and water 27 erosion on stockpiles, measures to minimize loss of fertility of top soil, timeframes, haul routes and disposal sites. The selection of disposal sites will be conducted in consultation with local authorities and landowners. To avoid soil compaction, particularly of agricultural land, the contractor shall confine operation of heavy equipment within the ROW, as much as possible. Bridge Construction/Rehabilitation The construction/rehabilitation of seven bridges and culverts along the project road may alter the local drainage pattern and may also cause impairment of the quality of surface waters as a result of increased erosion in disturbed areas. To mitigate such impacts, the project design will incorporate installation of cofferdams, silt fence, sediment barriers or other appropriate devices to prevent migration of silt during excavation and boring operation within rivers or streams. During bridge demolition, the contractor shall avoid "dropping the bridge" into rivers/streams. This will be done by "sawing" appropriate sections of the bridge and using cranes to lift these sections or alternatively construct a platform onto which the bridge could be dropped. Dewatering and cleaning of cofferdams will be performed to prevent siltation, by pumping from cofferdams to a settling basin or a containment unit. Discharge of sediment-laden construction water (e.g., from areas containing dredged spoil) directly into surface watercourses will be forbidden. Sediment laden construction water will be discharged into settling lagoons or tanks prior to final discharge. The contractor shall submit a method statement or plan for the execution of bridge construction works including measures that will be undertaken to address adverse environmental impacts such as erosion of river embankment and siltation of watercourses that may result from such activities. The plan shall be submitted to the CSC and ESS for approval. Asphalt Plant The establishment of a new plant shall take into consideration the following measures to ensure that there will be minimal impacts on settlements and productive land: (i) asphalt plants must be located downwind of settlements at a distance of 500 meters or more; (ii) the contractor shall secure approval from the MENR for installation and operation of asphalt plants; (iii) the contractor shall have provisions for spill and fire protection equipment and shall submit an emergency response plan (in case of spills, accidents, fires and the like) to the ESS and CSC prior to operation of the plant; and (iv) asphalt plants shall not be located close to plantations and productive land. In road rehabilitation the most severe possible water quality impact could come from spilled bitumen or any petroleum products used to thin the bitumen. Bitumen is stored in drums which may leak or which are often punctured during handling after long periods (more than 6 months in the elements) of storage. Bitumen will not be allowed to enter either running or dry streambeds and nor can be disposed of in ditches or small waste disposal sites prepared by the contractor. Bitumen storage and mixing areas must be protected against spills and all contaminated soil must be properly handled according to requirements of the MENR. As a minimum, these areas must be contained, such that any spills can be immediately contained and cleaned up. Water Pollution Various activities (earthworks, refer to 6.1.4, bridge construction, refer to 6.1.5, asphalt plant, ref. To 6.1.6, borrow area operation refer to 6.1.1) associated with the road project may cause deterioration of surface water quality if appropriate measures are not implemented. Identification of potential impacts on water quality and the proposed mitigation measures have been presented in the previous sections. Air and Noise Pollution Impacts on air quality are expected to occur as a result of exhaust emissions from the operation of construction machinery; fugitive emissions from aggregates, concrete, and asphalt plants; 28 and dust generated from road construction/rehabilitation works, along haul roads, exposed soils, and material stock piles. The following mitigation measures will be implemented to by the contractor to reduce emission levels: (i) maintenance of construction equipment to good standard and avoidance, as much as possible, idling of engines; (ii) banning of the use of machinery or equipment that cause excessive pollution (e.g., visible smoke); (iii) establishment of aggregate, asphalt, and concrete plants as far away as possible (minimum 500 m) from human settlements and operation of such facilities within the terms of Government pollution control guideline; and (iii) submission of a dust suppression program which provides detailed action to be taken to minimize dust generation and equipment to be used to ESS and CSC prior to construction. The contractor shall seek the approval of the concerned local authority regarding sourcing of water to avoid competition with the local population on water demands.

During construction, the operation of heavy machinery can generate high noise levels. In order to minimize impacts due to excessive noise and vibration, work will be restricted to between 0600 to 2100 hours within 500m of the settlements. In addition, a limit of 70 dBA will be set in the vicinity of the construction site and strictly followed. Impacts on Flora and Fauna Impacts to vegetation and wildlife along the project road is not expected to be significant since the rehabilitation will be undertaken with the 60 m ROW. Further, there are no protected and densely vegetated areas within the influence area of the project as well as in the proposed borrow areas. Within the ROW, there are some sections of tree and shrub plantations (with an estimated total road length of 4 km) located intermittently from km 55 to km 65.4 that are under the ownership of the State Forest Fund in Cengi. The plantations were recently established (starting 2003 to present) and majority of the trees and shrubs are less than 1 m high and can be easily transplanted. Given that much of these plantations are located some 5 m or more from the edge of the road, only minimal clearing may be necessary. Further, the current tree plantation of SFF along the road project covers a total area of almost 2300 hectares that will not be affected by the project such that the impacts of limited removal of vegetation within the ROW is considered to be very minor. As the trees/shrubs are newly planted and are generally less than 1 m high, these can be easily transferred to other suitable sites. The MENR advised that by January 2006, the RTSD should submit to them a map showing the final design of the road with reference to the tree plantations in Cengi so that the State Forest Fund can be advised regarding which trees/shrubs should be transplanted. Further, the map shall be used as a guide so that future tree plantations can be established at an appropriate distance from the road.

Removal of trees very close to the road in Maraza and Shamakhi will also be necessary and shall be replaced by the contractor through compensatory planting. Prior to removal or compensatory planting the contractor has to inform MENR which again will involve SFF and a thorough site inspection with all three parties involved and the Engineer will finally take the required decisions.

The contractor shall secure a tree cutting permit prior to removal of roadside vegetation. As discussed in Section 6.1.3, trees will also be planted in areas prone to erosion and landslide. Planting but also Cutting of trees will also not be undertaken by the contractor without the appropriate permit from the MENR.

The Lesser Kestrel (Falco naumanni), a globally threatened migratory avian species has a small nesting colony under some bridges over Ceyrankecmez River. To ensure that breeding sites are not affected by the project, construction works in the two bridges at km 74 and km 80 will not be undertaken from April to August as these are breeding months of such species. The contractor shall prohibit its workers from hunting wildlife. 29

The Important Bird Areas (IBA) located around Gargabazar and Gushgaya mountains some 8-10 km directly south of Cengi village will not be affected by the project and the potential borrow areas. The proposed material extraction site in Cengi is located 24 km north of the road.

Land Acquisition As the proposed road rehabilitation will be undertaken with the existing 60 m ROW, the project is not expected to require any land acquisition, permanent resettlement, and removal of permanent structures in the project influence area. However, there might be some temporary disturbance of a few small roadside businesses that are positioned very close to the road. These are kiosks/wooden stalls used for selling local agricultural products and meat. Since such structures are temporary and can be easily lifted, the contractor shall provide assistance for physical relocation outside the construction areas.

No impacts on cultural property, e.g. graveyards and cultural monuments, adjacent to the ROW are anticipated. Health and Safety If not properly managed, work camps and construction sites pose health and safety risks. Transmission of diseases is likely under conditions with inadequate heath and safety facilities and practices. The contractor shall be required to employ an environment, health and safety manager to address such concerns and to coordinate with the MOH’s Regional Disinfection Centre. The contractor shall provide the following: (i) adequate health care facilities (including first aid facilities) within construction sites; (ii) training of all construction workers in basic sanitation and health care issues, general health and safety matters, and on the specific hazards of their work; (iii) personal protection equipment for workers, such as safety boots, helmets, gloves, protective clothing, goggles, and ear protection in accordance with SNIP III 4-80; (iv) clean drinking water to all workers; (v) adequate protection to the general public, including safety barriers and marking of hazardous areas in accordance with Safety Regulations for Construction, Rehabilitation and Maintenance, 1978; (vi) safe access across the construction site to people whose settlements and access are temporarily severed by road construction; (vii) adequate drainage throughout the camps to ensure that disease vectors such as stagnant water bodies and puddles do not form; and (ix) sanitary latrines and garbage bins in construction site, which will be periodically cleared by the contractors to prevent outbreak of diseases. Where feasible the contractor will arrange the temporary integration of waste collection from work sites into existing waste collection systems and disposal facilities of nearby communities.

The Department of Hygiene and Environmental Protection of the MOH also requires awareness campaign on the avoidance of HIV/AIDS and STD involving both the local community and the construction workers. The contractor should coordinate this with the AIDS Centre in Baku to obtain practical advice. Community Impacts In order to avoid conflicts between construction workers and nearby communities, the contractor will provide temporary worksite facilities such as health care, eating space, and praying places. The contractor shall also submit to ESS and CSC a plan (mechanism and organizational structure) detailing the means by which local people can raise grievances arising from the construction process and how these will be addressed (e.g., through dialogues, consultations, etc.). The use of local labor for employment during the construction will increase benefits to the local community and contribute to the overall acceptance of the project.

30

The contractor will also be responsible for replanting and maintaining trees along the corridor during the construction period. These activities shall be subcontracted by the contractor to the local populace particularly to women. The contractor shall also hire local groups to undertake cleaning of drains during this period. The ESS will provide technical support in terms of the selection of appropriate tree species and other aspects (e.g., proper timing, watering, etc.) regarding establishment of roadside vegetation. The RTSD should also look into the possibility of employing the local people for the maintenance of roadside vegetation and roadside drains upon completion of rehabilitation works.

During transport of borrow materials and spoils, damage to access or haul roads is expected. The contractor shall be responsible for the rehabilitation of such roads to their prior condition and to the satisfaction of the local authorities. The contractor will comply with contract procedures and specifications and shall ensure compliance of its subcontractors to applicable contract provision. The CSC shall monitor compliance of the contractor with contract specifications. Operation Impacts and Mitigation Water Pollution During the operation stage of the project, accidents near a watercourse will have the potential of affecting water quality if this involves vehicles transporting toxic and hazardous substances. Provisions such as road signs and markings, guardrails, streetlights, improved horizontal alignments and traffic control structures, replacement of unsafe bridges, and provision of pedestrian facilities in the project design will improve road safety and is expected to contribute to the reduction in the frequency of accidents along the road. In the vicinity of water courses, rivers, channels, spills etc., speed for vehicles carrying hazardous goods should be limited and periodically controlled by traffic police. Air Pollution and Noise Calculation of the expected levels of vehicle emissions during project operation was not undertaken. It is expected, however, that the projected increase in traffic volume will result to higher noise levels and vehicular emissions. Along sections of the road with sensitive receptors such as settlements and schools, provision of roadside vegetation using densely leafed shrubs and trees should provide some attenuation. The ESS of RTSD recommended planting of species such as oleaster, olive, acacia and pine trees which are suitable for the area, particularly in Maraza and Shamakhi. ‘Without Project’ Scenario The Baku-Shamakhi road is a section of the shortest way from Baku to Georgia and to westem Azerbaijan. As well as many long, straight sections through unpopulated semi-desert areas, the road includes a number of steep, winding sections through the mountains with tight, blind comers. The road surface, which was constructed around 40 years ago is uneven in many places due to structural problems, damage from overloaded heavy vehicles and repeated patching’ of the surface during road maintenance. Without the Project, the overall condition of the project road is likely to deteriorate further and, in the absence of improved driver behaviour, the number of accidents with associated injuries and fatalities will inevitably increase. ENVIRONMENTAL MANAGEMENT PLAN Institutional Arrangements and Reporting To ensure that the proposed mitigation measures will be carried out by the contractors during the construction stage, the design consultant will undertake the following: 31

(i) clearly set out in the tender and contract documents the contractor’s obligation to undertake environmental mitigation measures as specified in the Environmental Mitigation Plan in Annex A (to be appended to Contract specifications); (ii) the cost for the recommended environmental mitigation measures will, where possible, be made separate items in the Bill of Quantities. Such allocation of a separate budget for carrying out environmental mitigation measures will be crucial to assure their ultimate implementation. During procurement, contractors will be specifically encouraged to include these costs in their rates and present the mitigation cost as a line item in the Bill of Quantities; and (iii) explicitly require the contractor to recruit an environmental, health and safety manager. The contractor will be responsible for the implementation of environmental mitigation measures during construction and shall employ an environment, health and safety manager who will supervise implementation of the contractor’s environmental responsibilities and coordinate with the ESS and the district RTSD. The EHS manager will also be responsible for health and safety aspects of work sites and shall submit monthly reports to ESS on the status of implementation of mitigation measures, complaints received and actions taken as well as other environmental issues relating to the project. The contractor, in coordination with the CSC, shall set-up a grievance redress committee that will address any complaints during project implementation. During project implementation, the ESS shall monitor the compliance of the contractor with the EMP provisions. The ESS shall provide quarterly reports to RTSD and the MENR regarding the status of implementation of mitigation measures by the contractors, additional mitigation measures that may need to be implemented, incidents of non-compliance with applicable environmental permits, complaints received from local residents, NGOs, etc. and how these were addressed. It is proposed that the construction supervision consultants (CSC) employ an expatriate environment specialist (with civil engineering/environmental management background) to assist the ESS. The CSC, through its environment specialist, shall provide hands-on training to the ESS throughout all stages of construction. The CSC shall also assist the ESS in preparing monitoring reports regarding the performance of the contractors in terms of compliance with the relevant national environmental quality standards and the implementation of environmental specifications in accordance with the contract provisions. During project implementation, the RTSD (through the PIU) will report to the WB every six months on the progress of the project by submitting progress report based on the monitoring report submitted by the ESS/CSC and the contractor. Upon Project completion, the RTSD will be in charge of the operation and maintenance of the Project Road. Routine and random monitoring will be undertaken by RTSD district offices as scheduled scheduled in the monitoring plan (Annex B). The MENR will conduct random monitoring of the project to assess compliance with required mitigation measures and applicable environmental laws and regulations. The following table summarizes the various institutional responsibilities for the implementation of the environmental management plan. Table 6: Responsibilities for implementing the environmental management plan. Project Stage Responsible Organization Responsibilities Detailed Design RTSD Incorporate mitigation measures into engineering design and technical specification RTSD and MENR Review and approve environmental mitigation and management measures 32

Project Stage Responsible Organization Responsibilities Investment Department of RTSD Allocate appropriate budget to undertake environmental monitoring and capacity building for ESS Construction Contractor (with the support of its Implement required environmental measures EHS Manager) and submit monthly reports to ESS regarding status of such implementation.

Formulate a grievance redress committee in coordination with the CSC. ESS with the assistance of CSC Supervise contractor’s implementation of environmental measures on a daily basis. Enforce contractual requirements ESS and CSC Audit construction phase through environmental inspections and collect monitoring data. Submit quarterly reports to RTSD and MENR. CSC Assist the contractor in the formulation of a grievance redress committee.

Provide awareness/training to workers and technology transfer to the contractor. ESS and CSC Ensure compliance with Government legal requirements during construction. Review complicated issues arising from the Project. RTSD Submit semi-annual progress reports to WB MENR and MOH Undertake periodic monitoring of the project Operation ESS / District Maintenance Unit Undertake routine environmental monitoring and prepare corresponding reports.

Environmental Mitigation and Monitoring Program The environmental mitigation and monitoring program presented in Annexes A and B has been designed to ensure that impacts that may results from the project are properly addressed and that environmental controls are implemented during the construction and operation phases of the project. The ESS with the support of the CSC will: (iv) develop an environmental auditing protocol for the construction period as well as a detailed monitoring and management plan; (v) formulate a report outline that will be used by the contractor as a guide in the preparation of monthly environmental progress reports; and (vi) undertake regular monitoring of contractor’s implementation of the mitigation measures during the construction stage, consistent with the monitoring program, and submit to RTSD quarterly monitoring reports. Cost Estimate The estimated cost for implementing the mitigation measures and monitoring plan are provided in Table 7. Costs during construction shall be in the Contractor’s civil work’s package while costs for assisting the ESS in the implementation of the EMP and carrying out relevant environmental training shall be included in the construction supervision cost. Table 7: Environmental monitoring and mitigation cost.

Item Unit Qty Unit Cost Total 33

Environmental Costs - Civil Works (included in contractor’s civil work package)a Dust suppression measures day 300 125 37,500 Planting of treesb km 30 7,500c 225,500 Landscaping measures at dumping sites for excess material m3 32,000 m3 0.5 16,000 Stripping of top soil (0-200 mm) and storage for reused m3 83,000 m3 2.5 207,500 Rehabilitation (Landscaping) of borrow areas No 2 25,000 50,000 Provision of EHS Manager MM 36 3,000 108,000 Conduct of seminar/orientation on HIV, AIDS and STD lump sum 1 3,000 3,000 awareness among workers and nearby communities Total 647,500 Environmental Management, Monitoring and Training Costs during Construction (Included in construction supervision cost)

Remuneration and per diems International Environment Specialist MM 12 20,000 240,000 Travel Intl. Travel trip 6 2,500 15,000 Domestic Travel lump sum 1 10,000 10,000 Training materials and logistics lump sum 1 5,000 5,000 Periodic construction site noise monitoring M 36 1,500 54,000 Total 324,000 Environmental Mitigation during Operation - RTSD Budget Purchase of water truck for maintenance of roadside unit 1 35,000 35,000 vegetation aestimated cost during the construction period (3 years) btotal length of tree/shrub plantations to be provided on both sides of the road in the following areas: • slopes at km 60, 81.5, 109-110 and 132.6 • roadside in Maraza and Shamakhi (for compensatory planting of trees within the ROW that need to be cleared) ctotal planting and maintenance cost for 3 years per km (15-m wide) of tree plantation dincluding seeding or other means of protection during stockpiling to preserve fertility

Institutional Strengthening As identified in the EA&MF, with reference to the capacity of the ESS, there is often a gap between the preparation of the EMP and incorporation of the requirements for environmental mitigation and monitoring in the contract documents. This in turn leads to a lack of proper enforcement since the objectives and procedures for attaining those objectives are not clearly stated in the contract. Therefore, it is recommended that training under the construction supervision contracts concentrates on raising the level of awareness and practical skills of the ESS on these aspects. The proposed Terms of Reference of the international environment specialist (CSC) who will conduct the ESS/district RTSD training and orientation for contractors is as follows: (i) review prevailing government regulations and WB guidelines governing the assessment and management of environmental impacts of road projects; (ii) identify the procedures and tasks required to be performed by ESS to meet the requirements of these regulations and guidelines; (iii) review the skills of the ESS and district RTSD and assess the need for training to establish the capability to meet requirements for conducting environmental monitoring and implementation of mitigation measures of road projects; (iv) prepare a short-term staff training plan and associated materials to meet immediate needs; (v) undertake training workshops that will include the following topics: • preparation of EMPs and incorporation of associated requirements in contract documents and specifications for Consulting Services and Works contracts 34

• procedures for monitoring implementation including target parameters, frequency, responsibilities and means of monitoring • health and safety procedures (vi) conduct orientation/workshop for contractors on construction-related environmental issues on road projects, implementation of mitigation measures and monitoring, and preparation of monitoring reports; (vii) evaluate the effectiveness of the training measuring improvements in attitudes and skills achieved through a combination of feedback questionnaires and performance evaluation; and (viii) prepare outline proposals for the longer-term organizational and capability development of ESS and district RTSD. The training program would typically be delivered through short classroom training followed by more intensive on-the-job training site visits where relevant RTSD staff would participate directly with the international environmental specialist/construction supervision staff in reviewing the Contractors submissions, carrying out periodic monitoring inspections, attending meetings on environmental issues with the Contractor and other stakeholders, and environmental reporting. The training site visits would be timed to coincide with peak work activity in order to provide a good cross-section of monitoring activities typically including visual inspection of: (i) discharges to watercourses; (ii) dust suppression; (iii) exhaust emissions; (iv) noise abatement measures; (v) protection against oil spillage; (vi) site health and safety, sanitary facilities, etc.; (vii) public safety, traffic management, child safety, etc.; and (viii) documenting and dealing with public complaints. Implementation Schedule Table 8 presents the schedule for implementation of various environmental requirements during different phases of the project.

Table 8: Implementation schedule.

Project Phase Issue Schedule Detailed design Inclusion of engineering measures to improve slope stability in erosion/landslide prone areas along the project corridor (see Section 7.1.3) Prior to commencement of ESS (with assistance from CSC) to review and approve contractor’s method once construction activities statements Upon mobilization of the Training for RTSD’S ESS and district offices (hands-on training will also be once CSC provided by the CSC during monitoring of the performance of contractors)

During construction Monitoring Refer to Annex B During construction Reporting: • Contractor to ESS monthly 35

• ESS to RTSD/MENR quarterly • RTSD (through PIU) to WB semi-annual

During Operation Monitoring Refer to Annex B

STAKEHOLDER CONSULTATION AND INFORMATION DISCLOSURE Stakeholder Consultations Consistent with the provisions of the WB’s OP/BP 4.01, public consultations were conducted on 8 and 9 December 2005 in settlements along the project road. The consultation was coordinated by the Consultant through the Office of the Chief of the Road Transport Service Department, which in turn, requested the Local Executive Powers of Qobustan, Shamakhi and Absheron districts to invite local residents, village officials/representatives, NGOs and other stakeholders to the meetings. The consultations were held at the Office of the Local Executive Powers of the respective districts and were attended by a total of 51 participants. The Consultant was represented by the team leader, deputy team leader and the environmental specialist (local and international). During the meeting, the team leader introduced the project and provided general technical details of the proposed road rehabilitation. The international environment specialist presented the results of the impact assessment along with the proposed environmental mitigation measures and monitoring plan. Annexes c to D present the comments and corresponding response during the consultation. Information Disclosure The draft EA report will be presented to both the Government of Azerbaijan and the Bank and will serve as a background document for approval by the MENR. In accordance with OP/BP 4.01, RTSD shall make the draft EA Report (in Azeri language) available at a public place accessible to project-affected groups and local NGOs. The RTSD shall also officially transmit the EA report to the Bank in English for review and clearance. The Bank will make the EA report available to the public through their Infoshop once this is locally disclosed and officially transmitted by RTSD to the Bank. More informal consultation and disclosure will be done during monitoring of the environmental performance of the contractor wherein the ESS/CSC, in addition to site inspections and observations, shall also conduct interviews/consultations with adjacent settlements to determine if the project is causing any adverse environmental and social impacts. Further, a formal grievance redress committee with a representation from the affected people shall be formulated by the contractor in association with ESS/CSC to address public complaints that may arise during the construction stage. 36

REFERENCES

BIRDLIFE INTERNATIONAL. Birds in Europe: Population Estimates, Trends and Conservation Status. Cambridge, UK. 2004 ENGCONSULT Ltd.: Initial Environmental Examination of the Yevlax –Ganja Road Rehabilitation Project. January 2005 FINNROAD Ltd.: Environmental Assessment of Tovuz Bypass. February 2005 SCOTT WILSON CENTRAL ASIA in association with VMV Ltd. Baku: Regional Environmental Review, Environmental Assessment and Management Framework and Resettlement Policy Framework. Azerbaijan Motorway Improvement and Development. November 2005 WORLD BANK. Operational Policies (OP) 4.01: Environmental Assessment. January 1999 (as revised in August 2004)

LIST OF PEOPLE MET Mr. ALLAZOV, Kamran Chief of Ecology & Safety Sector, Road Transport Service Department Mr. ASLANOV, Azer Chief of Unit for Standards and Technical Requirements in Ecological Expertise, Ministry of Ecology and Natural Resources Ms. EBINGER, Jane Environment Specialist, World Bank Mr. SALAHOV, Elchin Director, State Forest Fund (Cengi) Mr. VAGIF, Gadjiyev Head of Road Maintenance Unit, Road Transport Service Department 37

Annex A. MITIGATION MEASURES DURING DESIGN, CONSTRUCTION AND OPERATION Activity Potential Impact Mitigation measures Institutional Responsibility Implement Monitor DETAILED DESIGN PHASE Rehabilitation Erosion and increased incidence Ensure design includes slope stabilization measures such as retaining walls, drainage, Design RTSD activities in sloping of landslide terracing/benching and provision of vegetation cover (details are provided in Section 7.1.3) Consultants areas Increased traffic Increased pedestrian vs. vehicle Integrate in the engineering design safety features such as speed control signs, proper road markings, Design RTSD accidents due to traffic volume streetlights, pedestrian crossing, livestock crossing and other visual means at the entrance and Consultants and higher speed as a result of through the settlements, particularly along schools. improved road Reconstruction of Removal of some By January 2006, submit to MENR a map showing the final design of the road with reference to the Design RTSD road embankment and trees/shrubs (owned by the tree plantations in Cengi so that the State Forest Fund can be advised regarding which trees/shrubs Consultants embankment slopes. State Forest Fund) that are should be transplanted prior to construction. Based on consultations with the MENR and SFF, as the within the 60 m ROW trees/shrubs are newly planted and are generally less than 1 m high, these can be easily transferred by the State Forest Fund. Installation of asphalt Sitting of asphalt plants may Location of asphalt plants will be at least 500 m downwind of settlements and away from productive Design RTSD plants endanger the green areas (rows land and green areas. Such specifications shall be included in the tender documents. Consultants of trees and shrubs) and settlements and agricultural land. CONSTRUCTION PHASE Operation of borrow Disfigurement of landscape and Secure MENR’s approval for the operation of the borrow areas. Contractor ESS/CSC areas damage to access roads Prior to operation of borrow area, submit a plan to ESS indicating the location of the proposed extraction site as well as rehabilitation measures and implementation schedule for the borrow areas and access roads.

Undertake rehabilitation of borrow areas and access roads upon project completion.

Increased dust emission Prior to operation of borrow area, submit a dust management plan which shall include schedule for spraying on access road and details of the equipment to be used.

Spray water on all unpaved access roads particularly in sections where critical receptors, such as settlements, schools and the like, are located.

Siltation and obstruction of Wet aggregates and/or provide cover on haul trucks to minimize dust emission and material spillage. watercourses Locate stockpiles away from watercourses. 38

Annex A. MITIGATION MEASURES DURING DESIGN, CONSTRUCTION AND OPERATION Activity Potential Impact Mitigation measures Institutional Responsibility Implement Monitor Operation of asphalt Odor emission and safety risks Asphalt plants shall be 500 m downwind from settlements. Contractor ESS/CSC plant Provide spill and fire protection equipment and submit an emergency response plan (in case of spills, accidents, fires and the like) to the ESS prior to operation of the plant.

Secure approval from the MENR for installation and operation of asphalt plants.

Water pollution due to spilled Bitumen will not be allowed to enter either running or dry streambeds and nor can be disposed of in bitumen ditches or small waste disposal sites prepared by the contractor.

Bitumen storage and mixing areas must be protected against spills and all contaminated soil must be properly handled according to MENR requirements. Such storage areas must be contained so that any spills can be immediately contained and cleaned up. Establishment and Potential soil and water pollution Submit the following plans to ESS prior to establishment of the work camps and implement Contractor ESS/CSC operation of provisions of such plans: contractor’s work • Layout of the work camp and details of the proposed measures to address adverse environmental camps impacts resulting from its installation. The plan shall be consistent with the provisions of the construction norms BCH 8-89; • Sewage management plan for provision of sanitary latrines and proper sewage collection and disposal system to prevent pollution of watercourses; • Waste management plan covering provision of garbage bins, regular collection and disposal in a hygienic manner, as well as proposed disposal sites for various types of wastes (e.g., domestic waste, used tires, etc.) consistent with appropriate regulations; • Description and layout of equipment maintenance areas and lubricant and fuel storage facilities including distance from water sources and irrigation facilities. Storage facilities for fuels and chemicals will be located away from watercourses. Such facilities will be bounded and provided with impermeable lining to contain spillage and prevent soil and water contamination

Competition for water resources Prior to establishment of the work camps, conduct consultations with local authorities to identify sources of water that will not compete with the local population. 39

Annex A. MITIGATION MEASURES DURING DESIGN, CONSTRUCTION AND OPERATION Activity Potential Impact Mitigation measures Institutional Responsibility Implement Monitor Establishment and Health and safety risks to Secure approval from the MOH’s Central Disinfection Centre and the District Disinfection Centre on Contractor ESS/CSC operation of workers and adjacent the general living conditions and sanitary provisions in the worker’s camp. contractor’s work communities camps (continuation) Provide the following: • adequate health care facilities (including first aid facilities) within construction sites; • training of all construction workers in basic sanitation and health care issues, general health and safety matters, and on the specific hazards of their work; • personal protection equipment for workers, such as safety boots, helmets, gloves, protective clothing, goggles, and ear protection in accordance with SNIP III 4-80; • clean drinking water to all workers; • adequate protection to the general public, including safety barriers and marking of hazardous areas in accordance with Safety Regulations for Construction, Rehabilitation and Maintenance, 1978; • safe access across the construction site to people whose settlements and access are temporarily severed by road construction; • adequate drainage throughout the camps so that stagnant water bodies and puddles do not form; • sanitary latrines and garbage bins in construction site, which will be periodically cleared by the contractors to prevent outbreak of diseases. Where feasible the contractor will arrange the temporary integration of waste collection from work sites into existing waste collection systems and disposal facilities of nearby communities; • awareness campaign on the avoidance of HIV/AIDS and STD involving both the local community and the construction workers

Operation of Water pollution Submit to ESS a description and layout of equipment maintenance areas and lubricant and fuel Contractor ESS/CSC equipment storage facilities including distance from water sources and irrigation facilities. maintenance and fuel storage areas Locate storage facilities for fuels and chemicals away from watercourses. Such facilities will be bounded and provided with impermeable lining to contain spillage and prevent soil and water contamination.

Store and dispose waste/used oil consistent with MENR requirements. 40

Annex A. MITIGATION MEASURES DURING DESIGN, CONSTRUCTION AND OPERATION Activity Potential Impact Mitigation measures Institutional Responsibility Implement Monitor Earthworks and Loss of topsoil Topsoil shall be stripped and reused to cover areas where excess materials will be dumped and along Contractor ESS/CSC various construction road sections where roadside vegetation will be provided. Long-term stockpiles of topsoil will be activities immediately provided with a grass cover and protected to prevent erosion or loss of fertility.

Submit to ESS a soil management plan detailing measures to be undertaken to minimize effects of wind and water erosion on stockpiles, measures to minimize loss of fertility of top soil, timeframes, haul routes and disposal sites.

Siltation and obstruction of Conduct consultation with local authorities and landowners on the selection of disposal sites and Contractor ESS/CSC watercourses and drainage due secure MENR’s approval. to improper disposal of excess materials The amount of materials that need to be disposed will be reduced significantly, since of the 145,000 m3 total volume of cut materials, approximately 113,000 m3 will be used as fill for the reconstruction of road embankments and embankment slopes. Further, all reclaimed asphalt pavement (estimated at 54,000 m3) will be recycled for the construction of new pavement further reducing the volume of spoils that need to disposed of.

Transport excess materials to the final disposal sites as extraction proceeds to minimize exposure to the elements that could cause erosion.

Upon completion of the project, provide spoils stockpiles with grass cover.

Prevent earthworks and stone works related to road construction from impeding the flow of rivers / streams and canals or existing irrigation and drainage systems.

Hire local groups to undertake cleaning of drains during the construction period.

Dust emission along routes to Regularly spray water on haul roads to suppress dust, especially along sections that will pass close to Contractor ESS/CSC and from final disposal sites settlements.

Competition for water resources Conduct consultation with local authorities to identify sources of water (for spraying and other Contractor ESS/CSC construction requirements) that will not compete with the local population. Air pollution due to exhaust Maintain construction equipment to good standard and avoidance, as much as possible, idling of Contractor ESS/CSC emission from the operation of engines. construction machinery Banning of the use of machinery or equipment that cause excessive pollution (e.g., visible smoke). 41

Annex A. MITIGATION MEASURES DURING DESIGN, CONSTRUCTION AND OPERATION Activity Potential Impact Mitigation measures Institutional Responsibility Implement Monitor Earthworks and Disturbance of adjacent Restrict work between 0600 to 2100 hours within 500m of the settlements. In addition, a limit of 70 Contractor ESS/CSC various construction settlements due to elevated noise dBA will be set in the vicinity of the construction site and strictly followed. activities levels

Soil compaction due to operation Confine operation of heavy equipment within the ROW, as much as possible, to avoid soil Contractor ESS/CSC of heavy equipment compaction and damage to agricultural land.

Removal of roadside vegetation Secure tree cutting permit from the MENR. Contractor ESS/CSC

In coordination with the State Forest Fund of MENR, transplant young trees/shrubs (that are within the ROW) in Cengi.

Undertake compensatory planting for trees that need to be cleared from the ROW such as in the Contractor vicinity of Maraza and Shamakhi. These activities shall be subcontracted by the contractor to the with technical local populace particularly to women. support from The ESS will provide technical support in terms of the selection of appropriate tree species and other ESS aspects (e.g., proper timing, watering, etc.) regarding establishment of roadside vegetation. Social grievance Formulation of a grievance redress committee in association with affected population before starting Contractor ESS/CSC the civil work. Traffic impairment Submit traffic management plan to local traffic authorities prior to mobilization. Contractor ESS/CSC

Provide information to the public about the scope and schedule of construction activities and expected disruptions and access restrictions

Allow for adequate traffic flow around construction areas.

Provide adequate signalisation, appropriate lighting, well-designed traffic safety signs, barriers and flag persons for traffic control.

Temporary disturbance of small The stalls for selling local agricultural products and meat can be easily lifted and transferred outside Contractor ESS/CSC roadside businesses the construction areas. Assistance for physical relocation of roadside stalls/kiosks shall be provided. (kiosks/wooden stalls) that are positioned very close to the road. Bridge construction Disturbance of a small nesting To ensure that breeding sites are not affected by the project, construction works in the two bridges Contractor ESS/CSC colony of the Lesser Kestrel (a over Ceyrankecmez River at km 74 and km 80 will not be undertaken from April to August as these globally threatened migratory are breeding months of such species. The contractor shall prohibit its workers from hunting wildlife. avian species) 42

Annex A. MITIGATION MEASURES DURING DESIGN, CONSTRUCTION AND OPERATION Activity Potential Impact Mitigation measures Institutional Responsibility Implement Monitor Impairment of surface water Submit a method statement or plan for the execution of bridge construction works including measures Contractor ESS/CSC quality that will be undertaken to address adverse environmental impacts such as erosion of river embankment and siltation of watercourses that may result from such activities.

Install cofferdams, silt fence, sediment barriers or other appropriate devices to prevent migration of silt during excavation and boring operation within rivers or streams.

Avoid "dropping the bridge" into rivers/streams. This will be done by "sawing" appropriate sections of the bridge and using cranes to lift these sections or alternatively construct a platform onto which the bridge could be dropped.

Dewatering and cleaning of cofferdams will be performed to prevent siltation, by pumping from cofferdams to a settling basin or a containment unit.

Discharge of sediment-laden construction water (e.g., from areas containing dredged spoil) directly into surface watercourses will be forbidden. Sediment laden construction water will be discharged into settling lagoons or tanks prior to final discharge.

OPERATION PHASE Increased traffic flow Elevated levels of gaseous and Along sections of the road with sensitive receptors such as settlements and schools, provision of noise emissions due to increased roadside vegetation using densely leafed shrubs and trees should provide some attenuation. The traffic ESS of RTSD recommended planting of species such as oleaster, olive, acacia and pine trees which are suitable for the area, particularly in Maraza and Shamakhi.

Prior to construction works, the following method statements/plans shall be submitted by the Contractor to the ESS for approval: 1. A plan indicating the location of the proposed extraction site as well as rehabilitation measures to be implemented for the borrow areas and access roads upon project completion 2. Dust management plan which shall include schedule for spraying on access road and details of the equipment to be used 3. Layout of the work camp and details of the proposed measures to address adverse environmental impacts resulting from its installation. The plan shall be consistent with the provisions of the construction norms BCH 8-89 4. Sewage management plan for provision of sanitary latrines and proper sewage collection and disposal system to prevent pollution of watercourses 5. Waste management plan covering provision of garbage bins, regular collection and disposal in a hygienic manner, as well as proposed disposal sites for various types of wastes (e.g., domestic waste, used tires, etc.) consistent with appropriate regulations 43

6. Description and layout of equipment maintenance areas and lubricant and fuel storage facilities including distance from water sources and irrigation facilities. Storage facilities for fuels and chemicals will be located away from watercourses. Such facilities will be bounded and provided with impermeable lining to contain spillage and prevent soil and water contamination 7. Soil Management Plan detailing measures to be undertaken to minimize effects of wind and water erosion on stockpiles of topsoil and excess materials, measures to minimize loss of fertility of top soil, timeframes, haul routes and disposal sites for excess materials. 8. plan for the execution of bridge construction works including measures that will be undertaken to address adverse environmental impacts such as erosion of river embankment and siltation of watercourses that may result from such activities. 9. Emergency response plan (in case of spills, accidents, fires and the like) prior to operation of the asphalt plant 10. A plan (mechanism and organizational structure) detailing the means by which local people can raise grievances arising from the construction process and how these will be addressed (e.g., through dialogues, consultations, etc.). 44

Annex B. ENVIRONMENTAL MONITORING PLAN Aspect Parameters to be monitored Location Methodology Timing Institutional Responsibility for Monitoring Permits/Clearances Existence of permits from MENR for borrow Inspection Before commencement of site works ESS/CSC areas, asphalt plants, disposal sites and tree or installation of facilities cutting as well as clearance from the MOH for establishment and operation of work camps. Contractor’s yard Solid waste handling and disposal Contractor’s yard Inspections, observations Unannounced inspections during ESS/CSC facilities construction Drainage conditions Sanitation facilities and sewage disposal Heath facilities Equipment maintenance Storage and handling practices Contractor’s yard Inspections, observations Unannounced inspections during ESS/CSC and fuel storage areas Condition of storage facilities of fuel, construction lubricants and paints Spillage Drainage conditions

Borrow areas and access Watercourses in the vicinity (obstruction, At site and access roads Inspections, observations, Unannounced inspections during ESS/CSC roads siltation, etc.) consultation with nearby construction and after complaint Dust emission along access roads, communities particularly near settlements. Asphalt plant Exhaust fumes At site Inspections, observations, Unannounced inspections during ESS/CSC consultation with nearby construction and after complaint communities Worker’s Safety Provision and use of appropriate personnel Job site Inspections; observations and Unannounced inspections during ESS/CSC safety equipment interviews construction 45

Annex B. ENVIRONMENTAL MONITORING PLAN Aspect Parameters to be monitored Location Methodology Timing Institutional Responsibility for Monitoring Top soil preservation and Stockpiling and means of protection Job site Inspections, observations Upon preparation of the construction ESS/CSC final disposal site of excess site, after stockpiling and after materials completion of works on embankment slopes Traffic safety Existence of traffic management plan Inspection, Before commencement of site works ESS/CSC approved by the local traffic authority

Implementation of various provisions in the Job site Inspection, observations and During construction period (twice a ESS/CSC traffic management plan. consultations with nearby week, i.e., once during daytime and communities another during nighttime)

Worker’s education on Implementation of the awareness Worker’s camp Interviews After beginning of works and at ESS/CSC HIV/AIDS and STD campaign and worker’s knowledge appropriate intervals throughout construction Transport of materials Dust emission Throughout project Inspections, consultation with Unannounced inspections during ESS/CSC road, access roads and communities construction construction Bridge Construction Compliance with recommended bridge Meeting with contractor, Prior to commencement of site ESS/CSC construction schedule for two bridges inspections and observation works and during Lesser Kestrel over Ceyrenckecmez river breeding season from April to August. Surface water protection Bridge construction Inspections, observations unannounced inspections during ESS/CSC sites bridge works

Various construction Exhaust fumes and noise due to At site Inspection, observations and unannounced inspections during ESS/CSC activities operation of heavy equipment consultations with nearby works communities

Provision of vegetation Progress/status of provision of Along project road Inspections, observations Monthly during construction ESS/CSC vegetation cover in erosion/landslide prone areas and roadsides along settlements, particularly in the vicinity of Quarterly during operation Maraza and Shamakhi 46

Annex C. Results of Public Consultation and List of Participants – Qobustan District (Maraza, 8 December 2005)

Comment Response Representative of Narimankend municipality: According to the World Bank requirements, Part of the project road runs through our people should get compensation even if they village and there are some structures along do not legally own the land while according to the road. Some people have legal documents Azeri legislation, illegal users have to move for such properties while others do not. What without compensation. This, however, is not a will be the procedure on compensation? project issue since the rehabilitation will be undertaken without requiring land acquisition or removal of permanent structures. The road will be rehabilitated within the existing ROW, widening will not be undertaken. Chief of Civil Defence Headquarters This road is considered to be a tourism route These recommendations will be considered in and based on international standards, such the design and will be subject to further road should be provided with roadside rest consultations. areas with sanitation facilities every 25 km. Will these be implemented under this project?

The area at km 110 km in Maraza is used as a pastureland where about 5 to 10 animals are hit by passing vehicles on a daily basis. Is it possible to install fences in this area? Improvement of road safety is one of the aims Due to the relief, mountain slopes of the proposed rehabilitation, these aspects (serpentines, small hills) limit visibility of the will be considered in the design. road and should be cut. Further, some sections along km 60 to km 80 and km 105 to km 110 are active landslide zones. Representative of Bedelli village The bus stop area at 100 km is known as a Since the road is classified as Category II, the dangerous zone with high percentage of road rehabilitation shall not involve widening. accidents, some of which are fatal, as there However, improvements to the junction, e.g., are several access roads crossing at this provision of some turning lanes, will be place. We propose that a two-lane road (at considered to improve road safety. each direction) about 300 m long be provided in this section.

This road mainly runs through highlands and This will be considered in the design. usually there is thick fog in this area. In order to improve traffic safety, is it possible install guardrails and other provisions to improve visibility? 47

No. Name Position/Address Contact number

1 Alikram Cumeli Javadov Chief of Road Maintenance Unit 5-00-25 No.8, Maraza Settlement 2 Shikhbala Nesreddin Chief of Civil Defense Headquarters 5-27-54 Bayramov 3 Fizuli Qarib Gulaliyev Deputy Mayor of Executive Power 5-25-18 4 Agakhan Ali Ibadov Representative of Badalli village 5-01-16 5 Nezerkhan Gulkhan Nabiyev Representative of Shikhali village 5-22-13 6 Elkhan Babasen Qayibov Representative of Narimankend 5-00-26 7 Avtandil Heybat Shikarov Representative of Maraza 5-23-18 8 Hayan Shirzad Sadayev Chairman of Badalli Municipality 9 Arif Gulaliyev Amrullah Chairman of Shikhali village 10 Teyfur Zeynal Amrahov Chairman of Teklekend village 11 Ruzgar Najaf Shikarov Assistant of Teklekend representative 6-11-21 12 Vugar Novruz Mardanov Chairman of Narimankend village 5-21-21 13 Said Agakishi Jafarli Deputy of mayor on social issues 5-00-03 48

Annex D. Results of Public Consultation and List of Participants – Shamakhi District Comment Response Chief of Road Maintenance Office #9 According to the information you provided, Based on the results of the traffic counts we the rehabilitation will be undertaken on the conducted, there has been some recent existing road with minor changes. Traffic increase in traffic volume with the highest rate counts in Shamakhi reaches 8-12 thousand recorded at km 15. Traffic counts reached 8- vehicles per day during weekends. With this 10 thousand vehicles per day at the first 22 km traffic volume, how can road safety be of the project road. Widening will be made in ensured without widening? this section but this is still under discussions.

Shamakhi observatory is considered a tourist This is a second category road and cannot be place and traffic increases day by day widened, but provision of a 2 m paved shoulder on each side of the road is being considered.

The municipality has allocated its land to the According to our legislation, it is forbidden to population and some of them are even within have any activity or structure within the ROW the ROW. How will these people be treated? and there are legal procedures to expropriate the land. But the scope of our project is rehabilitation and will not require land acquisition.

In Shamakhi some part of the road runs near Our task is to stay within existing alignment the graveyard and some houses are too without widening and improve the traffic safety close to the road. in dangerous places.

At km 110 km near Ajidere, at the entrance to The regional road maintenance department Muganli, there is an increasing sliding zone, conduct regular maintenance of roads. Within which is dangerous especially in winter. our project, geotechnical engineers are engaged in the project and results of the tests they have done in 5 to 6 places will be considered in the design.

Will the wearing course be kept during It is supposed that at least wearing course will rehabilitation? be removed, as well other unfit materials. More information will be available during the next stages after the road layers are analyzed. Representative of the Executive Power in Merzende village At 113 km the project road crosses with the The design will consider improvement of the access road leading to our village and we junction and we shall present detailed have high percent of road accidents here drawings during the next consultation with especially on weekends when traffic volume regard to technical specifications of the is high. project.

No Name Position/Address Contact number

1 Rovshan Khalmali Safarov Representative of Meysarli village 349-02-96 2 Jabrail Qarib Yahyayev Engineer of Shamakhi Municipality 720-18-45 3 Musa Mahammad Musayev Chairman of Shahriyar Municipality 9-47-05 358-13-05 49

4 Seyfulla Qasimov Chairman of Secon Jabani village 337-25-36 5 Seyidrza Muradkhan Representative of Secon Jabani village 392-32-98 Nabiyev 6 Rahim Khalilulla Khalilov Chairman of Hamyali Municipality 9-14-31 7 Sardar Qara Omarov Representative of Hemyeli village 351-38-44 8 Samad Bedgabdan Mejnunov Merzendiye Municipality of Shamakhi 372-23-17 9 Tahir Agaismayil Hashimov Representative of Merzendiyye 785-33-59

10 Sahib Uruf Nabiyev Qurdtepe Municipality of Shamakhi 392-78-34 11 Nariman Qazam Narimanov Representative of Qurdtepe village 3559480 12 Feygar Eldar Deydajov Representative of Mugana village 3489980 13 Natiq Pasha Azizov Chairman of Muganli Municipality 3453319 14 Mohubbat Jallad Mammadov Representative of Mirzekend 5794530 15 Zohrab Gulkhas Shahbazov Chairman of Garavelli Municipality 391-84-60 16 Kamil Haji Samandarov Chairman of Mirzekend 670 03 23 17 Sefa Yunus Samadov Chief Engineer of Executive Power 3745151 18 Adalet Mehrali Omarov Chief of Road Maintenance Unit No. 9 2022550 19 Aladdin Avaz Musayev Chief Architecture-Construction 3534123 Department 20 Agagedir Reshid Osmanov Representative of Shehriyar settlement 3791517 21 Shahnezer Seybaba Qasimov Representative of Shamakhi 6486665 22 Mehman Adalet Efendiyev Chief of Department of Executive 6676410 Power 50

Annex E. Results of Public Consultation and List of Participants – Absheron District

Comment Response Representative of Hokmali settlement

Will there be compensation for affected The project will involve rehabilitation within the structures? ROW such that land acquisition, resettlement and removal of permanent structures are not expected. Chief of District Department No.4 of Ministry of Ecology and Natural Resources

Not all borrow pits are defined under this As required by the MENR, the contractors project, all borrow pits are to be defined in shall secure an environmental clearance prior the reports. We know that all foreign to operation of the borrow areas. Detailed companies will follow all environmental layout of the proposed borrow area and requirements, but unfortunately local method statement shall also be submitted by companies will not. the contractor for the approval of MENR as well as of ESS and CSC. The contractor shall also be required to employ a full time environment, health and safety manager who will supervise and ensure implementation of required mitigation measures. During operation, the environmental performance of the contractors shall be monitored by the ESS with the assistance of an international environmental specialist of the construction supervision consultant. This is to ensure that the provisions of the EMP are properly implemented by the contractor.

In Cengi, as the trees are still young, these will The trees planted along the road near Cengi be transplanted prior to construction works. are young, but in Shamakhi the trees along Not all trees along the road in Shamakhi will the road are mature and their cutting will be cut. Only those that are too close to the have adverse impact on the environment. road will be removed for traffic safety reasons. Cut trees will be replaced through compensatory planting. Water-canalization Department

How will the relocation of utilities be There will be proper coordination with the undertaken and who will be responsible for concerned agencies/authorities (e.g., for gas this? facility, electricity, etc.) to ensure that utilities are relocated prior to construction.

What will be the thickness of asphalt Asphalt surfacing will be 50 mm thick while pavement? binder and base will have a total thickness of about 200 mm. Chief of Department of Architecture and Construction

How long will be the construction period? Construction will be undertaken for 3 years starting mid 2006 until mid 2009.

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Will the new road be a two-or one lane road? It will be a two-lane road (i.e., one lane per direction). Chief of Gas Department of Absheron Region

There are gas pipelines along the road at km Consultation/coordination with the Gas km 16-18 near Mushfiq settlement. Is this Department will be made to arrive at an considered under the project? agreement on the design approach with regard to the pipelines.

No. Name Occupation/Agency/Address Contact number

1 Elimkhan Abdul Mehraliyev Editor of Absheron newspaper 442-44-58

2 Qazanfar Muzaffar Aliyev Chief of District Department No.4 of 660 24 44 Ministry of Ecology and Natural 4181824 Resources

3 Fikret Murad Babayev Representative of Ashagi Guzdak 443-96-00 village 443-96-55 313-55-96 4 Yaver Sular Huseynov Representative of Hokmali settlement 442-11-60 442-31-21 5 Elmar Zulfugar Chief of Absheron 442-33-00 Humbataliyev Telecommunication 213-66-01

6 Vidadi Jumshud Abbasov Chief of Khirdalan Electricity 442-11-42 Network 225-29-61

7 Hamid Huseynov Vali Chairman of Pirekeshkul-Qobustan 542-58-22 Municipality 443-99-24 8 Etibar Aga Musayev Chief of Nature’s Present 213-03-30 Organization 410-57-07 410-58-08 9 Yashar Qiyas Osmanov Chief of Gas Department of Absheron 206-07-22 Region 442-11-27 10 Akif Alas Aliyev Chief of Department of Architecture 212-22-31 and Construction 442-11-14 11 Boyukaga Safar Abbasov Chief of Ashagi Guzdak Municipality 3642589 of Absheron region 443-97-01 12 Jahan Karam Ismayilov Representative of Pirekeshkul- 3650443 Qobustan villages of Absheron 443-98-01 13 Fariz Murad Aliyev Consultant of Department of Social- 332-47-77 Economical Issues 442-11-16 14 Mirzabala Rerhimbala Chief of Department of Social- 442-05-92 Asanov Economical Issues 318-39-92 15 Mirnemat Miraziz Chairman of Hokmali Municipality 442-28-64 Mirhadiyev 16 Qorkhmaz Abbas Abbasov Water-canalization Department 442-31-11 221-86-74 52