Draft Environmental Impact Assessment
June 2013
KAZ: Astana Light Rail Transit Project
Prepared by Astana Light Rail Transit (LRT) Limited Liability Partnership (ALRT) for the Asian Development Bank.
Astana LRT Project - Kazakhstan Environmental Impact Assessment
List of Abbreviations and Kazakh Terminologies +/- Indicates an approximation
ADB Asian Development Bank Akim Town Mayor ALRT Astana Light Rail Transit (LRT) Limited Liability Partnership APMS Air Pollution Monitoring Station amsl above mean sea level AMP Asphalt mixing plant AP Affected Person
BRT Bus Rapid Transit BOE Barrel of oil equivalent
CCS Control Center Supervisor CCTV Closed circuit television CEAP Construction Environmental Action Plan CFH MOA’s Committee of Forestry and Hunting CHPP Central Heat and Power Plant CL center line CO carbon monoxide or Control Operators depending on context COPA Conditions of Particular Application CR Critically Endangered
CWR MOA's Committee on Water Resources
dBA Decibel (most common measure of sound) DOE Department of Environment (Oblast level)
Executing Agency or Environmental Assessment or Environmental EA Assistant depending on context. EBRD European Bank for Reconstruction and Development EBRD-FS EBRD-supported Feasibility Study EC Environmental Code EE Ecological/Environmental Expertise EEC Ecological/Environmental Expertise Committee EIA Environmental Impact Assessment EM Environmental Management EMI Electromagnetic Interference EMF Electromagnetic Fields EMP Environmental Management Plan EMS Environmental Management System ES Executive Summary ESO Environment/Safety Officer ESR Environmental and Safety Report
FIDIC Federation Internationale Des Ingenieurs Conseils (the French acronym for International Federation of Consulting Engineers) FS Feasibility Study
GoK Government of Kazakhstan GCOC General Conditions of Contract
Ha hectare HC hydrocarbons HHP Heat & Power Plant
ICB International Competitive Bidding IEB Initial Environmental Baseline IEBS Initial Environmental Baseline Survey IEE Initial Environmental Examination IFI International Financing Institution ISO International Standards Organization
June 2013 Acronyms & Table of Contents - Page 1 Astana LRT Project - Kazakhstan Environmental Impact Assessment
IUCN International Union for the Conservation of Nature
JBIC Japan Bank for International Cooperation
KARM Kazakhstan Resident Mission (of ADB) in Astana KazNIIEK Kazakhstan Research Institute of Ecology and Climate Kj Kilo-joule (unit of energy measurement) Km Kilometer Ktg Kazakhstan Tenge (unit of currency)
Leq Energy-averaged sound level commonly used to describe traffic noise. L10% Sound level exceeded 10 percent of the measurement period. L90% Sound level exceeded 90 percent of the measurement period. Ldn Day-night average sound level Lmax Maximum sound level in a given period LARP Land Acquisition and Resettlement Report LCB Local Competitive Bidding LEE Law on Environmental Expertise (1997, as amended) LEP Law on Environmental Protection (1997, as amended) LLP Limited Liability Partnership LPA Law on Protection of the Atmosphere (2002, as amended)
M Meter MAC Maximum Allowable Concentration MACda Daily Average Maximum Allowable Concentration MAC One Time Maximum Allowable Concentration mG Milligauss, a unit of measurement for electromagnetic fields. Mg/m3 Milligram per cubic meter MOA Ministry of Agriculture MoEP Ministry of Environmental Protection MOH Ministry of Health MoTC Ministry of Transport and Communication MR Management Representative for Environmental Issues m/s Meters per second Mm/s Millimeters per second Msl mean sea level
NGO Non-Governmental Organization NH3 Ammonia NO2 Nitrogen Dioxide
O3 Ozone Oblast Province or State OCC Operations Control Center OM Operational Manual (of ADB) OED Oblast Environmental Department Acronym for the Kazakhstan National Environmental Assessment OVOS RoK EIA (Оценка воздействия на окружающую среду - OVOS)
PAI Potential Area of Impact PC Public Consultation PEIA Preliminary Environmental Impact Assessment PPV Peak particle velocity (a vibration measure in mm/s)
Rayon District - similar to a county or province RoK Republic of Kazakhstan RoW Right-of-Way RRP Rapid Response Personnel
SA Station Attendant SanPiN Sanitary Regulations and Standards (MOH) SES Sanitary and Epidemiological Services (MOH) SO2 Sulfur Dioxide SPS Safeguard Policy Statement, Asian Development Bank (2009)
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TEPO. Territorial Environmental Protection Office ToR Terms of Reference TSA Targeted Social Assistance TSE International Code for Astana International Airport TSS Transport Sector Strategy TSP Total suspended particulate
VU Vulnerable (a status category related to fauna)
June 2013 Acronyms & Table of Contents - Page 3 Astana LRT Project - Kazakhstan Environmental Impact Assessment
TABLE OF CONTENTS
EXECUTIVE SUMMARY ...... ES-1
A. INTRODUCTION ...... A-1 Organization of Part A ...... A-1 1.0 Purpose and Context of the EIA Report ...... A-1 1.1 Context ...... A-1 1.2 Purpose ...... A-1 1.3 Proponent ...... A-2 1.4 Nature, Size and Location of the Project ...... A-2 1.4.1 Nature of the Project ...... A-2 1.4.2 Location ...... A-2 1.4.3 Size ...... A-2 2.0 Stage of Project Preparation ...... A-3 3.0 Extent of EIA Study ...... A-5 4.0 Organization & Contents of the EIA ...... A-5
B. PROJECT NEED, ALTERNATIVES CONSIDERED & REQUIRED APPROVALS ...... B-1 Organization of Part B ...... B-1 1.0 Type of Project...... B-1 2.0 Need for the Project ...... B-1 3.0 Location ...... B-2 4.0 Alternatives Considered ...... B-2 4.1 The "No-Project" Alternative ...... B-3 4.2 Alternative Project Characteristics ...... B-4 4.2.1 Alternative Transit Modes ...... B-4 4.2.1 At-grade versus Elevated and Underground Alternatives ...... B-5 4.2.3 Alternative Alignments ...... B-5 4.2.4 Alternative Systems & Equipment ...... B-6 5.0 Required Approvals ...... B-12 5.1 Required ADB Environmental Approval ...... B-12 5.2 Required RoK EIA Approvals & Permits ...... B-14 5.2.1 Legal Framework ...... B-14 5.2.2 Administrative Framework ...... B-15 5.2.3 RoK EIA Requirements & Review Processes ...... B-17 5.2.4 Permit Processes ...... B-18 5.3 Astana LRT-Specific Requirements ...... B-19 5.3.1 Feasibility Study Approval...... B-19 5.3.2 Astana Agency Approvals ...... B-19 5.3.3 Approvals Required by Contract Provisions ...... B-19
C. DESCRIPTION OF THE PROJECT ...... C-1 Introduction ...... C-1 1.0 Network Overview by Stage ...... C-1 2.0 Design and Construction Proposals ...... C-5 2.1. Phase 1 ...... C-5 2.1.1 Design and Construction of On-Grade Segment ...... C-5 2.1.2 Design and Construction of Elevated Segments ...... C-6 2.2. Phase 2 ...... C-7 2.3. Temporary Construction Facilities ...... C-7 2.3.1 Prefabrication Plant(s) ...... C-7 2.3.2 Construction Camps & Staging Areas ...... C-7 2.4 Sources of Materials & Water Supply ...... C-8 2.4.1 Quarried Materials ...... C-8 2.4.2 Quantity of Fill Required ...... C-9
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2.4.3 Potable and Non-Potable Water Sources ...... C-10 2.4.4 Wastewater and Solid Waste Disposal ...... C-10 3.0 Operational Characteristics ...... C-10 3.1 System Operating Concept ...... C-10 3.1.1 Overview ...... C-10 3.1.2 Operations Control Center (OCC) ...... C-10 3.1.3 Passenger Safety and Security ...... C-11 3.1.4 Fare Collections ...... C-12 3.2 Equipment (Rolling Stock) Characteristics ...... C-12 3.3 Station Proposals ...... C-13 3.4 Operational Noise ...... C-13 3.5 Power Supply ...... C-14 3.6 Right-of-Way (ROW) Requirements ...... C-15 4.0 Staging ...... C-15 5.0 Infrastructure Components...... C-16 6.0 Land Acquisition and Resettlement Aspects ...... C-16 7.0. Contracting & Institutional Aspects of the Project ...... C-16 7.1. Contracting Procedures ...... C-16 7.2. Supervision & Monitoring ...... C-17
D. DESCRIPTION OF THE ENVIRONMENT ...... D-1 Organization of Part D ...... D-1 1.0 Land ...... D-1 1.1 Geological Characteristics & Resources, ...... D-1 1.2 Topography/Physiographic Conditions ...... D-2 1.3 Soils ...... D-3 2.0 Hydrology ...... D-4 2.1. Surface Hydrology ...... D-4 2.2. Groundwater Hydrology ...... D-6 2.3 Water Quality ...... D-6 3.0 Air ...... D-9 4.0 Noise and Vibration ...... D-13 4.1. Noise ...... D-13 4.2. Vibration ...... D-20 5.0. Electro-Magnetic Force & Interference ...... D-21 6.0 Biological Environment ...... D-23 6.1. Flora (Vegetation and Plant Species) ...... D-23 6.2. Fauna (Animal Species) ...... D-23 6.3. Sensitive Habitats & Protected Areas ...... D-25 7.0 Health & Safety ...... D-26 7.1. Health Facilities ...... D-26 7.2. Public Health & Safety...... D-26 8.0 Socio-Economic Environment ...... D-27 8.1 Administrative Organization ...... D-27 8.2. Demographic and Economic Characteristics ...... D-27 8.2.1 Demographic Characteristics ...... D-27 8.2.2 Employment Characteristics ...... D-30 8.3 Infrastructure Resources ...... D-31 8.3.1 Transport Infrastructure ...... D-31 8.3.2. Water Supply Infrastructure ...... D-35 8.3.3 Wastewater & Solid Waste Disposal ...... D-35 8.3.4 Electrical Power, District Heating Systems & Other Utilities .... D-36 8.4. Land Uses ...... D-36 8.5. Ethnic & Vulnerable Groups ...... D-38 8.6. Local Educational Facilities & Amenities ...... D-39 8.7. Recreational Facilities ...... D-41 9.0 Physical Cultural Resources ...... D-41
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E. IMPACTS & MITIGATION ...... E-1 Organization of Part E ...... E-1 Impact Area & Types of Impacts ...... E-1 1.0 Pre-Construction Stage ...... E-4 1.1 Land ...... E-4 1.2 Water ...... E-6 1.3. Air ...... E-10 1.4. Noise and Vibration ...... E-13 1.5 Electro-Magnetic Fields and Interference (EMF/EMI) ...... E-20 1.6. Biological Environment (Flora and Fauna) ...... E-23 1.7. Health and Safety ...... E-25 1.8. Socio-Economic ...... E-26 1.9. Physical Cultural Resources ...... E-31 2.0 Construction Stage ...... E-32 2.1 Land ...... E-32 2.2 Water ...... E-32 2.3. Air ...... E-35 2.4. Noise and Vibration ...... E-36 2.5 Electro-Magnetic Interference ...... E-37 2.6. Biological Environment (Flora and Fauna) ...... E-37 2.7. Health and Safety ...... E-38 2.8. Socio-Economic ...... E-39 2.9. Physical Cultural Resources ...... E-41 3.0 Operational Stage ...... E-42 3.1 Land ...... E-42 3.2 Water ...... E-42 3.3. Air ...... E-43 3.4. Noise and Vibration ...... E-44 3.5 Electro-Magnetic Interference ...... E-45 3.6. Biological Environment (Flora and Fauna) ...... E-45 3.7. Health and Safety ...... E-45 3.8. Socio-Economic ...... E-46 3.9. Physical Cultural Resources ...... E-46 4.0. Key Impacts & Mitigation ...... E-46 5.0. Cumulative & Induced Impacts ...... E-47
F. PUBLIC CONSULTATION, INFORMATION DISCLOSURE, GRIEVANCE REDRESS MECHANISM ...... F-1 Organization of Part F ...... F-1 1.0 Public Consultation and Disclosure ...... F-1 1.1 Public Consultations Conducted ...... F-1 1.1.1. Feasibility Study Consultations - March 2009 ...... F-1 1.1.2 Round 1 ADB Draft EIA Public Consultation 1: 9 Dec 2011 ...... F-1 1.1.3 Round 2 ADB Draft EIA Public Consultation 2: 4 Feb. 2012 ...... F-2 1.1.4 Round 3 ADB Draft EIA Public Consultation 3: 15 Jun 2013 .. F-2 1.2 Comments Received & Design Response ...... F-2 1.2.1 Feasibility Study Consultations - March 2009 ...... F-2 1.2.2 Round 1 ADB Draft EIA Public Consultation: 9 Dec. 2011 ...... F-3 1.2.3 Round 2 ADB Draft EIA Public Consultation: 4 Feb. 2012 ...... F-4 1.2.4 Round 3 ADB Draft EIA Public Consultation: 16 Jun. 2013 ...... F-5 1.3 Planned Information Disclosure ...... F-6 2.0 Grievance Redress Mechanism ...... F-6
G. ENVIRONMENTAL MANAGEMENT PLAN...... G-1 1.0 Introduction ...... G-1 2.0 Monitoring ...... G-17
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2.1. Ambient Monitoring ...... G-17 2.2. Compliance Monitoring ...... G-21 3.0 Institutional Arrangements ...... G-22 3.1. Construction Phase ...... G-22 3.2. Operational Phase ...... G-23 4.0 Environmental Costs ...... G-23
H. CONCLUSIONS & RECOMMENDATIONS...... H-1 1.0 Conclusions ...... H-1 1.1 Overall Conclusion ...... H-1 1.2 Conclusions vis-à-vis Categorization of the Project ...... H-1 1.3 Conclusions vis-à-vis ADB Environmental Safeguard Requirements.... H-2 2.0 Recommendations ...... H-3 2.1 Pre-Construction & Construction Stage ...... H-3 2.1.1 Adopt an ISO 14000 Approach to Environmental Management H-3 2.1.2 Establish a Maximum NEF Design Standard ...... H-3 2.1.3 Establish Procedures for Supplemental EIAs ...... H-4 2.1.4 Ensure PMC Provides Full EM Expertise ...... H-4 2.1.5 Adopt the COPA Environmental Provisions ...... H-4 2.1.6 Provide COPA Training to ALRT Staff ...... H-4 2.1.7 Incorporate COPA Provisions in the Bid Packages ...... H-5 2.1.8 Hold Pre-Bid Workshops for Potential Bidders ...... H-5 2.1.9 Explicitly Consider Environment in Bid Reviews ...... H-5 2.1.10 Conduct Routine Construction Site Investigations ...... H-6 2.2 Operational Stage ...... H-6
APPENDICES Appendix 1 Recommended Conditions of Particular Application ...... Appendix 1-1 Appendix 2 Road ROW Cross-Sections ...... Appendix 2-1 Appendix 3 Public & Agency Consultations ...... Appendix 3-1 Appendix 4 ISO 14000 Recommendations ...... Appendix 4-1 Appendix 5 Environmental Checklist for Site Supervision Visits ...... Appendix 5-1
LIST OF FIGURES
Figure A-1 Proposed Astana LRT Network ...... A-3
Figure B-1 Location of the Project ...... B-3 Figure B-2 Alternative Alignment 1 ...... B-7 Figure B-3 Alternative Alignment 5 ...... B-8 Figure B-4 Alternative Alignment 19 (Preferred Alternative) ...... B-9 Figure B-5 Alternative Rolling Stock Considered ...... B-11
Figure C-1 Planned Astana LRT Network ...... C-2 Figure C-2 Street-Specific Identification of Applicable Cross-Sections ...... C-4 Figure C-3 Structural Components of Elevated Guide-Way Supports ...... C-6 Figure C-4 Quarry Locations...... C-9 Figure C-5 Astana LRT Vehicle ...... C-12
Figure C-6 Artist’s Conception of an Astana LRT Station ...... C-13 Figure C-7 Station Plan – Intermediate Level ...... C-14 Figure C-8 Station Plan – Platform Level ...... C-14
Figure D-1 Pile Depth Requirements ...... D-2 Figure D-2 Water Quality Monitoring Stations ...... D-5 Figure D-3 Air Quality Monitoring Stations ...... D-12
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Figure D-4 Examples of Noise Expressed as dB(A) ...... D-14 Figure D-5 Sensitive Receptors in Proximity to Phases 1 & 2 ...... D-15
Figure D-6 Noise Monitoring Locations ...... D-18 Figure D-7 Human/Structural Responses to Vibration Levels ...... D-22 Figure D-8 Designated Protected Areas ...... D-25 Figure D-9 Astana Municipal Area ...... D-29 Figure D-10 Proposed Trans-Asia Rail Network ...... D-32
Figure D-11 Astana Rail Lines ...... D-32 Figure D-12 Astana Major Roads and Traffic Volumes ...... D-34 Figure D-13 Street-Specific Identification of Applicable Cross-Sections ...... D-37
Figure E-1 Astana Municipal Area ...... E-2 Figure E-2 Typical Elevated LRT Noise Levels ...... E-16 Figure E-3 Medical Facilities Closest to the LRT ...... E-17 Figure E-4 Human/Structural Responses to Vibration ...... E-21
LIST OF TABLES
Table A-1 Main Technical Specifications of Astana LRT ...... A-4
Table B-1 Evaluation of Top Three Alternative Alignments ...... B-10 Table B-2 Environmental Requirements: ADB & Kazakhstan ...... B-12
Table C-1 Sources of Quarried Materials – Astana LRT Phase 1 ...... C-8
Table D-1 Maximum Allowable Concentrations (Mac) of Chemicals in Soil ...... D-3 Table D-2 Maximum Permissible Concentrations (MPC) - Surface Waters ...... D-8 Table D-3 Index of Water Pollution (IWP) Categorizations ...... D-8 Table D-4 IWPs for Waterways in the Astana LRT Project Area (2010 & 2011)...... D-9 Table D-5 Astana Climatic Data ...... D-9
Table D-6 Air Quality Standards ...... D-11 Table D-7 Air Quality in the Project Area – December 2010 ...... D-12 Table D-8 Sensitive Receptors ...... D-16 Table D-9 Kazakhstan Interior & Exterior Noise Standards ...... D-17 Table D-10 Noise Measurements ...... D-19
Table D-11 Health Care Facilities in Astana ...... D-26 Table D-12 Population & Migration Indicators ...... D-28 Table D-13 Employed Population by Sector ...... D-30 Table D-14 Number of Employees in Enterprises and Organizations ...... D-30 Table D-15 Main Labor Market Indicators for Astana City ...... D-30
Table D-16 Living Standards & Remuneration Indicators ...... D-31 Table D-17 Traffic Levels on Major Streets ...... D-34 Table D-18 River Transport 2010-2011 ...... D-35 Table D-19 Characteristics of Viacheslavskoye Reservoir ...... D-35 Table D-20 Ethnic Groups by Jurisdictional Entities ...... D-39
Table D-21 Educational Facilities in Astana ...... D-40 Table D-22 Sports Facilities in Astana ...... D-41
Table E-1 Energy Consumption by Mode of Urban Transport ...... E-11 Table E-2 Typical Noise Levels Associated with Construction ...... E-13
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Table E-3 Typical Noise Levels of Principal Construction Equipment ...... E-13 Table E-4 Projected Noise Levels at Various Specifications ...... E-18 Table E-5 Impacts to Vegetation – LRT Phase 1 ...... E-22 Table E-6 Energy Consumption by Mode of Urban Transport ...... E-43
Table G-1 EMP: Pre-Construction Stage ...... G-2 Table G-2 EMP: Construction Stage ...... G-12 Table G-3 EMP: Post Construction/Operational Stage...... G-14 Table G-4 Ambient Monitoring Program ...... G-17 Table G-5 EMP: Post Construction/Operational Stage...... G-22 Table G-6 Environmental Costs ...... G-23
Table H-1 Environmental Safeguard Requirements ...... H-2
June 2013 Acronyms & Table of Contents - Page 9
EXECUTIVE SUMMARY
EXECUTIVE SUMMARY ENVIRONMENTAL IMPACT ASSESSMENT
ASTANA LIGHT RAIL TRANSIT (LRT) PROJECT July 2013
INTRODUCTION
1. The Republic of Kazakhstan (RoK), acting through an entity designated as the Astana Light Rail Transit (LRT) Limited Liability Partnership (LLP) (generally referred to hereafter as ALRT) proposes to develop a light rail transit (LRT) network to serve the City of Astana. The LRT Network will be built in three phases as described in Item A below. The Asian Development Bank (ADB) is planning to assist in the financing of a part of one of the three phases (Phase 1). This Phase is split into two halves, with ADB considering financing the second half. The first half of this phase is described as part of the essential background information and as an “associated project” as the ADB defines that term. Phases 1 and 2 will share an Operations Control Center (OCC) and Maintenance Depot both of which are essential to the operations of both Phases 1 and 2. Phases 2 and 3 are not associated projects in ADB terminology and a description of those Phases provided only as contextual information to assess its potential contribution to the Cumulative and Induced Impacts of the Project (as those terms are described by the ADB’s Safeguard Policy Statement (SPS).1 The overall Astana LRT Network will be referred to as “the Network”.
2. The Executive Summary (ES) is a part of the Environmental Impact Assessment (EIA) of the Project which has been prepared pursuant to the regulations of the ADB.
3. The environmental aspects of the proposed LRT Network have also been assessed in compliance with the RoK Environmental Code (EC). The assessment is documented by a Preliminary EIA (Оценка воздействия на окружающую среду - Pre-OVOS) prepared in 2009 and approved by Director of the Department for State Environmental Impact Assessment of the Division for Natural Resources and Environmental Control for Astana City (under Akimat).
4. Under the heading of Executive Summary, the SPS stipulates (in its entirety) that "This section describes concisely the critical facts, significant findings, and recommended actions." Accordingly, the ES is organized under the three headings suggested by the statement.
A. CRITICAL FACTS
5. Project Description. The three phases of the Astana LRT Network are illustrated by Figure ES-1 and defined as follows:
° Phase 1. Phase 1 will consist of Approximately 21 km of LRT ROW2 split in two parts: (1) from the Astana Airport to the Expo 2017 site north of the airport, and (2) from there continues to the site known as Abu Dhabi Plaza on Syghanaq Street, one block south of and parallel to Nurzhol Boulevard, the axis along which Astana’s major government buildings and monuments are located. It is planned to be the site of an iconic structure, possibly the highest structure in Central Asia. From Abu Dhabi Plaza, it continues along Syghanaq Street crossing over the River and continuing along Shamshi Qaldayaqov Street past its intersection with Tauelsizdik Avenue for 3 kilometers eastward (see Figure ES-1). Part (but not all) of the Phase 1 LRT alignment will be at-grade from the Airport to Station 104, after which it will become elevated throughout the end of its alignment.
June 2013 Executive Summary - Page ES-1 Astana LRT Project - Kazakhstan Environmental Impact Assessment
° FIGURE ES-1: PLANNED ASTANA LRT NETWORK
Rail Station & LRT Depot
Inter-Modal Transfer Station
Saryarka Avenue LRT Phase 3
LRT Phase 2 Right Bank Turan Avenue
Left Bank Syganak Street
Abu Dhabi Plaza
Korbanbay Batyr Road New Railway Station
LRT Phase 1 Airport LRT Depot
Airport Road Airport Terminal
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The accommodations will generally be made on the right (east) sides of Airport Road and Korbanbai Batyr Avenue except for the immediate vicinity of the Airport where the LRT alignment shifts sides to facilitate accommodation of the Airport Station. The portion of the Phase 1 along Syganak Street will be accommodated in the center median. Ancillary features of Phase 1 will include a construction staging area in the vicinity of Station 105. The elevated portions of Phase 1 (and all of the subsequent phases which are entirely elevated) will require a Prefabrication Plant for the manufacture of precast concrete guide-ways. The Prefabrication Plant will be located in the northeast quadrant of the city to the north of the main railway line. The facility will be allocated approximately 8.5 hectares.3
° Phase 2. Phase 2 will include the construction of 10 km of elevated LRT, seven stations and a second LRT Depot in the vicinity of Astana Railway Station. Phase 2 will be elevated for its entire length and will be generally (but not entirely) accommodated within the ROWs of existing roadways. Phase 2 will initiate at the Phase 1 Station 109 and proceed westward within the center of the Syganak Avenue ROW, The alignment will turn to the north at Turan Avenue where it will be initially accommodated in the central median. North of Station 201 it will shift to the right (east) side. At the Ishim River a new bridge will be constructed to accommodate the LRT adjacent to the existing vehicular bridge (Tulpar Bridge). After crossing the river, the LRT alignment will shift from the right (east) side to a newly constructed central median of Saryarka Avenue. Construction of a central median in Saryarka Avenue is required to accommodate the LRT piers and will enlarge the footprint of the roadway. From Station 205 to Station 206 acquisition of a new ROW is required and the Project is designed to provide a new roadway accommodating the piers for the elevated LRT in its central median. From Station 206 northward the LRT will be accommodated in the central medians of a number of road segments essentially executing a U-turn and terminating at Station 207 adjacent to the Astana Railway Station. Phase 2 will also include construction of two Intermodal Transfer Facilities (ITFs) to facilitate transfers from city buses and private vehicles, one to the south of Station 201 and one approximately one kilometer northwest of Station 205. One or more construction staging areas will be required for Phase 2 but site(s) have been not yet been identified. The same manufacturing plant noted above will supply prefabricated components to Phase 2, i.e., the 8.5-hectare Prefabrication Plant to be located in the northeast quadrant of the city to the north of the main railway line.4
° Phase 3. Phase 3 will include construction of 15.4 km of elevated LRT linking Station 207 at the Astana Railway Station to Phase 1 at a point between Stations 112 and 113, thus completing a loop linking the northern and southern portions of the city (generally referred to as the Right Bank and the Left Bank of the Ishim River, respectively). Phase 3 will include the development of 13 elevated LRT stations in the locations indicated. It will include a crossing of the Ak-Bulak River, a tributary of the Ishim River. Financing arrangements for Phase 3 of the LRT network are yet to be determined and may, or may not, include participation by the ADB. Whether or not the ADB is involved in Phase 3, however, Phase 3 is part of the context of the Project and must be considered as part of the cumulative and induced impacts of the Project It is, therefore, also included in the Project Description. The information presented for Phase 3, however is primarily on a programmatic (conceptual) basis with only as much geographic specificity as current plans allow.
6. Land Acquisition. All of Phase 1 will be constructed within the ROW of the roads along which it runs either to the side or through the median.
7. Construction Supervision and Monitoring Provisions. It is anticipated that supervision and monitoring provisions of the Project will be primarily the responsibility of:
° ALRT. As the Proponent for the Project, ALRT will be ultimately responsible for all of its
June 2013 Executive Summary - Page ES-3 Astana LRT Project - Kazakhstan Environmental Impact Assessment
aspects. It is anticipated that ALRT’s staff will be sufficiently augmented and provided with capacity-building assistance to ensure proper oversight and liaison with the following for environmental supervision and monitoring purposes.
° Project Management Consultant (PMC). It is anticipated that a Project Management Consultant (PMC) will be contracted to work with and on behalf of ALRT and the ADB and will be responsible for the overall implementation of the Project in accordance with ALRT’s policies and directions. It is anticipated that the PMC will be assisted by the following.
° Construction Supervision Consultant (CSC). One or more Construction Supervision Consultants (CSCs) will be contracted and responsible for the day-to-day aspects of the Project during construction, including specific responsibility to ensure safeguard compliance of civil works - with particular emphasis on the monitoring of implementation of the Project's Environmental Management Plan (EMP, presented as Part G of the EIA) and related aspects of the Project.
° Contractor's Environmental Specialist. Pursuant to the recommendations put forward by the EIA, successful bidders will be required to submit Contractor Environmental Action Plans (CEAPs) to further detail and commit Contractors to the stipulations of the EMP on a site-specific basis. Contractors will be required to employ an environmental professional to prepare the CEAP and to retain that expertise to oversee their implementation and provide regular environmental monitoring reports.
FIGURE ES-2: ASTANA LRT VEHICLE*
* As presented in Public Consultations for illustrative purposes, 10 December 2011. Source: “TOO “Astana LRT”
8. Operational Characteristics. An illustration of the type of vehicle proposed for the Astana LRT is provided by Figure ES-2.
9. The Network will be powered by electricity. The at-grade portions of Phase 1 will be powered via overhead wires suspended from poles. This electrical supply concept is known as a catenary system and uses a device known as a pantograph to connect the vehicle and the wires. Electricity will be supplied to the elevated portions of the Network via a Surface Current Collection System (Third Rail System) generally known by its French acronym “APS” (derived from the French phrase “alimentation par sol” which, in English literally means power supply by soil). APS is only powered when it is completely covered by a tram.
10. The Astana LRT will be a driver-operated system. The LRT is currently planned to operate 19 hours per day (from 06:00 to 01:00).5 Operating “headways” (i.e., the time between trains) are planned to vary throughout the operating day from three minutes to 12
June 2013 Executive Summary - Page ES-4 Astana LRT Project - Kazakhstan Environmental Impact Assessment
minutes depending on the time period.6 The system is currently projected have a commercial speed capability of 40 km/h7 (which is almost double the average speed of the existing bus network during peak hours in Astana).8
11. Construction Techniques. The at-grade portions of the Phase 1 will be built using conventional construction techniques for the creation of an embankment to raise the grade of the LRT ROW to that of the adjacent and crossing road network. The amount of fill material required will be significant and will require transport over considerable distances, including transport through urban areas. The elevated portion of the LRT Network will be contained in prefabricated concrete guide-ways placed upon cast-in-place concrete piers resting on piles, except that steel box girders will be used for curved sections such as the right-angle turns between Stations 109 and 110.9 The Project Design as presented by the Project’s most recent Feasibility Study10 indicates that sound suppression panels and/or the use of sound insulation walls on guide-ways were planned to be used along straight, but not curved, sections. This aspect of the Project, however, is subject to subsequent modifications by ALRT. Recommendations are made by the EIA in regard to this aspect of the Project.
12. Station Designs. Cross-sectional drawings included in the EIA indicate that the Phase 1 at-grade stations will have center platforms. The elevated stations will generally be located to one side (the east side) of the road ROWs south Ishim River (referred to as the Left Bank) where the generously proportioned road ROWs can accommodate doing so. Pedestrian bridges will span the roadways to facilitate pedestrian access to the stations from both side of the road. North of the Ishim River (the Right Bank) the stations will generally be located above the center of roadways with access provided from sidewalks on either side.
B. SIGNIFICANT FINDINGS
B.1 Institutional Framework for Environmental Management
13. Successfully mitigating potential impacts to the physical, biological and socio- economic environment (discussed below), especially for an undertaking that entails land acquisition and resettlement, and especially one as complex as the construction of a predominantly elevated transit system within an existing city approaching a population of one million people, presupposes an implementing organization adequately staffed and fully committed to the task of sound environmental management. At the moment, ALRT has no environmental or resettlement staff positions and no adopted environmental management strategy. Recommendations will be made accordingly.
B.2 Baseline Conditions, Potential Impacts and Mitigation
14. Comprehensive descriptions of baseline conditions, potential impacts and mitigation related to them are presented in the EIA's Part D: Description of the Project. Potential impacts and mitigation related to them are presented in Part E: Impacts and Mitigation. Mitigation actions are reiterated in tabular form in the EIA's Part G: Environmental Management Plan (EMP). Those which apply to the Construction Stage of the Project are also presented in contractual form in the EIA's Recommended Conditions of Particular Application (COPA), Appendix 1. Potential impacts in the Construction Stage are those inherently associated with large scale construction projects. (e.g., construction noise, potential contamination due to improper disposal of untreated wastewater, the possibility of toxic spills, the impact of pile driving in urban areas, etc). Given that most construction will generally occur in the ROWs of well traveled roads, traffic impacts will be significant. Potentially adverse impacts during the Operational Stage of the Project, particularly those related to noise, vibration and electro-magnetic interference (EMI) could occur. Beneficial impacts will occur due to reduced air pollutant emissions and reduced fossil fuel consumption will also occur as detailed below. In keeping with the intent of the ES, the following presents only the most "significant findings", i.e., findings that are unique to, or
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warrant identification as significant in the context of, the Astana LRT Project under the major headings of the EIA.
15. Physical Resource Findings. The most significant findings under the heading of Physical Resources are as follows:
° Land. Portions of Phase 1 operating on-ground will require fill material for the creation of embankments. There will be a need however, for quarried construction materials. In addition to these impacts to land resources, the EIA notes that there is a potential for contamination due to earlier industrial uses in the vicinity of the railroad and that Ishim River sediments may be contaminated by depositions of heavy metals. Soil and sediment testing before disturbance or disposal is recommended accordingly.
° Water. Astana is drained by the Ishim River and three tributaries: the Sary-Bulak, the Ak- Bulak and the Nura-Ishim Channel. The LRT Network will cross the Nura-Ishim Channel (in Phase 1), the Ishim River (twice, once in Phase 1 and again in Phase 2) and the Ak- Bulkak (in Phase 3). Parts of Phase 2 will be in the Sary-Bulak catchment area. The Ishim and the Sary-Bulak are categorized as moderately polluted (Category 3 as categorized by the Ministry of Environment of Kazakhstan); the Ak-Bulak and the Nura- Ishim Channel are polluted to a greater degree (Category 4) primarily due to due to high levels of copper, sulfates, magnesium and other pollutants. Accordingly, provisions for testing of river sediments prior to their disturbance are incorporated in the COPA.
° Air. Empirical ambient air quality data for Astana is routinely gathered by KazHydroMet. The four air pollution monitoring stations (APMS) in closest proximity to the proposed Project indicate that as of December 2010 all parameters of concern were well within the established standards. Due to the nature of the Project, however, there is a significant potential for adverse temporary localized impacts to air quality due to construction activities and the transport of materials to construction sites. The COPA requires routine monitoring as part of contract supervision. The assessment indicates that in the Operational Stage urban air pollutants will be reduced by an amount equal to that which would have been emitted from vehicles displaced from city roads. In the larger view, however, taking the amount of energy needed to generate the electricity to power the LRT in to account, indicates that on an energy per passenger-kilometer basis the LRT will consume approximately by 64 percent of that required by bus transport per passenger-kilometer and 60 percent of the energy per passenger-kilometer for private automobiles.11 This indicates a net reduction in energy consumption and air pollutant emissions in the range from 36-40 percent after the energy needed to power the LRT is taken into account.
° Sustainability & Fuel Consumption. Sustainability is commonly defined as using resources that are not susceptible to depletion. It is possible for an electrically driven light rail systems to be “sustainable” - for example, when the electricity propelling the system is from a sustainable source, i.e., wind, solar or water. In that sense, Astana LRT cannot be defined as a fully sustainable system because its electricity will be generated using fossil fuels. It will, however, considerably reduce fuel consumption. Based on the projected number of passengers, average trip lengths, average LRT energy per passenger-km versus bus/automobile energy per passenger-km and related factors, It is estimated that complete LRT Network by the year 2017 (the year in which Phase 1 is assumed to be operating) will have realized a fuel savings of 7,192 million kilojoules (unit of energy in the International System of Units). This translates to a barrel of oil equivalent (BOE) of over 12.22 million barrels. By 2046 (the ultimate year calculated by the Project Feasibility Studies) this increases to over 22 million BOE.1
° Construction Noise/Vibration. Significant adverse noise and vibration impacts could occur during construction, especially if there were to pile driving operations. To avoid
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such impacts, however, it has been announced, that the Project will use bored rather than driven piles, thus lessening the potential for impact.12
° Operational Noise, Vibration, EMI. Noise, vibration and EMI impacts could also occur in the Operational Phase of the Project due to train operations. Noise is an issue of particular concern in the vicinity of curves in the LRT Network because of potential interactions between the train wheels and the tracks at these locations. The EIA recommends the establishment of a maximum Noise Exposure Forecast (NEF) as the Technical Design Standard for the procurement of equipment so that the Kazakhstan night time standards of Lmax 50 dB and 60 dB in hospital and residential areas, respectively, are unlikely to be exceeded. Technical Performance Standards are recommended accordingly. EMI is a concern in proximity to hospitals, research facilities, educational facilities, etc., especially in the vicinity of Station 109. It is recommended, therefore, that the LRT Design Consultant be required to establish the EMI threat along the Phase 1 alignment and to fully take the threat into account in the Technical Design. Monitoring programs and contingency plans for mitigation action (if warranted) are recommended accordingly.
16. Biological Resource Findings. No threatened or endangered plant or animal species are known or are likely to exist in the potential area of impact (PAI) due to the levels of previous disturbance along the alignments of Phase 1. Phase 1 will, however, require the sacrifice of 2,343 trees; an additional 2,515 will be up-rooted and replanted elsewhere. Hedges and shrubs will also be sacrificed.13
17. Social & Economic Findings. The EIA reviews the demographic and employment characteristics of Astana, its infrastructure resources, its social characteristics (including potential issues related to vulnerable grounds and indigenous peoples as those terms are defined by the multi-lateral development banks). The most significant findings under this heading are related to:
° Traffic Disruptions During Construction. Most of the LRT construction will occur within the ROW of existing heavily traveled roads and impacts to traffic patterns and exacerbation of traffic congestion during the construction period are likely. Contractors will be required to prepare and obtain approval for detailed traffic management plans prior to the initiation of work.
° Impacts to those Deriving Income from Bus and Taxi Services. It is anticipated that some impact to those deriving income by providing transport services as bus and/or taxi drivers may occur. These issues are addressed in detail in the Project’s social reports.
° Community Economic and Social Benefits. Once operational, the LRT will provide positive impacts in the form of a more efficient and economical urban transport system and improved traffic flow. Access to medical, sports and other social facilities will be enhanced.
C. RECOMMENDED ACTIONS
C.1 Pre-Construction & Construction Stages
18. The following actions are recommended in the Pre-Construction of the Project:
° Ensure that the Project Management Consultant (PMC) provides ALRT with the expertise needed for sound environmental management over a broad range of issues. Astana has a remarkable record of successful construction projects over the 15 years. Unlike the construction of buildings on cleared land, however, the LRT will be linear and thread its way through populated areas. The day-to-day environmental issues that arise
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due to noise, vibration, electro-magnetic interference, damages to neighboring properties, disruption of traffic patterns, street closures, etc., will be of a similar scale. The optimum size of the staff involved in environmental management will be dependent on the overall management approach adopted by ALRT, e.g., how much of the tasks are to be dealt with by in-house staff, how much (if any) will be out-sourced. It will also depend on how many construction packages are undertaken simultaneously. Clearly, however, an adequately sized and skilled environmental staff to deal with the issues presented will be essential.
° Formally Adopt an ISO 14001 Approach to Environmental Management. Construction of a rapid transit system for a city approaching a population of one million people entails significant environmental management responsibilities. An explicit and formally articulated approach to environmental management is recommended. To assist organizations facing such needs, the International Standards Organization (ISO) promotes the development and implementation of a series of voluntary standards developed in the environmental field. ISO 14001: Environmental Management is the environmental standard within the 14000 series and has become the universally recognized global standard against which environmental management is measured, including environmental management of LRT systems in Calgary (Canada), Dublin (Ireland)14 and the transit operations of Sound Transit in the Seattle, Washington area (USA) which provides nearly 14 million rides a year on its bus and rail systems.15 ISO 14001 has no legal authority. It will imply no legal commitment other than compliance with the laws of Kazakhstan. Its procedures are flexible. It does not add new regulatory requirements. It does not replace technical requirements embodied in statutes or regulations. But it does assist organizations such as ALRT to put in place and implement a series of practices and procedures that, when taken together, result in a sound environmental management system. The EIA reviews the Core Elements of ISO 14001, the history of its development and the implications of the ISO requirements for ALRT.
° Establish a Maximum Noise Exposure Forecast (NEF) as a Design Standard for Procurement of Equipment. It is understood that the Project may procure a noise and vibration track assembly and rolling stock noted for reduced levels of noise and vibration. Decisions in this regard have yet to be finalized, however, and Technical Specifications based on manufacturer’s noise exposure forecast are unavailable. In light of the dynamic and inter-related nature of decisions made in this regard, it is recommended that the Project establish a procurement standard requiring a NEF of not more than 62 dB measured at five meters from the edge of the tracks. Doing so would support a finding that the Kazakhstan night time standards will not be exceeded in the most sensitive portions of the LRT alignment, specifically the medical facilities located on or near Syganak Street or residential land uses along Zatayevich and Birzhansal Streets. Failure to achieve the Design Standard would require noise mitigation in the form of sound absorption panels, operational restriction or other means along Syganak, Zatayevich, Birzhansal Streets and possibly others depending on the NEF.
° Incorporate EMI prevention/protection as warranted, especially in the portion of Phase 1 in the vicinity of (Station 109). The severity of EMI impacts is a function of the electro- magnetic fields generated and the sensitivity of the receptor. Significant impacts due to EMI are largely limited to research and medical equipment. The absence of such equipment, especially in the medical concentration that exists near (Station 109) cannot be assumed. It is recommended, therefore, that the LRT Design Consultant be required to establish the EMI threat along the Phase 1 alignments and to fully take the threat into account in the Design Proposals.
° Establish Procedures acceptable to the ADB for Supplemental Environmental Assessment of the required prefabrication facilities and subsequent needs as they present themselves. The plant for prefabrication of the concrete elements from which the
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LRT Network will be largely constructed will present a need for environmental assessment as a project of significant size and potential for impact. It is likely to be the first of such needs that present themselves in the implementation of a project as large and complex as the Astana LRT. Astana LRT should be poised to respond to such needs as they are presented and negotiate an environmental assessment framework acceptable to the ADB to meet these needs.
° Adopt the COPA Environmental Provisions Presented as Appendix 1. The use the procedures established by the Federation Internationale Des Ingenieurs Conseils (International Federation of Consulting Engineers, generally referred to by its French acronym, FIDC) or FIDIC-like contracting approach provides the opportunity to adopt sound environmental provisions within an established contracting mechanism. The COPA contains a plethora of recommendations that will not be repeated here. They include (but are not limited to):
- Rigorous traffic management plans.
- Management of pile-driving operations to minimize adverse impacts.
- Rigorous enforcement of air quality, noise and vibration monitoring requirements during construction.
- Testing of potentially contaminated river sediments if sediment disturbance is required. The reasons for doing so are briefly noted above and explained in greater detail in the EIA.
° Provide Training to ALRT Staff for Implementation of the COPA Provisions. The COPA provisions require the preparation of Construction Environmental Action Plans (CEAPs). The staff of ALRT must understand the contents and intent of the CEAPs and their role in the approval and implementation of the plans. The training is recommended to include:
- Pre-Construction Workshops in regard to CEAP Requirements. How well or poorly the CEAP requirements are understood and prepared by the Contractors, and how well they are understood and supervised by the ALRT staff and its consultants (particularly the CSCs), is critical to the goal of meaningful environmental protection.
- CEAP Preparation Assistance for Successful Bidders.
- Periodic Skills Enhancement Workshops for ALRT during the Construction Period. The COPA states that "Periodic safety courses shall be conducted not less than once every six months .. will be required for all workmen on the Site and at all levels of supervision and management." The philosophy that underlies this requirement for Contractors and their staffs should apply to the practices of ALRT and the consultants, especially the CSCs on which it relies.
° Incorporate COPA Provisions in the Bid Packages. Bids must be based on a pre- announced and accurate understanding of the requirements.
° Hold Pre-Bid Workshops for Potential Bidders. Pre-Bid Workshops for potential bidders are recommended so that the purpose and importance of the COPA provisions are fully understood.
° Ensure that Environmental Aspects are Considered in the Bid Review and Award Process. To make the environmental requirements meaningful, assessments of the environmental aspects of bids and potential awards by Astana LRT or consultants acting on its behalf will be necessary as a normal part of bid and proposal review procedures.
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° Supervise Pre-Construction Baseline Monitoring. Supervision by ALRT (or its CSC acting on its behalf) is recommended to validate the timing and exact locations of air, noise and vibration, and water quality monitoring in accordance with the contract provisions.
° Incorporate Environmental Management as an Integral Part of Pre-Construction and Construction Supervision. Once bids have been accepted and awarded, it will be necessary to monitor compliance with the environmental provisions of the contract as an integral part of overall construction supervision.
° Undertake Routine Construction Site Investigations. Constructionist sites should be routinely visited to ensure that work is proceeding according to plan and the environmental aspects of the Project are being properly managed. This is largely a responsibility of the CSC, but periodic visits by ALRT staff are part of good environmental management. A site visit form for this purpose is attached to the EIA.
C.2 Operational Stage
19. If the ISO 14001 approach mentioned as the first recommendation is adopted, the process of reiteratively revisiting environmental policy; planning; implementation and operation activities; checking and correcting; and management reviews will ensure sound environmental management practices are institutionalized and carried over to the Operational Stage.
END NOTES - EXECUTIVE SUMMARY
1 Safeguard Policy Statement, Asian Development Bank, Appendix 1, 2009, approved July 2009, effective February 2010.
2 The distances cited in this section are derived from the Main Technical Specifications of the Astana LRT attached to ADB Project Status Report, October 2011.
3 Ospanov Talgat Muratbekuly, Head of the Design Department, ALRT, consultation on 20 January 2012.
4 Ospanov Talgat Muratbekuly, Head of the Design Department, ALRT, consultation on 20 January 2012.
5 Ardan Talgat Nuraliuly, Chairman, ALRT, superseding information previously provided via Untitled Excel Spreadsheet received from ALRT 19 January 2012. The projections are a modification of those presented by the most recent Feasibility Study (the Chungsuk Engineering Feasibility Study: New Transport System of Astana City, Technical and Economic Feasibility Study, Astana 2010).
6 Untitled Excel Spreadsheet received from ALRT 19 January 2012. The projections are a modification of those presented by the most recent Feasibility Study (the Chungsuk Engineering Feasibility Study: New Transport System of Astana City, Technical and Economic Feasibility Study, Astana 2010).
7 Untitled Excel Spreadsheet received from ALRT 19 January 2012. The projections are a modification of those presented by the most recent Feasibility Study (the Chungsuk Engineering Feasibility Study: New Transport System of Astana City, Technical and Economic Feasibility Study, Astana 2010).
8 New Transportation System of Astana Feasibility Study (Update), Prepared by Hong Kong Transportation Development Ltd, A Vision Transportation Group Company (VTG), December 2009, Summary.
9 Chungsuk Engineering Feasibility Study: New Transport System of Astana City, Technical and Economic Feasibility Study, Astana 2010, Volume 4, page 4-113.
10 Chungsuk Engineering Feasibility Study: New Transport System of Astana City, Technical and Economic Feasibility Study, Astana 2010, Volume 4,
11 New Transportation System of Astana Feasibility Study (Update), Prepared by Hong Kong Transportation Development Ltd, A Vision Transportation Group Company (VTG), December 2009, Volume 3, page 3-23.
12 Announced by ALRT at Public Consultations, Astana, 4 February 2012.
13 Source: Unit for Environmental Assessment and Environmental Management of the General Department (GU) Department of Natural Resources and Environmental Management of Astana City, undated, circa November 2011.
14 http://www.veolia-transport.ie/
15 http://www.progressiverailroading.com/passenger_rail/article/Sound-Transit-going-green--15327
June 2013 Executive Summary - Page ES-10
A. INTRODUCTION
A. INTRODUCTION
ORGANIZATION OF PART A
1. In accordance with the outline provided for its preparation1 the introductory section of Environmental Impact Assessment (EIA) Report of Astana LRT Project is presented in four sub-sections as follows:
° Purpose and Context of the Report (Item 1.0); ° Stage of Project Preparation (Item 2.0); ° Extent of EIA Study (Item 3.0); and ° Organization and Contents of the Report (Item 4.0).
1.0 PURPOSE AND CONTEXT OF THE EIA REPORT
1.1 Context
2. The Republic of Kazakhstan (RoK), acting through an entity designated as the Astana Light Rail Transit (LRT) Limited Liability Partnership (LLP) (generally referred to hereafter as ALRT) proposes to develop a light rail transit (LRT) network to serve the City of Astana. The LRT Network will be built in three phases. The Asian Development Bank (ADB) is planning to assist in the financing of part of Phase 1 of the project. Phase 1 is the link that traverses from the airport to a proposed new railway station in the southeastern quadrant of the city passing through the proposed Expo 2017 site, and the yet-to-be developed building site known as the Abu Dhabi Plaza. The term “the Project” as used herein refers to second part of Phase 1 (i.e., from the Expo 2017 site, passing through the Abu Dhabi Plaza, and continuing to the new railway station). The overall Astana LRT Network will be referred to as “the Network”. The first part of Phase 1 is described as part of the essential background information and as an “associated facility” as the ADB defines that term. Phase 1, in both its parts, in addition to Phase 2 will have a common Operations Control Center (OCC) and Maintenance Depot, both of which are essential to the operations of both phases. Phases 2 and 3 are not an associated facility in ADB terminology. A description of those two phases is provided only as contextual information to assess its potential contribution to the Cumulative and Induced Impacts of the Project (as those terms are described by the ADB’s Safeguard Policy Statement (SPS)2.
1.2 Purpose
3. The purpose of the EIA Report is to document an environmental assessment of the Project and its associated facilities pursuant to the outline provided for this purpose3 and pursuant to the overarching requirements of the Safeguard Policy Statement (SPS)4 adopted by the ADB).
4. The Project is described in detail in Part C: Description of the Project. The environmental baseline conditions of Astana are described in detail in Part D: Description of the Environment. Potential impacts and mitigation related to them are presented in Part E: Impacts and Mitigation following the same sequence of topics as the statement of Baseline Conditions according to the three stages of the Project as identified by the SPS: Pre-Construction, Construction and Operational Sages.
3. Projects financed by the ADB are required to comply with the relevant environmental and social safeguards of the ADB as well as all applicable laws and regulations of the country in which they are located. The relationships between the RoK environmental
June 2013 Page A-1 Astana LRT Project – Kazakhstan Environmental Impact Assessment regulations and those of the ADB are described in Part B: Project Need, Alternatives Considered, Approvals and Licensing.
1.3 Proponent
4. The proponent for the Project is the RoK acting through the organization designated as the Astana Light Rail Transit, Limited Liability Partnership (LLP) (generally referred to hereafter as Astana LRT or ALRT). Astana LRT charter as a limited liability partnership approved by the Resolution of the Akimat of the City of Astana No.16-347п dated April 26, 2011. ALRT carries out its activities based on, and in accordance with, the Civil Code of the Republic of Kazakhstan and the Laws of the Republic of Kazakhstan. Its mandate is to develop a program for LRT to serve the City of Astana.
1.4 Nature, Location and Size of the Project
5. In addition to the "identification of the Project and its proponent... and any other pertinent information", the outline provided for the preparation of the EIA stipulates that the subsection of Part A should provide "a brief description of the nature, size and location of the Project and its importance to the country...” Accordingly, these items are provided as follows.
1.4.1 Nature of the Project
6. The Project is a transport sector improvement project to provide a portion of an LRT Network being planned to service the City of Astana. Phase 1 will link Astana Airport located approximately 14 kilometers southeast of the city center (but within the city’s municipal boundaries) to the proposed Expo 2017 site. From there, this Phase continues to a yet-to- be developed building site in the monumental portion of the new city known as Abu Dhabi Plaza. From there, this Phase continues for nearly 6 kilometers to a proposed new railway station in the southeastern quadrant of the city. A total of 13 stations, in addition to the airport depot and the proposed new railway station will be provided as part of this Phase of the project. Those will be split as Stations 101 (starting at the Airport) through Station 110 at the Abu Dhabi Plaza, and from there continue to Station 115 known as the New Railway Station. Phase 2 will connect to Phase 1 at Station 109. Phase 2 stations are referred to as Stations 201 to 207 (at the city's main railway station). Ultimately, the Network will consist of three phases as will be described in detail in Part C: Description of the Project. Once completed, the LRT Network will link both sides of the Ishim River (generally referred to as the Right Bank which houses the older portions of the city and the Left Bank which houses the newly developed areas, including the Presidential Palace, the Supreme Court and aspects of the national government). The designations of Right and Left Banks are relative to the direction of the river’s flow – in the case of the Ishim River the flow is predominantly northward. The Project is also a key element in the city’s developing integrated urban transport strategy.
1.4.2 Location
7. The Project is located in Astana, the capital of Kazakhstan, in the northern portion of the country. The urban design characteristics of Astana are briefly described in Part C: Project Description and described in detail in Part D: Baseline Conditions.
8. Within the city, the proposed LRT Network is generally located along or within the rights-of-way (ROWs) of major roads in the configuration indicated by Figure A-1. Ancillary features of the network - e.g., electrical substations necessitated by the Project, Intermodal Transfer Facilities (ITFs) which will accommodate passengers transferring from city buses to the LRT, depot facilities, etc., are located in proximity to the LRT alignments as will be described in detail in Part C: Description of the Project.
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1.4.3 Size
9. Phase 1 of the LRT system is estimated to cost US$300 million and is expected to be completed in 2017. Phase 2 of the LRT system is estimated to cost US$435 million5, and is expected to be completed by 2023 along with Phase 3, bringing the overall size of the overall LRT network (all phases) in monetary terms to an estimated US$1.3 billion. The size of the Project in physical terms can be ascertained by reference to Table A-1 which specifies the number of stations, number and major characteristics of the vehicles to be used, lengths of tracks etc. the physical dimensions of the Project are described in detail in Part C: Description of the Project.
FIGURE A-1: PROPOSED ASTANA LRT NETWORK
Rail Station & LRT Depot
LRT Phase 3
LRT Phase 2 Right Bank
Left Bank
Abu Dhabi Plaza
New Railway Station
LRT Phase 1 Airport LRT Depot
Airport Terminal
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TABLE 1-1: MAIN TECHNICAL SPECIFICATIONS OF ASTANA LRT No. Name Units Phase 1 Phase 2 Phase 3 Total 1 Length of Tracks Meters 21,000 10,000 15,200 46,000 1.1 At grade Meters 6,600 - - 6,600 1.2 Elevated Meters 14,400 10,000 15,200 39,600 1.3 Depot Meters 655.5 - - 655.5
2 Number of Stations Unit 16 7 13 36 2.1 At grade Unit 7 - 7 2.1 Elevated Unit 9 7 13 29
3 Number of Depots Unit 1 1 - 2 3.1 Airport Depot Capacity Trams 50 3.2 Railway Terminal Depot Capacity Trams 40
4 Number of Trams/Trains Unit 12-16 17 20 49-53 4.1 Number of Trams in a Train Unit 5 4.2 Tram Length Meters 31.5 4.3 Tram Width Meters 2.4 4.4 Tram Height Meters 3.85 4.5 Five-Tram Train Capacity Persons 252 4.6 Seats in One Tram Unit 39 4.7 Places for Disabled People Unit 2
5 System Characteristics 5.1 Average Speed Km/h 42 41 38 40.3 5.2 Wheel-Track Width Millimeters 1,435 5.3 At Grade Track Width Meters 11 5.4 Elevated Track Width Meters 9 5.5 Minimum Curve Radius Meters 25 5.6 Maximum slope Percent 60~70 5.7 Traction voltage Volts 600 5.8 Current pickup Overhead catenary, third rail Source: ABD Status and Overall Project Description as of October 2011. Note: Previous tabulations indicated two underpasses which have subsequently been eliminated in favor or a road overpass. The meters involved have been added to the elevated category.
2.0 STAGE OF PROJECT PREPARATION
10. The term "project preparation" in this context refers to stages represented by pre- feasibility studies (a preliminary step to determine whether the preparation of a full feasibility study is warranted), the feasibility study (in which the potential project is more rigorously defined and subjected to the techniques of economic and financial feasibility), and detailed engineering design preparation, implementation and so on.
11. The Project addressed by this EIA has been subjected to feasibility analysis as documented by the following:
° New Transportation System of Astana, Feasibility Study (Update), Hong Kong Development Ltd., December 2009; and
° New Transport System of Astana City, Technical and Economic Feasibility Study, Chungsuk Engineering, 2010.
° Light Rail and Bus Rapid Transit in Astana, Technical and Economic Feasibility Study, SYSTRA, 2013.
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12. The Feasibility Study Stage for the LRT network as a whole has been completed and is awaiting formal approval. Phase 1 is entering the Design Stage and it is expected that a contract will be awarded for Phase 1 shortly. Phase 1 will be financed by the ADB, and will include the Operational Control Center (OCC) and maintenance facilities for the overall LRT Network, including Phase 2. Phases 2 and 3 are not an associated facility in ADB terminology, and are described only as contextual information and a potential contributor to the Cumulative and Induced Impacts of the Project. It is expected that Phases 2 and 3 will proceed to the Design Stage following the start of construction for Phase 1.
13. Within the spectrum ranging from concept to construction, Phase 1 is in the stage more generally referred to as the Preconstruction Stage as that term is employed by the ADB. The Preconstruction Stage includes the design and the preparation of engineering plans, contract specifications and related activities that can have a profound affect on the avoidance of adverse environmental impacts on the Construction Stage and Post- Construction (Operational) Stages which follow.
3.0 EXTENT OF EIA STUDY
14. The EIA Outline notes that this section usually includes “the extent of the EIA study, including the scope of the study, magnitude of effort, and persons/expert or agency performing the study and corresponding person months”
15. The scope of the EIA study has been approached comprehensively in a manner which is intentionally encyclopedia in breadth and analytical in depth. “Encyclopedia in breadth” means that all potential environmental parameters are assessed to some degree even if only to explicitly note that issues for particular parameters appear unlikely to present themselves. “Analytical in depth” means that such issues are assessed only in as much depth and detail as necessary to conclude that there is (or is not) likely to be significant adverse impacts in this particular instance. The extent of the EIA Study is meant to be comprehensive in its coverage and at the same time avoid excesses encyclopedic presentations are not germane to the topic and purposes at hand.
16. The magnitude of effort incorporates the efforts expended in the preparation of the Preliminary RoK EIA (Оценка воздействия на окружающую среду – generally referred to hereafter as Pre-OVOS) which provides a portion of the data incorporated in this document, the supporting efforts of ALRT staff and the provision of 3.5 person-months of technical assistance.
17. Following a review of the Feasibility Studies noted above, the EIA for the Astana LRT Project and other available documentation for scoping purposes (i.e., a reiterative process of preliminarily assessing the scope of potential impacts and issues), the alignments of all three phases of the Astana LRT the Project were visually surveyed. The potentially affected areas were visually assessed by the International Environmental Specialist and the Resettlement Specialist provided by part of the ADB’s Project Preparation Technical Assistance for distances as considered warranted on either side of the proposed ROWs to identify potentially sensitive areas and to establish monitoring locations as part of an instrumented Environmental Baseline Survey (EBS) for selected parameters as may be described in Part D: Physical & Biological Baseline, Impacts & Mitigation and Part E: Socioeconomic Baseline, Impacts & Mitigation. Documentary and web-based research of socio-economic data and potential biological issues extended to include a much larger area.
4.0 ORGANIZATION & CONTENTS OF THE EIA
18. The ADB SPS, 2009 effective February 20106, is the most recent official pronouncement in regard to the recommended contents and organizations of environmental
June 2013 Page A-5 Astana LRT Project – Kazakhstan Environmental Impact Assessment documentation meeting ADB standards. The SPS and the ADB Environmental Assessment Guidelines, together with the organizational approaches used in other environmental documentation issued by the ADB, have been taken into account and, together with the Outline Table of Contents provided by the TOR for the preparation of the EIA,7 are the primary organizational devices used in the development of the outline followed. Following this introductory section, therefore, it is organized as follows:
8 ° Part B: Project Approvals, Alternatives Considered & Required Approvals;
° Part C: Description of the Project. The brief description above is expanded in Part C following the outline suggested by the ADB Guidelines.
° Part D: Baseline Conditions. In accordance with instructions received from the ADB which supersede the stipulations of the TOR, the statement of baseline conditions is contained in a separate chapter rather than integrated with the review of impacts and Mitigation.
° Part E: Impacts and Mitigation. In accordance with the stipulations provided by the ADB’s review of draft documents prepared pursuant to the TOR, the impacts and recommended mitigation related them are organized according to the three stages of the Project:
- Pre-Construction Stage - Construction Stage - Operational Stage
° Part F: Public Consultations, Disclosure and Grievance Redress Mechanisms
° Part G: Environmental Management Plan
° Part H: Conclusions and Recommendations
19. The EIA is accompanied by appendices as follows:
° Appendix 1: Recommended Conditions of Particular Application ° Appendix 2: Road ROW Cross-Sections ° Appendix 3: Public Agency Consultations ° Appendix 4: ISO 14000 Recommendations ° Appendix 5: Environmental Checklist for Site Supervision Visits
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END NOTES – PART A
1 Terms of Reference, Contract Number S74249, TA 7865 (KAZ): Astana Light Rail Transit Project undated, circa October 2011, Outline Table of Contents for an EIA, incorporated by reference within the Revised Contract Offer (TOR, page 2, final paragraph), dated 19 November 2011.
2 Safeguard Policy Statement, Asian Development Bank, Appendix 1, 2009, approved July 2009, effective February 2010.
3 Terms of Reference, Contract Number S74249, TA 7865 (KAZ): Astana Light Rail Transit Project undated, circa October 2011, Outline Table of Contents for an EIA, incorporated by reference within the Revised Contract Offer (TOR, page 2, final paragraph), dated 19 November 2011.
4 Safeguard Policy Statement, Asian Development Bank, Appendix 1, 2009, approved July 2009, effective February 2010.
5 New Transport System of Astana City, Technical and Economic Feasibility Study), Chungsuk Engineering. 2010.
6 Safeguard Policy Statement, Asian Development Bank, Appendix 1, 2009, approved July 2009, effective February 2010.
7 Terms of Reference, Contract Number S74249, TA 7865 (KAZ): Astana Light Rail Transit Project undated, circa October 2011, Outline Table of Contents for an EIA, incorporated by reference within the Revised Contract Offer (TOR, page 2, final paragraph), dated 19 November 2011.
8 The Outline Table of Contents titled this section somewhat differently and included "Community Consolations" Community Consultations did not, however, appear in the contents of the section. The term "Public Consultations", taken to be essentially synonymous to "Community Consolations", appears later in the Outline as Part F.
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B. PROJECT NEED, LOCATION, ALTERNATIVES CONSIDERED & REQUIRED APPROVALS
B. PROJECT NEED, ALTERNATIVES CONSIDERED & REQUIRED APPROVALS1
ORGANIZATION OF PART B
1. In accordance with the outline provided for its preparation,2 this section of the EIA Report is presented in five subsections as follows:
° Type of Project (Item 1.0) ° Need for the Project (Item 2.0) ° Location (Item 3.0) ° Alternatives (Item 4.0) ° Required Approvals (Item 5.0)
1.0 TYPE OF PROJECT
2. As noted in Part A: Introduction, the Project is an urban transport sector improvement initiative to provide a portion of an LRT Network which will eventually (when combined with Phases 2 and 3) service the city of Astana on both sides of the Ishim River with an extension to the Astana Airport which is located approximately 14 kilometers southeast of the national administrative center. The phases are described in detail in Part C: Description of the Project. The LRT Network will provide a key element in the city’s development of an integrated urban transport strategy.
2.0 NEED FOR THE PROJECT
3. Astana’s population, currently estimated as approximately 730,000 persons,3 has doubled since it became the capitol of Kazakhstan in 1997. Continued growth at a rather remarkable rate is expected. A series of administrative structures and landmarks has been created to line the rectangular boulevard and monumental axis which stretches on the Left Bank of the Ishim River from Presidential Palace on the east to headquarters of KazMunaiGaz, the state oil company, on the west. The axis continues further to the east with the placement of the Palace of Peace and Harmony further on the Right Bank of the Ishim River, thus incorporating both banks of the river in the grand scheme of the city’s monumental core.
4. The emergence of the re-conceptualized city has adhered remarkably to the vision of the original plans as conceived by the late Japanese architect Kisho Kurokawa. At the time of its conception, however, the Master Plan for the Development for the City of Astana was based on an estimated 2030 population of 800,000 persons. Urban transport infrastructure was planned accordingly. Current projections, however, suggest that the 2030 population of Astana is more likely to be in the realm of 1.3 million persons.4 Astana’s vehicular fleet of 250,000 has quadrupled since 2003 and continued growth is likely. Despite rapid upgrading of the road network in the older portions of the city and the expansion of generously proportioned roads and highways in the expanding areas, there is tremendous and growing traffic congestion during peak hours in the city’s business districts.
5. Public transport in Astana has been assessed as inadequate and of poor quality.5 The public transport system is exclusively based on buses using conventional fossil fuels. Electrically driven trolleybus services were terminated in 2006. Ten private bus companies operate independently on more than 50 routes, thus precluding opportunities of scale and the more efficient operation of an overall integrated system. A number of factors have thus
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combined to result in inefficient conditions and artificially high public transport costs that encourage the use of private vehicles to the ultimate detriment of the city whose growing size and importance necessitates a more thoughtful and integrated approach to traffic management in general and to public transport in particular.
6. The proposed LRT Network is considered to be the centerpiece and an integral part of Astana’s plan to develop a modern, integrated, comfortable, and quick public transport system to efficiently meet its urban mobility requirements. The City has already invested in bus fleet renewal and would like to improve the urban transport network to better serve the over 730,000 people living in the city, and the additional 32,000 commuting every day from outside the city.
3.0 LOCATION
7. The LRT Network is contained entirely within Astana’s municipal boundaries and located along or within the ROWs of major roads as indicated by Figure B-1. Phase 1 begins at the Astana Airport, passes through the proposed Expo 2017 site, and then proceeds generally northward to a yet-to-be developed building site known as Abu Dhabi Plaza which is planned to accommodate a new iconic development, the Abu Dhabi Plaza Complex, which is expected to be one of the tallest structures in Central Asia. From that point, it continues eastward for about 6 kilometers along Syganaq Street, crossing the Ishim River, then continuing northward for nearly 4,300 meters where this Phase end at the New Railway Station. Phase 3 connects to this Phase at a point nearly 1,800 west of the proposed New Railway Station.
8. Phase 2 is located on the west side of the city and links to Phase 1 at the latter’s penultimate station. Phased 2 proceeds generally northward in the ROW of Turan Avenue. It provides access to the west side of major City Park located on Left Bank of the Ishim River and access to the more densely populated areas of the Right Bank, terminating near the city’s other two major transport nodes: Railway Station and the nearby (but discontigious) Intercity Long Distance Bus Terminal.
9. Phase 3 is located in such a way as to serve the densely populated areas south and east of the Railway Station and connects with Phase 1 connecting at a point before the New Railway Station, thus fully completing the loop.
10. The Network will rely upon an Operations Control Center and Maintenance Depot 1 located near the Airport to be developed as part of Phase 1. A second planned Depot will be located in the railway yards located east of the Main Railway Station.
11. Ancillary features of the Network - e.g., electrical substations necessary to operate the system are proposed to be located in the LRT stations. Intermodal Transfer Facilities (ITFs) which will accommodate passengers transferring from city buses to the LRT, depot facilities, etc., are located in proximity to the LRT alignments. Details of the Phase 1 alignment are provided in Part C: Description of the Project.
4.0 ALTERNATIVES CONSIDERED
12. The SPS Policy Principles note the need to “Examine alternatives to the project’s location, design, technology, and components and their potential environmental and social impacts and document the rationale for selecting the particular alternative proposed. Also consider the no project alternative.”6 Accordingly the “No Project” Alternative is discussed below, followed by a discussion of feasible alternatives as they have been identified for the purposes of the assessment.
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4.1 The "No Project" Alternative
13. The “No Project” alternative is defined as a situation in which the City of Astana does not undertake the development of a light rail transit system or a comparable public transport improvement project to reduce private vehicle use. In this scenario it is likely that commute FIGURE B-1: LOCATION OF THE PROJECT
Rail Station & LRT Depot
Inter-Modal Transfer Station
Saryarka Avenue LRT Phase 3
LRT Phase 2 Right Bank Turan Avenue
Left Bank Syganak Street
Abu Dhabi Plaza
Korbanbay Batyr Road Expo New Railway Station
LRT Phase 1 Airport LRT Depot
Airport Road Airport Terminal
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times would lengthen and traffic congestion in the city, already severe at peak hours, would worsen. These problems would be exacerbated by Astana’s continued growth, thus adding more vehicles to its streets and by the increasing prosperity which, in the absence of viable alternatives, would lead to higher rates of automobile ownership per household.
14. In light of these circumstances, the option of "No Project" has been considered and found to be neither reasonable nor prudent. Accordingly, the "No-Project" Alternative has been determined not to be in the best interest of Kazakhstan and or the people of Astana.
4.2 Alternative Project Characteristics
15. Alternative Project Characteristics (such as alternative transport modes, at-grade versus elevated or underground systems, alternative alignments, etc.) have been analyzed and documented primarily in the context of four Feasibility Studies (FSs):
° EBRD-FS. The acronym EBRD-FS will be used to refer to the European Bank for Reconstruction and Development (EBRD) Study undertaken in 2006 by TransTec Consult, together with the partners Uniconsult, Bonk-Maire-Hoppmann, CAC and ISR in co-operation with the Akimat of Astana;
° VTG-FS. VTG-FS refers to the documented entitled The New Transportation System of Astana Feasibility Study (Update), Prepared by Hong Kong Transportation Development Ltd, A Vision Transportation Group Company (VTG), December 2009; and
° Chungsuk-FS. Chungsuk refers to the New Transport System for Astana City, Technical and Feasibility Study, undertaken by Chungsuk Engineering, 2010.
° Light Rail and Bus Rapid Transit in Astana, Technical and Economic Feasibility Study, SYSTRA, 2013.
16. Each will be referenced in the discussions below as warranted.
4.2.1 Alternative Transit Modes
17. Alternative transit modes considered by the FSs of the Astana LRT Project included:
° Bus Rapid Transit (BRT). BRT was considered by the Project’s initial Feasibility Study, the EBRD-FS. The EBRD-FS concluded that BRT was one of the more viable solutions to the transit needs, but it recommended the alternative of LRT based on the rationale presented below.
° Hybrid Transit. Hybrid Transit was defined by the EBRD-FS as intermediate systems between bus and trams, some of them physically guided, others guided by optical or magnetic systems. Hybrid Transit was concluded to be interesting but untested alternative and therefore not recommended.
° Light Rail Transit (LRT). The LRT system as conceived by the EBRD-FS was proposed to operate on-grade with priority signalization at cross-roads. Such systems are in use in various parts of the world, including Calgary (Canada). Within the EBRD-FS the LRT was conceived as operating entirely at-grade, generally in the center of existing roadways. LRT was selected as the preferred alternative transit mode because of its contribution to the “high urban quality to be achieved for the New City”.
° Monorail Transit. The monorail system included in the EBRD-FS was the only representative of grade-separated systems. The ERBD-FS concluded that, of the systems studied, the monorail option was the most expensive and least flexible and that
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a LRT system was the preferred alternative transit mode.
18. Following the EBRD-FS, the alternatives considered by the later Feasibility Studies also gave cursory overviews of alternative modes but primarily focused on alternative characteristics of LRT systems such as types of wheels (e.g., metal versus rubber-tired vehicles), alternative tracks (metal or concrete), personal transport systems, at-grade versus underground, alternative rolling stock, alternative alignments, etc. Numerous case studies of various types of systems applied in various cities around the world were described.7 Currently, there is an ongoing study undertaken by SYSTRA that addresses both the LRT and the Bus Rapid Transit for Astana. The study looks at both engineering aspects 9(i.e., the alignment and phasing of the tracks), and the technical specifications related to rolling stock and the tracks themselves. The results of the alternatives analyses presented by the VTG-FS and the Chungsuk-FS are as follows.
4.2.2 At-Grade versus Elevated and Underground Alternatives
19. For the portion of the LRT Network addressed by the EIA (Phase 1 of the overall system), the VTG-FS and Chungsuk-FS assessments of the alternatives concluded that an elevated system was the preferred alternative based on the level of demand the LRT would be required to meet and cost considerations. An at-grade alternative for the Phase 2 portion of the Network was concluded to be unsuitable due to the projected numbers of passengers and potential conflicts with other surface traffic. Underground alternatives were eliminated due to cost considerations and potential impacts to existing utility systems.
The ongoing SYSTRA FS is currently assessing two alternatives; (1) a combination of an at- grade alignment for Phase 1 from the airport for a distance of about 6 kilometers, and then an elevated railway from there throughout the remainder of the alignment, and (2) an entirely elevated railway. A final decision regarding the alternatives is expected to be reached in July 2013.
4.2.3 Alternative Alignments
20. The segment of the LRT Network designated as Phase 1 is accommodated within the ROW of the existing Airport Road, Korbanbai Batyr Avenue which is the only direct connection between the airport and the city, Syghanaq Street on the Left Bank, and its extension Shamshi Qaldayaqov Street on the Right Bank. The ROW easily accommodates the LRT and the proposed alignment results in the smallest footprint for the connection. Except for land uses along the Airport Road-Korbanbai Batyr axis, along which many of the city’s major sports complexes and other attractions are located, most of the area in the southern part of the city are undeveloped. In light of these circumstances, the proposed Phase 1 alignment is considered to be the most reasonable and viable alternative (as opposed to purely theoretical or hypothetical alternatives).
21. Alternative alignments for the circulatory portions of the Network (Phases 2 and 3) were considered by the VTG-FS, the Chungsuk-FS and subsequent ALRT-internal assessments. An initial total of 19 alternative alignments were identified in collaboration with the Astana Department of Transportation and other concerned agencies. Three prime alternatives were identified (labeled as Alternatives 1, 5 and 19) and subjected to a rigorous analysis in which numerical values and weightings were applied. The three top alternatives are illustrated by Figures B-2, B-3, and B-4.
22. In addition to providing access to the city’s major facilities and attractions, the criteria included avoidance of potential environmental impacts, specifically the minimization noise and vibration, impacts, the need for utility relocations, land acquisition resettlement demands and other environmental/social criteria. Consideration was also given to the city’s existing street patterns. The full list of criteria, the points allocated to each criterion and the rankings
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of the three alternative alignments are presented by Table B-1.
23. The preferred alternative (Alternative 19) ranked highest overall taking all criteria into account (including accessibility to users and other transport considerations) and highest in the explicitly environmental categories as noted on the Figures, the primary difference in the environmental ranking was due to the fact that the preferred alternative avoids park land and avoids infringement on the banks of the Ishim River. Alternative 19 is the Network alignment that provides the context for Phase 2 as put forward and described in detail in Part C: Description of the Project.
4.2.4 Alternative Systems & Equipment (Rolling Stock)
24. The Feasibility Studies also assessed the use of various types of rail transit systems
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FIGURE B-2: “ALTERNATIVE 1” IDENTIFIED AS ONE OF THREE MOST SUITABLE ALIGNMENTS
Infringement on the banks of the Ishim River and the taking of park land in this area lowered the ranking of this alternative.
Source: New Transport System for Astana City, Technical and Feasibility Study, Chungsuk Engineering, Volume 4, Tehniko- Technological Section, Outlook of Alternative Railway Lines, page 57-62 based on material originally presented by The New Transportation System of Astana Feasibility Study (Update), Prepared by Hong Kong Transportation Development Ltd, A Vision Transportation Group Company (VTG), December 200.9
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FIGURE B-3: “ALTERNATIVE 5” IDENTIFIED AS ONE OF THREE MOST SUITABLE ALIGNMENTS
This alternative results in LRT lines too close together compared to others hat more equitably serve the population in this part of the city.
Infringement on the banks of the Ishim River and the taking of park land in this area also lowered the ranking of this alternative.
Source: New Transport System for Astana City, Technical and Feasibility Study, Chungsuk Engineering, Volume 4, Tehniko- Technological Section, Outlook of Alternative Railway Lines, page 57-62 based on material originally presented by The New Transportation System of Astana Feasibility Study (Update), Prepared by Hong Kong Transportation Development Ltd, A Vision Transportation Group Company (VTG), December 200.9
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FIGURE B-4: “ALTERNATIVE 19” IDENTIFIED AS THE PREFERRED ALIGNMENTS
NOTE: The Deport was subsequently moved to the Airport area.
Source: New Transport System for Astana City, Technical and Feasibility Study, Chungsuk Engineering, Volume 4, Tehniko- Technological Section, Outlook of Alternative Railway Lines, page 57-62 based on material originally presented by The New Transportation System of Astana Feasibility Study (Update), Prepared by Hong Kong Transportation Development Ltd, A Vision Transportation Group Company (VTG), December 200.9
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TABLE B-1: EVALUATION OF TOP THREE ALTERNATIVE ALIGNMENTS*
A1* A5* A19*
EVALUATION CRITERIA Raw Weighted Raw Weighted Raw Weighted
Weight Score Score Score Score Score Score Allocated Maximum Un-weighted (Raw) (Raw) Un-weighted Maximum Score Score Maximum WeightedScore
Ministry Buildings 5 1 5 3 3 3 3 5 5 Depot 15 3 45 5 15 5 15 5 15 Abu Dabi Plaza 15 3 45 3 9 5 15 5 15 Khan Shatyry 10 2 20 5 10 5 10 5 10 Meeting Halls 5 1 5 2 2 3 3 5 5 Universities 10 2 20 5 10 4 8 5 10 Eurasia Store 10 2 20 1 2 2 4 5 10 Hospitals 10 2 20 3 6 4 8 5 10 Aquarium 5 1 5 5 5 5 5 5 5 Mega Mall 10 2 20 5 10 5 10 5 10 Central Park 5 1 5 5 5 5 5 4 4 PointsAnd Directions Residential Areas 15 3 45 4 12 4 12 5 15 CoveringThe Basic Starting Akimat 5 1 5 5 5 5 5 4 4 Baiterek 5 1 5 5 5 5 5 4 4 Passenger Loads 20 4 80 4 16 3 12 5 20 Maintenance 15 3 45 4 12 3 9 5 15 Duplicate coverage 15 3 45 4 12 3 9 5 15 (Lines too closely spaced) Ability to Expand 10 2 20 4 8 4 8 5 10 Connections to North 5 1 5 5 5 5 5 5 5 International West 5 1 5 5 5 4 4 5 5 Transport East 5 1 5 5 5 5 5 5 5 Stations South 5 1 5 4 4 4 4 4 4 Integration with Existing 10 2 20 5 10 5 10 5 10 Public Transport Building 15 3 45 4 12 4 12 5 15 Manufacturability System Length 20 4 80 4 16 4 16 5 20 Minimizing Movement 10 2 20 4 8 4 8 4 8 of Engineering Systems Alignment with Urban 10 2 20 5 10 5 10 5 10 Road Program Profitability 20 4 80 4 16 3 12 5 20 Availability 20 4 80 4 16 3 12 5 20 Landmark Positioning 10 2 20 5 10 4 8 5 10 Minimization of Land 15 3 45 5 15 5 15 5 15 Acquisition Functionality Criteria 10 2 20 4 8 2 4 5 10 E.g., Minimum Turning Radii Environmental Factors 10 2 20 4 8 4 8 5 10 FINAL SCORES 355 NA 925 139 295 134 279 160 349 * NOTE: The top three alternative alignments were determined by evaluation of 19 alternative alignments as a preliminary step. Evaluators included the Astana Department of Transportation and other Stakeholders. “Alternative 19” is the alignment currently proposed. Source: New Transport System for Astana City, Technical and Feasibility Study, Chungsuk Engineering, Volume 4, Tehniko- Technological Section, Outlook of Alternative Railway Lines, page 57-62 based on material originally presented by The New Transportation System of Astana Feasibility Study (Update), Prepared by Hong Kong Transportation Development Ltd, A Vision Transportation Group Company (VTG), December 2009, page 4-29.
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FIGURE B-5: ALTERNATIVE ROLLING STOCK CONSIDERED
Preferred Alternative identified by the Chungsuk Feasibility Study. It has subsequently been determined that rather than an AGT (i.e., Automated Guide-Way Transit system which is driverless) a driver-operated system will be selected. Other rolling stock options also remain under consideration.
Bus-type train Steel-wheeled Magnetic Linear engine Classification Hovertrain (AGT) train (AGT) levitation train transport (LIM)
Appearance
Construction
Construction appearance
Passenger 52 persons 92 persons 66 persons 90 persons 52 persons capacity Max. 82 persons Max. 152 persons Max.. 96 persons Max. 130 persons. Max. 82 persons
Max. speed 70 km/h 80 km/h 110 km/h 80 km/h 80 km/h
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such as magnetic levitation systems, hover-trains, metal and rubber-tired vehicles. Alternative tracks (metal or concrete), directed bus systems, personal transport systems, etc. were also assessed. Numerous case studies of various types of systems applied in various cities around the world were assessed. These included systems in use in London, Singapore, Kuala Lumpur, Vancouver and elsewhere.8
25. After a comparison of construction costs and operating costs, it concluded that a steel-wheeled train within an automated guide-way transit (AGT) network is the preferred alternative. Further assessment by Astana LRT, however, has lead to the selection of a driver-operated system as described herein. Depending on whether a fully elevated system or a combination of an elevated and an at-grade system, the SYSTRA Study recommends an automated guide-way transit (AGT) network for a fully elevated system.
5.0 REQUIRED APPROVALS
26. The Project is required to comply with the environmental requirements of the RoK and the requirements of the financing organization, in this case the requirements of the ADB.
27. The categorization procedures and environmental compliance requirements of the RoK and those of the ADB are summarized by Table B-1 and discussed below. To present the required contextual information, this portion of the EIA Report is organized as follows:
° 5.1: Required ADB Environmental Approval ° 5.2: Required RoK Approvals o 5.2.1: Legal Framework; o 5.2.2: Administrative Framework o 5.2.3: RoK EIA Requirements & Review Processes; and ° Item 5.3: Program-Specific Environmental Requirements
5.1 Required ADB Environmental Approval
28. Depending on the significance of project impacts and risks, assessments required by the ADB may comprise a full-scale environmental impact assessment (EIA) for Category A projects, an initial environmental examination (IEE) or an equivalent process for Category B projects, or a desk review. An EIA report requires a rigorous examination and documentation and must meet consultation, information disclosure, and other requirements. An IEE, with its narrower scope, may be conducted for projects with limited impacts that are few in number, generally site-specific, largely reversible, and readily addressed through mitigation measures. Additional detail is provided by Table B-2. The ADB has categorized the Project as a Category A Project, i.e., a project requiring a full EIA pursuant to ADB Guidelines.
TABLE B-2: ENVIRONMENTAL REQUIREMENTS - ADB & KAZAKHSTAN ADB KAZAKHSTAN Project Categorization & Levels of Investigation Projects are assigned to one of the following categories Projects are classified by the five danger/sanitary depending on the significance of the potential levels with one being the highest as defined by environmental impacts and risks: norms and standards developed by the Sanitary and Epidemiological Services (SES), in relation to Category A - projects likely to have significant adverse human health and safety. The sensitivities of environmental impacts that are irreversible, diverse, or projects are measured by the SES categories as unprecedented. These impacts may affect an area larger follows: than the sites or facilities subject to physical works. An environmental impact assessment (EIA), including an ° Danger/Sanitary Categories 1 & 2 projects environmental management plan (EMP), is required. have levels of severity/danger that trigger a full EIA. Category B - project's whose potential adverse environmental impacts are less adverse than those of ° Danger/Sanitary Category 3 projects are Category A. Impacts are site-specific, few if any are considered to have lower levels of irreversible, and in most cases mitigation measures can be severity/danger and as such a lesser
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designed more readily than for Category A projects. An assessment is undertaken, although still initial environmental examination (IEE), including an EMP, referred to as an Environmental Assessment. is required. ° Danger/Sanitary Category 4 & 5 projects are Category C - projects likely to have minimal or no adverse considered to present considerably lower risks environmental impacts. An EIA or IEE is not required, of severity/danger and generally do not warrant although environmental implications need to be reviewed; an assessment beyond the initial screening.
Category FI - involves the investment of ADB funds to, or These relate to four categories of RoK EIA through, a financial intermediary. (Оценка воздействия на окружающую среду - OVOS) as follows: The ADB generally uses a Rapid Environmental Assessment (REA) checklist approach. Projects are ° Category I - Sanitary Class/Danger Categories categorized into A-C categories by the Bank Project Team. 1 and 2 plus and also investigation and extraction of minerals, except for common The Astana LRT Project has been categorized as Category minerals. Risks are high and approval by . MOEP is required.
° Category II - Sanitary Class/Danger Category 3 plus and extraction of ubiquitous minerals, forestry activities and special uses of water. Risks are ranked as Medium High and approval is required from the affected Territorial Environmental Protection Office or Offices (TEPOs).
° Category III - Sanitary Class/Danger Category 4. Risks are ranked as Low and approval is required from TEPO(s).
° Category IV - Sanitary Class/Danger Category 5 and animal uses except recreational fishing and hunting. Risks are ranked as Low and approval is required from local administrations.
The RoK EIA process has five stages:
° Overview of Environmental Condition. This might also be referred to as a Reconnaissance or Scoping Study and in the Concept Stage at the time of a Declaration of Intent to undertake the Project.
° Preliminary EIA (Оценка воздействия на окружающую среду - Pre-OVOS)
° Preparation of the EIA (OVOS). EIAs are obligatory for large scale projects.
° Preparation of an "Environmental Protection Section". The Environmental Protection Section is prepared in the detailed design stage in the event that mitigation measures defined in the EIA (OVOS) are required.
° Post-Project Analysis. For projects of Danger/Sanitary Categories 1 or investments greater than $US50 million - one year after the project is operational.
The Astana LRT Project is classified Category 1. The RoK Pre-OVOS for the Project was prepared, submitted for review and approved by Director of the Department for State Environmental Impact Assessment of the Division for Natural Resources and Environmental Control for Astana city (under Akimat).
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Who Prepares the Documents ADB usually requires EAs to be prepared by the Project Planning and conduct of an assessment is the Proponent. If capacity is lacking consultants may help fill duty of the proponent. The Project Proponent often the gaps, undertake new studies on behalf of the proponent retains a licensed consultant, frequently a member or assist national specialist to improve the documentation. of the team undertaking the Feasibility Study. This is a proponent-focused activity, with the requirement for close collaboration and ownership.
The Environmental Management Plan An EMP is required for A and B category projects. It is As specified in Ecological Code Article 41, considered to be an integral but distinct part of the environmental assessment documentation should assessment document. It is not a separate document, but include: the key summary of the mitigation and monitoring measures to be applied should extractable as a stand- Description of measures provided for preventing along section or set of tables. and mitigating impacts on environment, including proposal for ecologic monitoring”—more or less a partial EM”. This description does not comply with ADB requirements Public Consultations & Disclosure The ADB requires two formal public consultation sessions RoK has detailed requirements for public for full EIAs and one session for category B projects. For participation reflected in: full EIAs the sessions are scheduled to coincide with early EIA planning and the preparation of the draft EMP or ° Ecological Code, Article 57 "Glasnost of State record of likely impacts. For the B-level projects a session Environmental Review and Access of the during the impact definition stage is most useful, although Public to Decision-making Process" exact timing is a function of the environmental issues emerging and the proponent’s wishes. Consultations must ° Rules of Access to Environmental Information be announced and for full EIAs advance notices of Related to EIA Procedure and Decision-making consultations and contact details must be published in the Process on Intended Economic and Other media for several weeks in advance of the session(s).In Activity (No. 233-p of July 25, 2007), line with ADB’s Public Communications Policy, ADB posts the following safeguard documents on its website: ° Ecological Code, Articles 60-67 "Public Environmental Review - Instructions on ° For environment category A projects, Draft EIA reports at Environmental Assessment of Economic and least 120 days before Board consideration; Other Activities during Development of Planned and Pre-planned and Project Document, Public ° Draft EA, review framework, draft resettlement Consultation Rules", approved by Order No. frameworks and/or plans, and draft Indigenous Peoples 135-p of the Minister of Environmental planning frameworks and/or plans before project Protection, 7 May 2007. appraisal;
° Final or updated EIAs and/or IEEs, resettlement plans, and Indigenous Peoples plans upon receipt; environmental, involuntary resettlement, and Indigenous Peoples monitoring reports submitted by borrowers/clients during project implementation upon receipt. Sources: ADB Operations Manual - Bank Policies (BP), OM Section F1/BP, Issued on 4 March 2010,
Reconstruction of the International Corridor from Khorgos to Aktobe Oblast, Environmental Assessment Review Framework, May 2008, Table 10, with major revisions per comments transmitted by ADB received 4 May 2011.
World Bank: http://siteresources.worldbank.org/ECAEXT/Resources/258598-1289768521871/7554517-1289768544275/ EAFrameworksRussiaBulgariaAndKazakh.pdf EA Framework Approach - Potential for Application in Kazakhstan Victor B. Loksha, Consultant, ECSSD, March 26, 2008.
United Nations, Economic Commission for Europe, Committee on Environmental Policy, Kazakhstan Environmental Performance Reviews, 2008.
5.2 Required RoK Environmental Approvals & Permits
5.2.1 Legal Framework
29. The overarching legislation that establishes the Kazakhstan legal framework for environmental protection is the:
° Kazakhstan Environmental Code, Law Number 212-III, adopted 9 January 2007.
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Kazakhstan Environmental Code (also translated as the Ecological Code), is referred to hereafter as the 2007 EC.9
30. Adoption of the 2007 EC combined most of the then-existing environmental legislation into one document, to make the system of environmental regulations more transparent and to make environmental information more accessible. The 2007 EC subsumed (i.e., incorporated and continued the most significant policies and practices established by the provisions of) Kazakhstan's three major environmental laws that prevailed at that time; specifically:
° Kazakhstan Law on Environmental Protection, Law Number 160-1, adopted 15 January 1997. The Kazakhstan Law on Environmental Protection, Law Number 160-1, adopted 15 January 1997, is referred to hereafter as the 1997 LEP as amended. The provisions of the 1997 LEP as amended and subsequently subsumed by the 2007 EC establishes basic principles of environmental protection management, environmental information and its disclosure, environmental monitoring, environmental audits, environmental disaster management, and control (inspection) of environmental protection. In 2004, the Law was amended to include waste management. In 2005,10 the Law was further amended by introducing mandatory and voluntary ecological audits.11
° Kazakhstan Law on Ecological Expertise, Law Number 85-1, adopted 18 March 1997. The Kazakhstan Law on Ecological Expertise (also translated as Ecological Expert Examination), Law Number 85-1, adopted 18 March 1997, is referred to hereafter as the 1997 LEE as amended. The 1997 LEE as amended 20 December 2004 and subsequently subsumed by the 2007 EC regulates the procedure for conducting ecological expertise (EE), including issues of financing, conclusions made by the expert commission, and responsibilities for noncompliance with EE legislation.12
° Kazakhstan Law on Protection of the Atmosphere, Law Number 302-11, adopted 11 March 2002. The Kazakhstan Law on Protection of the Atmosphere, Law Number 302- 11, adopted 11 March 2002 is referred to hereafter as the 2002 LPA. The 2002 LPA defined the basic terms and principles of State control of air conditions, determined the competences of State bodies, identified the rights and duties of individuals and legal entities, and established the basic requirements for the State control procedures with respect to hazardous air pollution sources and air protection. 13 Its major provisions were subsumed by the 2007 EC.
31. Other legislation addressing specific environmental issues has been enacted. The Forest Code, the Land Code and the Water Code, for example, were adopted in 2003. The Forest Code regulates the use, protection and conservation of forests as well as forest restoration. Specific issues related to the protection and conservation of forests, are regulated in by-laws. 14
5.2.2 Administrative Framework
32. The central executive body for environmental protection in the Kazakhstan Administrative Framework is the:
° Ministry of Environmental Protection (MOEP). MOEP's responsibilities include developing and pursuing national environmental policy, enforcing laws, and administering State supervision and State ecological expertise. MOEP oversees the country’s compliance with ratified international environmental conventions and inter- State environmental agreements. It also controls emissions and discharges of pollutants, issues permits of certain categories (discussed below) and determines the maximum volumes and composition of pollutants. At one time MOEP also included committees on geology, forestry and hunting; water management; and environmental
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protection. From 2000 to 2002, however, except for the committee on environmental protection, all other committees and the associated functions of protection of water, forests, national parks, biodiversity and underground resources were moved to different ministries or to the presidential administration. At the local level, the MOEP has territorial environmental protection offices (TEPOs). Their role is mostly related to inspection of local sites, but they also play an advisory role regarding enterprises and perform State ecological expertise on subjects of local importance. Akimatsa (the executive branch of local government) and maslikhats (representative local authorities) are entitled to perform State supervision and can approve certain provisions and tariffs for use of natural resources. They also determine, within certain limits, the pollution charges paid by enterprises. They allocate natural resources, including mountain and woodland pastures and grasslands, and establish and administer local specially protected areas, and also issue nature resource-use regulations within their competencies.
33. The other State bodies within the Kazakhstan Administrative Framework with environmental responsibilities for the media indicated are as follows:
° Woodlands and Specially Protected Natural Areas. The Committee on Forestry and Hunting (CFH) within the Ministry of Agriculture (MOA) manages woodlands and specially protected natural areas: nine national natural reserves and six national natural parks in the 14 oblasts. At the local level, territorial offices of the Committee manage forestry and bio-resources, and 138 governmental Forest Conservation Agencies (accountable to the Committee) are responsible for forest protection and conservation.
° Water Resources. The Committee on Water Resources (CWR) under MOA administers the State reporting system regarding the protection and efficient use of water resources. Its responsibility covers:
- Water intake from natural watercourses and groundwater; ( - Fresh water consumption; - Water use for production; - Water use for agriculture; - Conservation of fresh water and the recycling of water supply; and - Sewage discharges into natural water bodies and under ground.
Water resources are managed by the river basin organizations according to hydrographic basin principles.15
° Atomic Energy. The Atomic Energy Committee of the Ministry of Energy and Mineral Resources (radioactive waste management and other sources of radiation);
° Emergency Management. The Emergency Management Agency is responsible for environmental disaster management and prevention (e.g., fires).
° Environmental Statistics and Proposed Legislation. The State Agency for Statistics is responsible for statistics relating to environmental management and protection. In 2003, the Government created an interdepartmental commission16 to strengthen coordination of environment protection activities spread over different ministries, agencies and departments. The commission is an advisory body to the Government. Its functions are:
- Assessing ecologically dangerous economic activities and proposing measures to mitigate their impact on the environment;
- Making proposals on environmental legislation;
- Preparing recommendations for optimizing the supervision of environmental
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protection and wildlife management;
- Proposing new economic instruments for environmental protection.
34. The following specialized institutions remained a part of MOEP.
° Information Analytical Centre The Information Analytical Centres responsible for gathering environmental information and making it available to the public;
° State Enterprise Kazhydromet. The State Enterprise Kazhydromet is responsible for monitoring meteorological events, forecasting weather and monitoring the environment. It collects information from its regional centers and processes data (see Chapter 3);
° Research Institute of Ecology and Climate17 (KazNIIEK), KazNIIEK) carries out activities on environmental science, biodiversity management and compliance of obligations under the multilateral environmental agreements. It performs a series of other tasks such as pre-evaluation for construction, engineering for geological research, designing construction in seismic areas, developing town-planning documentation, and designing of engineering systems and networks;
5.2.3 RoK EIA Requirements & Review Processes
35. Projects in Kazakhstan are classified by the Sanitary and Epidemiological Services (SES) of MOH according to five danger levels with one being the highest as defined by norms and standards developed by the, in relation to human health and safety. The sensitivities of projects are measured by the SES Danger/Sanitary Categories. The categories are:
° Danger/Sanitary Categories 1 & 2 projects have levels of severity/danger that trigger a full EIA.
° Danger/Sanitary Category 3 projects are considered to have lower levels of severity/danger and as such a lesser assessment is undertaken, although still referred to as an Environmental Assessment.
° Danger/Sanitary Category 4 & 5 projects are considered to present considerably lower risks of severity/danger and generally do not warrant an assessment beyond the initial screening.
36. The SES Danger/Sanitary Categories relate to four categories of RoK EIA (Оценка воздействия на окружающую среду - OVOS). The EIA/OVOS Categories are:
° Category I - Sanitary Class/Danger Categories 1 and 2 plus investigations and extractions of minerals, except for common minerals. Risks are high and approval by MOEP is required. A Category 1 EIA/OVOS is categorically required obligatory for large scale including road construction project with four lanes or more.
° Category II - Sanitary Class/Danger Category 3 plus extractions of ubiquitous minerals, forestry activities and special uses of water. Risks are ranked as Medium High and approval is required from TEPO(s).
° Category III - Sanitary Class/Danger Category 4 Risks are ranked as Low and approval is required from TEPO(s).
° Category IV - Sanitary Class/Danger Category 5 plus projects involving animals, except recreational fishing and hunting. Risks are ranked as Low and approval is required from
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local administrations.
37. The Category 1 RoK EIA (the Category of the Astana LRT Project) process has five stages:
° Overview of Environmental Condition. This might also be referred to as a Reconnaissance or Scoping Study and in the Concept Stage at the time of a Declaration of Intent to undertake the Project.
° Preliminary EIA (Preliminary Оценка воздействия на окружающую среду - Pre- OVOS).
° Preparation of the Final EIA (OVOS).
° Preparation of an "Environmental Protection Section". The Environmental Protection Section is prepared in the detailed design stage in the event that mitigation measures defined in the EIA (OVOS) warrant doing so.
° Post-Project Analysis. For projects of Danger/Sanitary Categories 1 or investments greater than $US50 million, a Post-Project Analysis is required one year after the project is operational.
38. State Environmental Reviews are conducted at end of each stage in the process and before proceeding to the next stage. Reviews are conducted first at the Oblast level and then by MOEP and other agencies as appropriate to the nature of the Project and the level of EIA Categorization. Comments are reviewed, edited and assembled by the MOEP. The 2007 EC provides for a preliminary review period of two weeks and a final review period of up to 90 days after which the EIA authors are required to defend the EIA at a consultation session with all stakeholders in attendance (usually not the general public). The 2007 EC does not require the distribution of contact information for a coordinator or liaison officer leading such a public forum or invitations sent out to concerned stakeholders, but in many cases it is customary to do so.
39. Once complete, the EIA is revised; a final document is prepared; and a certificate to proceed to the next stage is given to the Proponent, but usually only after another 30-day waiting period, allowing for any additional comments.
40. The Astana LRT Project is classified RoK Category 1. The RoK EIA/OVOS for the Project was prepared, submitted for review and approved by Director of the Department for State Environmental Impact Assessment of the Division for Natural Resources and Environmental Control for Astana city (under Akimat).18
5.2.4 Permit Processes
41. The 2007 EC provides two types of permits:
° Emissions Permits. The emissions permit gives the right to individuals and legal entities to make emissions within the specified limits. The complex ecological permit has stiffer requirements for environmental protection than was previously the case, particularly, regarding the disposal of wastes, and requires that advanced technologies be used in order to minimize adverse impacts.
° Ecological Permit. The terms of ecological permits are different for each category of environmentally hazardous activity. Generally, the standard term is three years and for less hazardous activities it is five. The application procedure for the ecological permit is less difficult to secure if environmental damage arising from the activities is minimal.
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Ecological permits may be revoked or suspended if the permit holder has been in breach or default of the statutory environmental requirements, the terms set forth in the specific permit or contract in relation to using natural resources, or if the environmental damage is significant. Legal entities holding ecological permits must apply for re-issuance of their permits if they have changed their profile or the way in which they are organized, or have adopted technologies in order to minimize damage to the environment, or if the system for the usage of natural resources has changed. The 2007 EC allows the RoK to establish limits or annual quotas for emissions.
5.3 Astana LRT-Specific Requirements
5.3.1 Feasibility Study Approval
42. The Astana LRT concept to date has proceeded of the basis provided by the creation of Astana LRT, LLP, as described herein.
43. Approval of the network and the overall approach proposed by the Project requires the approval of the Project’s Feasibility Study by the national-level entity known as the State Expertise. The Project’s Preliminary EIA (Оценка воздействия на окружающую среду - Pre-OVOS) is considered to be part of the Feasibility Study. As of this writing (10 December 2011), approval of the Project’s Feasibility is pending.
5.3.2 Astana Agency Approvals
44. The Astana LRT will require the documented coordination of all concerned agencies. In Astana, such coordination generally occurs under the auspices of the Akimat. Because of the nature and size of the Astana LRT Project, this may require a tiered process in which parts of the Project are approved in stages (e.g., general planning approval, preliminary design approval, etc).
5.3.3 Approvals Required by Recommended Contract Provisions
45. Approval requirements and procedures adopted within the contractual arrangements for large scale construction projects such as the Astana LRT are essential elements of good environmental stewardship. It is recommended that he Astana LRT Project, like many other in Kazakhstan, adopt an approach which include safeguards similar to those what is found in the standard "FIDIC" template commonly used for international projects, i.e., the procedures established by the Federation Internationale Des Ingenieurs Conseils (International Federation of Consulting Engineers, generally referred to by its French acronym). FIDIC is the most widely adopted format and the most widely adopted construction management system. Accordingly, it can be anticipated that the bid documentation will consist of three components:
° General Conditions of Contract (GCOC). The contents of the General Conditions of Contract (GCOC) are generally adopted verbatim and establish the framework to which more detailed project-specific provisions are applied by the following.
° Conditions of Particular Application (COPA). GCOC are supplemented by Conditions of Particular Application (COPA) to render the contract specifications project-specific. COPA provisions have been drafted for use in the Astana LRT Project and are presented here as Appendix 1. The COPA routinely stipulates the environmental and related responsibilities of the Contractor. It is recommended and assumed that the same stipulations apply for the Project, particularly the requirements for Contractor Environmental Action Plans (CEAPs). The purpose of the CEAPs is to make explicit the Contractor's understanding of the requirements of the EMPs and to make their implementation both site-specific (e.g., where water quality monitoring will be conducted
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pursuant to the requirements of the Contract) and time-specific.
° Technical Specifications. Technical Specifications for the LRT are prepared and must consistent with the GCOC and COPA. The Specifications stipulate the engineering and technical requirements of the Project.
46. Based on these bid and contract documents, potential contractors submit bids and a selection committee, which may include safeguard expertise, chooses the successful contractor(s).
47. It is important to note that, to be meaningful, the recommendations of an EIA such as this one and the EMP put forward in Part G must go beyond recommendations and become legally enforceable and incorporated in the bid and contract documents. The practices recommended will provides a framework in which this critical step is recognized and incorporated in the Astana LRT Project.
48. The legal and institutional frameworks which govern the Construction Period for the Astana LRT Project will be of particular importance. They are expected to include:
° Project Management Consultant (PMC). As the name implies, the Project Management Consultant (PMC), working with and on behalf of Astana LRT and the ADB, will be responsible for the implementation and to be assisted by the following.
° Construction Supervision Consultant (CSC). The CSC is tasked with specific responsibility to ensure safeguard compliance of civil works - with particular emphasis on the monitoring of implementation of EMPs and related aspects of the project.
° Contractor's Environmental Specialist. Following the recommendations provided by the EMP, the preparation of the CEAP will require a licensed environmentalist or firm. The Contractor will be required to retain expertise to do this work and to keep that environmentalist/firm to oversee the operation throughout the contract period.
49. Critical aspects of the established administrative framework for environmental protection in the Pre-Construction Phase include:
° Issuance of a Bid Announcement or Solicitation. The bid announcement states the requirements of the work. From an environmental perspective, it is imperative for the bid announcement to be clear and unambiguous about what will be required from the Contractor - and for the potential Contractor to understand the standard to which he will be held.
° Contractor Selection. From an environmental perspective, it is essential for the selection criteria to explicitly include consideration of the Contractor's documented understanding of the Project's environmental requirements, including all required monitoring and reporting.
° Preparation and Approval of the CEAP. Because the preparation of the CEAP occurs after the award of the Contract, it is considered part of the Construction Period, although technically construction does not and should not start until the CEAP is approved.
° Implementation of the CEAP. The licensed person/firm who prepared the CEAP must be retained to oversee the operation throughout the contract period. Implementation of the CEAP will also require active and consistent enforcement by ALRT as the Project Proponent, together with the concerned agencies and the CSC acting on ALRT’s behalf. Incidental compliance monitoring is also likely to be undertaken by the Inspection Unit of the Astana Environmental Department. Generally, however, such inspections occur once
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per year, however, and the Contractor must receive at least a two-week notice prior to the inspection visit. The Contractor is fined only if a third offence occurs and this happens rarely since the duration of most contracts is less than three years. Clearly, however, the onus for the enforcement of the environmental provisions within its own contracts is the primary responsibility of ALRT and the consultants working on its behalf. Recommendations to strengthen this aspect are incorporated in the recommended COPA for the Astana LRT Project presented in Appendix 1 and referenced throughout this report.
50. As noted in Item 5.2.3, when (and only when) the CEAP is approved by the CSC, the Contractor must obtain permits (clearances) to conduct any work where environmental effects are likely, e.g. the tree removal, vegetation clearing, removal of soils, culvert replacement, etc. These permits can only be issued once the CEAP has been approved by the CSC.
END NOTES - PART B
1 The outline provided for the preparation of the EIA Report titled this section somewhat differently and included "Community Consolations". Community Consultations did not, however, appear in the contents of the section. The term "Public Consultation”, taken to be essentially synonymous to "Community Consolations" appears later in the Outline as Part F. The title of the section also included "Licensing.". The 2007 EC abolished the licensing requirement involving environmentally hazardous activities. As a result of the enactment of new legislation, the existing licenses became null and void and had to be surrendered by their holders within six months of the effective date of the 2007 EC.
2 Terms of Reference, Contract Number S74249, TA 7865 (KAZ): Astana Light Rail Transit Project undated, circa October 2011, Outline Table of Contents for an EIA, incorporated by reference within the Revised Contract Offer (TOR, page 2, final paragraph), dated 19 November 2011.
3 Population as of October 2011 as reported by the Passport of Socio-Economical Development of Astana, January-October 2011, Department of Economy and Budget Planning of Astana, 1 November 2011,
4 ADB Concept Paper, Republic of Kazakhstan: Astana Light Rail Transit Project, September 2011, page 1, subsequently modified to agree with the Project’s Financial Analysis.
5 ADB Concept Paper, Republic of Kazakhstan: Astana Light Rail Transit Project, September 2011, Appendix 6, page 17.
6 ADB Safeguard Policy Statement, June 2009, page 16.
7 New Transport System for Astana City, Technical and Feasibility Study, Chungsuk Engineering, Volume 4, Tehniko- Technological Section, Outlook of Alternative Railway Lines, page 57-62.
8 New Transport System for Astana City, Technical and Feasibility Study, Chungsuk Engineering, Volume 4, Tehniko- Technological Section, Outlook of Alternative Railway Lines, page 57-62.
9 Multiple sources including http://www.macleoddixon.com/documents/Legal_Bulletin_Adoption_of_Ecological_Code.pdf
10 United Nations, Economic Commission for Europe, Committee on Environmental Policy, Kazakhstan Environmental Performance Reviews, 2008.
11 United Nations, Economic Commission for Europe, Committee on Environmental Policy, Kazakhstan Environmental Performance Reviews, 2008.
12 United Nations, Economic Commission for Europe, Committee on Environmental Policy, Kazakhstan Environmental Performance Reviews, 2008.
13 United Nations, Economic Commission for Europe, Committee on Environmental Policy, Kazakhstan Environmental Performance Reviews, 2008.
14 United Nations, Economic Commission for Europe, Committee on Environmental Policy, Kazakhstan Environmental Performance Reviews, 2008.
15 United Nations, Economic Commission for Europe, Committee on Environmental Policy, Kazakhstan Environmental Performance Reviews, 2008.
16 http://ru.government.kz/documents/premlaw/08.2003/ page 1
17 See: http://ecoclimate.kz/
18 Verified by ALRT by email via translator on 7 January 2012.
June 2013 Page B-21
C. DESCRIPTION OF PROJECT
C. DESCRIPTION OF THE PROJECT
INTRODUCTION
1. This section of the EIA provides a description of the proposed Project and is organized in accordance with the recommendations of the ADB's SPS1 and the outline provided for preparation of the EIA2 which states that Part C should provide:
° "A detailed description of the proposal, including ° Construction, ° Operation . ° Staging (and) ° infrastructure components ”
2. Accordingly, the required items are presented under the following headings with additional information added as noted:
° Network Overview by Stage (Item 1.0) ° Design Proposals (Item 2.0) Phase 1 (Item 2.1) Phase 2 (Item 2.2) Temporary Construction Facilities (Item 2.3) Sources of Water Supply and Construction Materials (Item 2.4) ° Operational Characteristics (Item 3.0) ° Staging (Item 4.0) ° Infrastructure Components (Item 5.0) ° Land Acquisition and Resettlement Aspects (Item 6.0); and ° Contracting & Institutional Aspects of the Project (Item 7.0).
3. The description is based on the currently available documentation, field observations and information supplied by the Project Proponent (ALRT) and government officials and is subject to change with the receipt of additional or corrected information.
1.0 NETWORK OVERVIEW BY STAGE
4. The proposed LRT network is illustrated diagrammatically by Figure C-1. Phases 2 and 3 are presented only to provide contextual information and are not included in the assessment except as a reasonably foreseeable future condition for the assessment of cumulative impacts. Figure C-2 provides Street-Specific Identification of Applicable Cross- Sections which are detailed in Appendix 2. As indicated by the Figure C-1, construction of the 46 km LRT network3 is structured in three phases:
° Phase 1. Phase 1 will entail the construction of:
- Approximately 21 km of LRT ROW4 split in two parts: (1) from the Astana Airport to the site known as the Expo 2017 site half way between the airport and Syganaq Street, and (2) from the Expo 2017 site continuing north up to Syganaq, then turning east towards the Abu Dhabi Plaza site on Syganaq Street, one block south of and parallel to Nurzhol Boulevard, the axis along which Astana’s major government buildings and monuments are located. It is planned to be the site of an iconic structure, possibly the highest structure in Central Asia. From there, it continues along Syganaq Street crossing over the River and continuing along Shamshi
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Qaldayaqov Street past its intersection with Tauelsizdik Avenue for 3 kilometers eastward. - fifteen stations (including the Airport, the Abu Dhabi Plaza, and the New Railway Stations). The stations are referred to in this report as Stations 101, 102, etc.
FIGURE C-1: PLANNED ASTANA LRT NETWORK
Rail Station & LRT Depot
Inter-Modal Transfer Station
Saryarka Avenue LRT Phase 3
LRT Phase 2 Right Bank Turan Avenue
Left Bank Syganak Street
Abu Dhabi Plaza
Korbanbay Batyr Road New Railway Station Expo
LRT Phase 1 Airport LRT Depot
Airport Road Airport Terminal
A depot and maintenance facility located in the vicinity of the Airport referred to hereafter as Airport Depot.
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The first part of Phase 1 as described above (i.e., from Airport to the Expo 2017 site is considered to be an “associated facility” as that term is used by the ADB, i.e., a project which is not being funded by the ADB but which is critical to the Project which is – in this case the second part of Phase 1. The first part of Phase 1 will also include the Operational Control Center (OCC) and maintenance facilities for the overall LRT Network.
Phase 1 is entering the Design Stage and it is expected that a design contract will be awarded shortly. A final decision had not been made as of the date of preparing this report at hand, however, Phase 1 is most likely going to be at grade from the Airport Depot for the first 6,600 meters (i.e., until Station 104 at the intersection of Qaban Bay Batyr Avenue with Karkaraly Road). It will then go to an elevated status from Station 104 to the New Railway Station. Except for the last 3,000 meters, Phase 1 will be built primarily within the existing rights-of-ways (ROWs) of existing roads. The final 3,000 meters lie in the ROW of a planned, but not yet constructed, road. Approximately 656 meters of track will be contained within Depot 1. Details of Phase 1 are further discussed below on a section-by-section basis.
° Phase 2. Construction in Phase 2 will provide:
- Approximately 10 km of Elevated LRT Railway. Phase 2 will extend westward within the median of Syganak Street from Station 109 on the Phase 1 segment and turn northward at Turan Avenue. At that point it turns right (north) and proceeds northward within the Turan Ave ROW (east side) until the crossing of the Ishim River. A separate bridge for the LRT will be constructed parallel to the Tulpar Bridge (the bridge that carries vehicular traffic over the river). After crossing the river the LRT will be contained in a newly developed central median within the Saryarka Avenue ROW (the name of the ROW changes from Turan Avenue to Saryarka Avenue after crossing the bridge) to its intersection with Bogenbia Batyr Street. Under existing conditions Saryarka Avenue effectively ends north of its intersection with Bogenbia Batyr Street. The LRT will continue northward, however, and a new roadway will provide through access connecting Saryarka Avenue on the south and Potanin Street on the north. The new roadway will accommodate the LRT piers for the elevated guide-ways within its central median. Structures within the ROW of the new road will be acquired and demolished; existing land uses within its path will be displaced. (See accompanying Land Acquisition and Resettlement Plan, LARP, for details). The LRT alignment continues northward within the ROW of Potanin Street between Moskovska Street and Zataevich Street to Birzhansal Street and along Birzhansal Street to Gete Street where it turns right (east), thus making what essentially amounts to a large-scale U-turn terminating on Gete Street at Station 207 in the vicinity of the existing Railroad Station and Intercity Bus Terminal.
- Seven LRT Stations. The stations in this segment are numbered 201 to 207. All stations will be elevated. Illustrative designs are discussed below.
- Two Intermodal Transfer Facilities (ITFs). An Intermodal Transfer Facility (ITF) (i.e., a facility to accommodate transfers between buses private vehicles for passengers transferring to the LRT) is planned in conjunction with Station 201 adjacent to the Khan Shatyr Complex, a major shopping center. Plans indicate a second ITF will be located approximately one kilometer west of Station 205 (See Figure C-1).
- A bridge over the Ishim River for exclusive LRT use between Stations 203 and 205. As noted above, the LRT bridge is planned for construction adjacent to (but not attached to) the existing vehicular bridge (the Tulpar Bridge).
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FIGURE C-2: STREET-SPECIFIC IDENTIFICATION OF APPLICABLE CROSS-SECTIONS Cross-Sections are provided in Appendix 2
Rail Station & LRT Depot
Saryarka Avenue
Section 1.5 Syganak St. from Kabanbay Ave. to Turkestan St. Left Bank Section 1.6 Kaldayakova St. from Tauelsizdik Avenue to Street A62.
Section 1.4 Kabanbay Batyr avenue from from Almaty St. to Syganak St.
Section 1.3 Kabanbay Batyr avenue from roundabout to Zhanibek and Kerey khaddar
Section 1.2 Kabanbay Batyr avenue from By- pass Road to roundabout
Section 1.1 from Airport to By-pass Road
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- A new road with provisions for the LRT within its median from Bogenbia Batyr Street to Moskowskayev Street. The new road will functionally extend Saryarka Avenue northward from its intersection with Bogenbia Batyr Street to Moskowskayev Street. Existing road patterns will be reconfigured.
- An LRT Depot. The Phase 2 LRT Depot (referred to as Depot 2) will be located west of the existing Inter-City Bus Terminal and south of the main railroad line.
° Phase 3. Phase 3 will entail construction of approximately 15 km linking Station 207 at the Astana Railway Station to Phase 1 at a point between Stations 112 and 113, thus completing a loop linking the northern and southern portions of the city (generally referred to as the Right Bank and the Left Bank of the Ishim River, respectively). Phase 3 will include the development of 13 elevated LRT stations in the locations indicated. It will include a crossing of the Ak-Bulak River, a tributary of the Ishim River. Financing arrangements for Phase 3 of the LRT network are yet to be determined and may, or may not, include participation by the ADB. Whether or not the ADB is involved in Phase 3, however, Phase 3 is part of the context of the Project and must be considered as part of the cumulative and induced impacts of the Project It is, therefore, also included in the Project Description. The information presented for Phase 3, however is primarily on a programmatic (conceptual) basis with only as much geographic specificity as current plans allow.
2.0 DESIGN & CONSTRUCTION PROPOSALS
2.1 Phase 1
5. Phase 1 will be constructed at grade from the airport to Station 104, and will then be elevated throughout the end of its alignment. The design and construction of the on-grade and elevated sections are foreseen as follows.
2.1.1 Design and Construction of At-Grade Segments
6. At grade LRTs, such as a portion of Phase 1, typically use one or a combination of the following types of tracks:
° Ballasted Track. Ballasted track is the manner in which traditional railways were built. A base of ballast supports the weight of the train, distributes its load, ensures that the rails do not buckle and provides for water absorption and drainage. Cross ties (usually concrete or wooden planks) are laid on top of the ballast in between the tracks. They are used to maintain the track gauge, i.e., the distance between the tracks.
° Direct Fixation Track. Direct fixation track is comprised of a concrete base with no need for cross-ties or ballast. The rails are mounted onto fasteners and attached to the concrete deck.
° Embedded Track. Most modern systems use techniques that embed tracks into concrete. The embedding facilitates shared use, e.g., at cross roads where vehicles and pedestrians cross the tracks.
7. Current plans and consultations with Astana LRT staff indicate that the entire on- grade portion of the Astana LRT will use embedded tracks as illustrated by At-Grade Cross- Section included in Figure 2.2, Appendix 2. The embedded tracks will provide essentially a flat surface, thus easily accommodating pedestrians or vehicles crossing the tracks. Power supply for the at-grade segments of Phase 1 will be via overhead wires suspended on poles as will be further discussed in Item 3.5 below.
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2.1.2 Design and Construction of Elevated Segments
8. Elevated sections will use mainly precast (prefabricated) and cast-in-place construction techniques to support elevated concrete guide-ways which will ultimately rest on piles bored into ground.
9. The basic components of the hybrid construction systems of the elevated sections are illustrated by Figure C-3.
FIGURE C-3: STRUCTURAL COMPONENTS OF ELEVATED GUIDE-WAY SUPPORTS
10. The prefabricated structural components will be standardized, produced in plants created for this purpose and transported where needed by truck. The major components of the system, including the prefabricated, cast-in-place and pile components will include:
° Prefabricated Guide-Ways. The prefabricated concrete guide-ways will contain the LRT tracks and span from pier to pier. The guide-ways are typically comprised of two box beams, each designed to provide one set of tracks (i.e., one set of tracks for trains running in one direction in one of the box beams; and one set for trains in the other direction in the other). A third box beam fills the space between the two lane structures. It is put in place and the three box beams are secured together and “post-tensioned” (i.e., the reinforcing steel in the concrete is stretched and released so that the tension produced hold the pieces together). This type of construction is also typically used for bridges, highways and other linear elevated structures as well as LRTs.
° Prefabricated Pier Caps. Pier Caps (also referred to as the column headers) are the interface between the supporting pier (or column) and the guide-way. A standard trapezoidal geometry will be used dimensions varying to accommodate the specific guide-way span needs. The use of precast concrete column headers, as opposed to on site poured headers, requires post tensioning of the column headers, the column and the
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pile cap. It allows however for uninterrupted construction during the winter months.
° Cast-in-Place Piers. The cast-in-place pier shafts (also referred to as columns) will be round with a standard diameter of 1.2 meters, except that piers supporting stations will be 1.5 meters in diameter.
° Cast-in-Place Pile Caps. Piles (discussed below) will be capped by cast-in-place concrete.
° Piles. Piles are basically poles encased in the ground using various means, including the use of a pile driver, i.e., a mechanical device used to pound the poles to provide foundation support. Pile drivers use a heavy weight placed between guides so that it is able to freely slide up and down in a single line. It is placed upon a pile. The weight is raised. When the weight reaches its highest point it is then released and smashes on to the pile in order to drive it into the ground. An alternative is the use of bored piles (also called caissons, drilled shafts, or drilled piers) which use rotary boring techniques. To lessen the threat of noise and vibration impacts, it has been announced that the Project will rely on bored piles.5 Due to ground conditions prevailing in Astana two types of piles will be used. For construction in soft ground areas, a square 300 mm X 300 mm pile will be used at varying length based on the required depth to satisfy the adhesion requirement of soft grounds. For construction in bed rock available areas standard round 800 mm diameter piles are likely. Piles will be used at the beginning and end points of Phase 1 and along the entire length of the Phase 2 LRT ROW to support the elevated guide-ways.
2.2 Phases 2 and 3
11. All of Phases 2 and 3 will be elevated and contained within guide-ways which are identical to those used in Phase 1 i.e., a combination of precast (prefabricated) and cast-in- place construction techniques as described for Phase 1 above.
2.3 Temporary Construction Facilities
2.3.1 Prefabrication Plant(s)
12. Realization of the Project requires a plant for the manufacture of pre-fabricated concrete guideways. An area of 8.5 hectares in the northeast quadrant of the city to the north of the main rail line has been allocated for this purpose.6 Haul routes are likely to include Bogenbai Batyr Street and Tashenov Street, as well as other urban roads, to transport the prefabricated elements to the construction sites. Recommendations in regard to traffic management plans for this aspect of the Project will be put forward in Part G: Environmental Management Plan and Part H: Conclusions and Recommendations.
2.3.2 Construction Camps & Staging Areas
13. Construction camps (i.e., facilities with residential accommodations) and staging facilities (i.e., facilities that generally house administrative facilities, storage of materials, fuel storage and re-fueling facilities, etc.) raise the potential of significant impacts due to demands for water, wastewater and other disposal practices, impacts on nearby communities, etc. The facilities and conditions applied to them included in the Project Design for each phase are as follows.
° Phase 1: Because of the nature of the Astana labor market and the contracting mechanisms for Phase 1, it is not anticipated that Phase 1 will include the creation of Construction Camps, i.e., residential facilities for workers on site. A Staging Area has been designed, however and a site measuring 200 x 250 meters has been allocated in
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the vicinity of Station 105 for this purpose. It is anticipated that demands for potable water supply will be met by the Astana municipal water supply system and that wastewater will be collected using the municipal system and, if necessary portable toilets. Recommendations in regard to this aspect of the Project will be put forward in Part G: Environmental Management Plan and Part H: Conclusions and Recommendations.
° Phase 2: A determination of the type of contracting to be employed for Phase 2 has not yet been made. Either International Competitive Bidding (ICB) or Local Competitive Bidding (LCB) or some combination of the two may be adopted. If ICB is adopted, the possibility of a Construction Camp and its potential impacts warrant consideration. The Project Design has made no allocation for the location of either a Construction Camp or Staging Area for Phase 2. Recommendations in regard to this aspect of the Project will be put forward in Part G: Environmental Management Plan and Part H: Conclusions and Recommendations.
° Phase 3: Due to its currently conceptual nature, no provisions for the possibilities of a Construction Camps and Staging Areas.
2.4 SOURCES OF MATERIALS & WATER SUPPLIES
2.4.1 Quarried Materials
14. Although parts of Phase 1 will be built “at grade”, a considerable embankment will be required to bring the LRT to the same level as the existing road network. Sites from which the Project proposes to obtain fill and other quarried materials needed for the construction process have been identified as indicated by Table C-1. Approximate locations are indicated by Figure C-4.
TABLE C-1: POTENTIAL SOURCES OF QUARRIED MATERIALS Transportation Conditions Name of the Types of Material Facility Type of Distance, km Transport Type of Road In total 33.4 km, including 4.0 km of Sand generated through hydraulic access way to the quarry; fill: coarse sand, coarse grade is, - Rozhdestvensky Road 22.6 km – roads of general network 3.07; filtration coefficient - 24.1 1 Sand Quarry Transport with asphalt concrete coating, m/day. Bulk weight - 1660 kg/m3. 13.25 km of the city streets Composition – quartz feldspathic. In total 47.4 km including: 2.0 km of the Natural rocks of metamorphic Minovsky quarry access way to the quarry; formations – siliceous schist. of Natural Rocks, Road 26,9 km - roads of general network with Density of a formation is 2.48 - 2 3 Koktau RH Ltd. Transport asphalt concrete coating; 2.55 g/cm , bulk weight of rocks is 1,510 kg/m3. 17.6 km of the city streets
In total 52.4 km including: 10.0 km of the access way to the quarry; Natural rocks and fractioned rocks Kazger of DS Road 22,4 km – general network with asphalt from moldy magmatic formations 3 Noiburg Ltd. Transport concrete coating; (effusive).
14.6 km of the city streets
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In total 22.4 km including: 8.1 km of the Koshi Quarry of access way to the quarry; Bine Ltd., Koshi Natural rocks and fractioned rocks Road 7.5 km - general network with asphalt 4 Village from sedimentary strata Transport concrete coating; Tselinograd (limestone).
District 18.55 km of the city streets Natural rocks of the moldy In total 6.8 km including: 0,4 km of the sedimentary strata – Telmanovsky Road access way to the quarry; sandstones, siltstone. Density of 5 Quarry Transport strata is 2.40 g/cm3, bulk weight 1.82 km of the city streets 1560 kg/m3.
Coarse sand Road Bulk density 1.34 g/sm3 6 Yeltok Quarry In total approximately 65 km including 20 Transport km quarry access road Replacement of soils and road dressing Source: Astana LRT, Ospanov Talgat Muratbekuly, December 2011 from partial document and supplemental information supplied via email May 2012.
FIGURE C-4: QUARRY LOCATIONS
Phase 1
15. As noted, most of these sources are located at considerable distances from the construction sites and will require transport through urban areas. Fill material will be required for the on-grade portions of Phase 1 and quarried construction materials requiring transport will be needed for all three Phases. Recommendations in regard to this aspect of the Project will be put forward in Part G: Environmental Management Plan and Part H: Conclusions and Recommendations.
2.4.2 Quantity of Fill Required
16. The amount of fill material required for Phase 1 could be somewhat significant. Assuming an average embankment height of one meter, an embankment width of
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approximately 12 meters, allowances for station development and an on-grade distance of approximately 6.6 kilometers yields a requirement for approximately 80,000 cubic meters (m3) of fill. The alignment of Phase 1 is essentially flat and there will be no cut areas.
17. No significant cut or fill is required by Phase 2. The LRT in Phase 2 will be elevated over existing roadways and embankments will not be required.
2.4.3 Potable & Non-Potable Water Sources
18. The Project, during both its Construction and Operational Stages, will draw potable water form the Astana Municipal Supply. Technical water (i.e., water used in the construction process that is not required to meet drinking standards) will be drawn from wells to be located in the vicinity of the Astana Airport.
2.4.4 Wastewater and Solid Waste Disposal
19. It is expected that the Project’s Construction Camp(s) (if any) and Staging Areas will be located within the service area of Astana’s municipal facilities and will connect to the municipal wastewater collection system. Solid waste disposal will be arranged by Contractors through the use of commercial collection services.
3.0 OPERATIONAL CHARACTERISTICS
3.1 System Operating Concept
3.1.1 Overview
20. The Astana LRT will most probably be a driver-operated system.7 Operating functions will be monitored by an Operations Control Center (OCC). The OCC will be responsible for all automatic functions and will have the capacity to monitor trains and equipment through dynamic displays of status reports and train locations, voice and visual communications facilities and commands and instructions issued via computers. Additional detail in regard to the activities and staffing of the OCC is provided below. Station Attendants (SAs) located in the stations and circulating Rapid Response Personnel (RRPs) located throughout the system will be trained to investigate minor vehicle faults.8 The LRT, including Phase 1, is currently planned to operate 19 hours per day (from 06:00 to 01:00).9 Operating “headways” (i.e., the time between trains) are planned to vary throughout the operating day from three minutes to 12 minutes depending on the time period.10 The system is currently projected to have an average commercial speed capability of 40 km/h11 (which is almost double the average speed of the existing bus network during peak hours in Astana).12
3.1.2 Operations Control Center (OCC)
21. The Astana LRT Operations Control Centre (OCC) will be located in the Main (Airport) Depot/Headquarters Building in a high-security zone with access restricted to authorized personnel. Its primary function will be to:
° Oversee and monitor all train movements to ensure the safety and efficiency;
° Oversee and monitor passenger movements throughout the system to ensure passenger safety and to adjust train service to meet the changing needs of passengers;
° Act as the centralized communications hub for the Astana LRT including radio, telephone, and alarm systems communications;
° Organize and direct the Operations and Maintenance (O&M) Organization response to
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failures and emergencies including communications integration with Emergency Response Agencies;
° Monitor and operate the traction power supply and distribution system;
° Provide service information to passengers during normal operations, failures, and emergencies;
° Control and protect all access to the Astana LRT for operations or maintenance purposes;
° Monitor and report all anomalies including any anomalies affecting trains or wayside equipment; and
° Plan and implement changes to train operations in order to provide better service to customers.
22. Although trains will be operational 19 hours per day, the OCC will operate 24 hours a day, seven days a week using three shifts. The crew present will depend on the operating schedule, but will generally include the following:
° Control Center Supervisor (CCS). The CCS will oversee and co-ordinate all OCC activities including establishing and implementing failure management and emergency response strategies, and assists in relief of the Control Operators during breaks and at meal times.
° Control Operators (COs) in Charge of Mainline Train Control. COs in Charge of Mainline Train Control will oversee and co-ordinate all train operations on the main line, identify all train and wayside equipment failures on the main line, and oversee and co-ordinate all train operations in the yard to meet scheduled service, scheduled maintenance and unscheduled maintenance requirements.
° COs in Charge of Communications. COs in Charge of Communications will be responsible for coordinating all Control Centre Communications with passengers and employees through the radio system, telephone system, or through the safety and security alarm system; and monitors and co-ordinate all equipment functions including configuration, and activation, failures relating to vital equipment such as fire alarms and propulsion power supply and distribution devices. The COs receive training enabling them to work at any position in the OCC. Employees will be so trained as to be able to work any position within the Control Room and rotate through each position during a shift, or on a daily/weekly basis.
3.1.3 Passenger Safety and Security
23. Passenger safety and security will be maximized with the highly visible presence of the uniformed SAs in each station and RRPs who will randomly patrol trains between stations. All Station Operations employees will be equipped with portable radios to report any unusual conditions via the Operations radio channel. The safety and security activities of the Station Operations employees will be directed by the OCC staff. Detailed System emergency security procedures will be jointly developed by the O&M Organization, the Police, and other Emergency Response Agencies. The O&M Organization Safety and Training Officer will be responsible for maintaining accurate and complete records of any safety or security incidents that occur on the LRT. These records will be regularly analyzed and reviewed to identify incident trends and to highlight areas in which system safety and security could be improved. The safety and security of the LRT passengers will be supported by several station safety and security systems, including:
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° Closed Circuit Television (CCTV) System. The CCTV System will monitor high profile station areas including platforms, mezzanines, concourses, connecting corridors, non- emergency stairwells, and fare vending machines. Transmissions from the CCTV cameras will be visible at the SA console and at the OCC. If a safety or security incident is viewed while in progress or if it is reported to the OCC the CO and/or the SA will be able to select the appropriate cameras to view the incident and will be able to direct the appropriate Station Operations and/or Police response to the proper location.
° Radio System. All Station Operations employees and O&M Organization maintenance employees working in the LRT passenger stations will be equipped with portable radios. These employees will be required to monitor the Operations channel used by the OCC at all times (except when using the Maintenance channel for technical communications). This comprehensive linking of operations and maintenance employees ensures that all System employees are immediately aware of any emerging safety or security incidents. All these employees will be immediately available to respond to any incident as directed by the OCC.
3.1.4 Fare Collection
24. Each of the LRT passenger stations will be equipped with passenger-operated automatic ticket vending machines, a station attendant booth and automatic fare gates. The automatic ticket vending machines will be capable of handling coins and notes and single ride tickets, travel cards, stored value tickets, debit and credit cards. Passenger Ticket verifiers will be provided to enable passengers to check the value of issued tickets. Station fare collection computers will collect all data concerning fare transactions and passenger activities from the fare collection equipment using a local area network (LAN). All station computers will be connected to a central audit computer that assembles and processes all station data into accounting reports, audit reports, and station traffic reports. These reports will be used to track cash flow, to monitor staff activities, and to determine how service patterns could be modified to better suit passenger needs. Fare revenues from the LRT will be collected from the stations on a regular basis using a subcontracted service from a local armored car service.
3.2 Equipment (Rolling Stock) Characteristics
25. An illustration of the type of vehicle proposed for the Astana LRT is provided by Figure C-5. FIGURE C-5: ASTANA LRT VEHICLE
Source: “TOO “Astana LRT” presented in Public Consultations for illustrative purposes, 10 December 2011
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26. The proposed LRT system will be electrically driven (See Item 3.4: Power Supply below) operating on fixed rails. Within such systems a vehicle known as a “tram” circulates individually or is linked with additional trams to form “trains.” In common usage, the terms “tram” and “train” are sometimes interchangeable, but the distinction as explained (a tram is a single vehicle; two or more trams liked together is a train) will be used throughout this report. The Astana LRT proposes to use five-car trains.
27. The Technical Specifications for the Astana LRT stipulate that the trams (individual vehicles) will be 31.5 meters in length, 2.4 meters wide and 3.85 meters high. Each tram will have seats for 39 persons and two places reserved for disabled persons plus standees. The Technical Standards tabulated in Part 1: Introduction provide dimensions, clearance requirements and other details of the proposed Project vehicles. Additional information about the equipment requirements (right-of-way requirements, height clearances, etc.), will be presented below and in accompanying appendices.
3.3 Station Proposals
28. Station designs will vary. Stations along the Phase 1 alignment are indicated schematically by the accompanying cross-sections, Appendix 2, and are indicated conceptually by drawings included in the Project’s Feasibility Studies (Figure C-6). Plans for typical stations elevated above the centers of roadways are illustrated by Figure C-7 for the intermediate level and Figure C-8 for the platform level. Escalators will take passengers from the ground level to an intermediate level where tickets are purchased. After passing through the fare collection system, passengers will proceed by escalator or stairs to the platform level. Lifts (elevators) and other services are also provided. Where warranted, the electrical substations required for operation of the LRT will also be incorporated in the stations.
FIGURE C-6: ARTIST’S CONCEPTION OF AN ASTANA LRT STATION
Source: New Transport System of Astana City, Technical and Economic Feasibility Study, Astana 2010
3.4 Operational Noise
29. The equipment proposed for use by the Project will generate noise levels that are dependent on the vehicles used and the design of the tracks and guide-ways. The vehicles
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FIGURE C-7: STATION PLAN – INTERMEDIATE LEVEL
Source: New Transport System of Astana City, Technical and Economic Feasibility Study, Astana 2010.
FIGURE C-8: STATION PLAN - PLATFORM LEVEL
Source: New Transport System of Astana City, Technical and Economic Feasibility Study, Astana 2010
to be used by the Astana LRT Network are described as exceptionally quiet and the Project will use tracks designed to minimize noise and vibration impacts.13 Potential noise impacts will be discussed in greater detail in Part E: Impacts and Mitigation.
3.5 Power Supply
30. Technically any number of energy supply systems could be, and many in history have been, used to power trams and light rail transit such systems. Like most of today’s systems, the Astana LRT will be powered by electricity generated by Astana’s two existing power plants and eventually a third plant which is currently in the planning stage. Electrical power is generally supply to LRT vehicles in one or the other or a combination of two ways:
° Catenary Systems. A Catenary System connects trams to an electrical supply using an
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overhead electrical distribution system in which wires are strung (and drape in a shape known as a catenary curve giving the system its name). In earlier times trolleys were (and in some places still are) connected to the overhead wires using a trolley pole. LRT systems, however, are more often connected using “pantograph”, i.e., an adjustable “Z” shaped device that collects electricity used to power the traction driver motors. The current is collected at the head of the pantograph using a design feature known as a contact shoe. Depending on the elevation of the ground, the pantograph can respond to variations and fully raised and lowered.
° Surface Current Collection Systems (Third Rail Systems). Supplying LRTs by ground- level electrical lines (also known as surface current collection) is a modern method of third-rail electrical pick-up for street trams. Systems of this type include the system generally known by its French acronym “APS” (derived from the French phrase “alimentation par sol” which, in English literally means power supply by soil). APS was invented for the Bordeaux (France) tramway which opened in 2003 and adopted by numerous other systems thereafter.14 Like many third rail systems, APS is only powered when it is completely covered by a tram. This reduces the risk of persons or animals coming into contact with a live rail and is less visually intrusive than overhead wires. Its adaptability to the climatic circumstances of Astana, however, is still being assessed.
31. Current plans indicate the Astana LRT will use the Catenary System for the at-grade portions of the Network (i.e., most of Phase 1) and some form of Surface Current Collection System for all elevated segments.15 Estimated demands for electricity are discussed in Section: 8.3.4: Electrical Power, District Heating Systems & Other Utilities.
3.6 Right-of-Way (ROW) Requirements
32. The right-of-way (ROW) requirements of the proposed LRT system have obvious implications for environmental impacts. The ROW requirement determines how much land will be needed, the impact on neighboring land uses, etc. The Astana LRT will be accommodated in public ROWs (either existing or created as part of the Project). For Phase 1 these public ROWs present five cross-sections (some of which also have proposal variations) and are illustrated by the key map and cross-section figures presented in Appendix 2. The figures present either existing or baseline conditions (i.e., incorporating planned changes which provide the basis for planning of the LRT) as indicated by the cross- sections. The cross-sections indicate the ROW required for the LRT, the proposed accommodation of the LRT between stations, and the accommodation of stations. Phase 1 requires three meters to accommodate the supporting piers. The requirement is accommodated by central medians of that width when the LRT alignment is located in the center of the ROW in some cases, it is accommodated within the verges of roads (generally necessitating the displacement of one row of trees). Elevated stations require a width of approximately 21.7 meters plus eight meters for vertical access on each side of the roadway. Elevated stations are planned to be contained by a tube-like structure as illustrated by the cross sections included in Appendix 2. The ROWs along or within which the elevated sections will be built vary. Appendix 2 identifies five cross sections indicating street-specific conditions and the manner in which the LRT will be inserted into the existing environment.
4.0 STAGING
33. Staging, as the term is used in the context of an EIA Project Description, generally refers to sequencing of construction i.e., what aspect of the Project will be undertaken first and the subsequent sequence of construction activities. The terms “stage” and “phase” are sometimes used as synonyms (i.e., words that have essentially the same meaning), but can take on distinct meanings depending on the context. In this instance the “phasing” of the construction of the LRT Network (i.e., Phase 1, Phase 2 and Phase 3) has been established based on various criteria including the complexity of each Phase, the potential ease or
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difficulty of construction, availability of financing, etc. Staging, used in this context to mean the staging of the work within Phase 1 has yet to be established. Given the urgency to complete Phase 1 by 2017, it will be undertaken at one time, and is expected to be completed with the three proposed phases of a Bus rapid Transit system serving the city. A staging strategy for Phases 2 and 3 of the LRT has not yet been established, however, both phases are expected to be completed in 2025, and will be built simultaneously.
5.0 INFRASTRUCTURE COMPONENTS
34. The proposed LRT will introduce a new element of infrastructure into the Astana urban area and will necessitate road infrastructure changes, including but not limited to:
° Redesign of Saryarka Avenue from the Tulpar Bridge to Bogenbai Batyr Street; and
° Development of a new road ROW from Bogenbai Batyr Street to Moscowskaya Street.
35. Potanin Street is presupposed to have been brought into compliance with the specifications of the General Development Plan and it provides the baseline for LRT planning.
36. The Project will also require the relocation of existing utilities such as the affected area’s heat distribution systems, electrical systems, telephone lines, etc. These issues are being considered in the design of the network and coordinated with the concerned agencies as documented by the New Transportation System of Astana Feasibility Study (Update), Prepared by Hong Kong Transportation Development Ltd, A Vision Transportation Group Company (VTG), December 2009. The Baseline Conditions, Potential Impacts and Recommended Mitigation Measures for Transport Infrastructure and Non-Transport Infrastructure are discussed item-by-item in Part D: Description of the Environment and Part E: Impacts & Mitigation, Item 8.3.
37. The LRT system will also present a substantial demand for electricity to power. Sub- stations will be incorporated in the station designs.16
6.0 LAND ACQUISITION AND RESETTLEMENT ASPECTS
38. The Astana LRT Project is the subject of a separate Land Acquisition and Resettlement Report (LARP) which definitively calculates land takings.
7.0 CONTRACTING & INSTITUTIONAL ASPECTS OF THE PROJECT
7.1 Contracting Procedures
39. As also noted in the foregoing discussion of required approvals, the Project Contracting Procedures are an essential aspect of the Project Design. ADB-associated projects in Kazakhstan have generally incorporated and institutionalized contracting procedures which include important safeguards, most notably Contractor Environmental Action Plans (CEAPs), the purpose of which is to make explicit the Contractor's documented and detailed understanding of the requirements of the EMPs and to make their implementation both site-specific (e.g., where water quality monitoring will be conducted pursuant to the requirements of the Contract) and time-specific.
40. It is important to note that, to be meaningful, the recommendations of the EMP must go beyond recommendations and become legally enforceable and incorporated in the bid and contract documents. The framework adopted by ADB-assisted projects establishes a framework in which this critical step is recognized and incorporated in its procedures. Recommendations in regard to the implementation of these procedures in the context of the
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Astana LRT Project will be put forward in Part G: Environmental Management Plan and Part H: Conclusions and Recommendations. The general outline of these procedures and the framework established for their implementation are as follows.
7.2 Supervision & Monitoring
41. Construction Supervision and Monitoring Provisions. Supervision and monitoring are important parts of Project Design. It is anticipated that supervision and monitoring provisions of the Project will be primarily the responsibility of the following:
° ALRT. Supervision and monitoring of the Project is ultimately the responsibility of ALRT as the Proponent for the Project and the Executing Agency (EA).
° Project Management Consultant (PMC). It is anticipated that a Project Management Consultant (PMC) will be contracted to work with and on behalf of ALRT and the ADB and will be responsible for implementation of the Project. It is anticipated that the PMC will be assisted by the following.
° Construction Supervision Consultant (CSC). It is anticipated that one or more Construction Supervision Consultants (CSCs) will be contracted and responsible for the day-to-day aspects of the Project, including specific responsibility to ensure safeguard compliance of civil works - with particular emphasis on the monitoring of implementation of the Project's Environmental Management Plan (EMP, presented as Part G of the EIA) and related aspects of the Project.
° Contractor's Environmental Specialist. Pursuant to the recommendations put forward by the EIA, successful bidders will be required to submit CEAPs to further detail and commit Contractors to the stipulations of the EMP on a site-specific basis. Contractors will be required to employ an environmental professional to prepare CEAPs and to retain that expertise to oversee their implementation and provide regular environmental monitoring reports.
42. Recommendations in regard to these aspects of the Project will be put forward in Part G: Environmental Management Plan and Part H: Conclusions and Recommendations.
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END NOTES - PART C
1 Safeguard Policy Statement, Asian Development Bank, Appendix 1, 2009, approved July 2009, effective February 2010.
2 Terms of Reference, Contract Number S74249, TA 7865 (KAZ): Astana Light Rail Transit Project undated, circa October 2011, Outline Table of Contents for an EIA, incorporated by reference within the Revised Contract Offer (TOR, page 2, final paragraph), dated 19 November 2011.
3 The distances cited in this section are derived from the Republic of Kazakhstan: Astana Light Rail Transit Project, Concept Paper, Asian Development Bank, September 2011, page 1.
4 The distances cited in this section are derived from the Main Technical Specifications of the Astana LRT attached to ADB Project Status Report, October 2011.
5 Chairman of ALTR, Public Consultations, 4 February 2012.
6 Ospanov Talgat Muratbekuly, Head of the Design Department, ALRT, consultation on 20 January 2012.
7 ADB communication 12 January 2012.
8 New Transportation System of Astana Feasibility Study (Update), Prepared by Hong Kong Transportation Development Ltd, A Vision Transportation Group Company (VTG), December 2009, page 8-9.
9 Ardan Talgat Nuraliuly, Chairman, ALRT, superseding information previously provided via Untitled Excel Spreadsheet received from ALRT 19 January 2012. The projections are a modification of those presented by the most recent Feasibility Study (the Chungsuk Engineering Feasibility Study: New Transport System of Astana City, Technical and Economic Feasibility Study, Astana 2010).
10 Untitled Excel Spreadsheet received from ALRT 19 January 2012. The projections are a modification of those presented by the most recent Feasibility Study (the Chungsuk Engineering Feasibility Study: New Transport System of Astana City, Technical and Economic Feasibility Study, Astana 2010).
11 Untitled Excel Spreadsheet received from ALRT 19 January 2012. The projections are a modification of those presented by the most recent Feasibility Study (the Chungsuk Engineering Feasibility Study: New Transport System of Astana City, Technical and Economic Feasibility Study, Astana 2010).
12 New Transportation System of Astana Feasibility Study (Update), Prepared by Hong Kong Transportation Development Ltd, A Vision Transportation Group Company (VTG), December 2009, Summary.
13 ADB Personal Communication 24 January 2012.
14 Wikipedia and other website sources.
15 ADB communication 12 January 2012.
16 New Transportation System of Astana Feasibility Study (Update), Prepared by Hong Kong Transportation Development Ltd, A Vision Transportation Group Company (VTG), December 2009, page 8-9.
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D. DESCRIPTION OF THE ENVIRONMENT
D. DESCRIPTION OF THE ENVIRONMENT
ORGANIZATION OF PART D
1. In accordance with comments received from the ADB, this section of the EIA Report presents a Description of the Environment and is organized under sub-headings specified by the ADB1 as follows:
° Land (Item 1.0) ° Water (Item 2.0); ° Air (Item 3.0) ° Noise & Vibration (Item 4.0) ° Electro-Magnetic Fields (Item 5.0 ° Biological Environment (Item 6.0) ° Health and Safety (Item 7.0) ° Socio-Economic (Item 8.0) ° Physical Cultural Resources (Item 9.0).
2. The assessment of potential impacts and mitigation which follows in Part E: Impacts and Mitigation follows the same sequence and a similar enumeration pattern.
1.0 LAND
1.1 Geologic Characteristics & Resources
3. In geological terms, Astana and its environs lie within the area referred to as Kazakhstania or the Kazakhstan Block, an area of around 1.3 million km² which is believed to have been formed as an early Paleozoic volcanic island arcs and some small continental terranes joined together during the Ordovician Period to form what was at one time an isolated continent of its own. During the Carboniferous and Permian, Siberia collided with Kazakhstania to form the Altai Mountains, later Baltica collided in the Ural orogeny, creating the basis for most of present-day Eurasia. The area was too dry for extensive glaciation during the Quaternary. The Kazakhstan Block contains as much as a quarter of the world's proven uranium reserves and is also one of the world's major sources of lead, zinc, and antimony ores. On the southern boundary in the Turan Depression are large deposits of natural gas formed as a result of its collision with the Indian plate.
4. The depth to bedrock in the Project Area is reported as 16 meters or greater. Figure D-1 provides a map of the potentially affected area which suggests the underlying geology and depth to bed rock by specifying pile lengths required for the path followed by LRT’s second part of Phase 1 (i.e., Abu Dhabi Plaza to New Railway Station), and Phases 2 and 3. Four geological compartments are indicated. Within the green, grey and brown areas the absence of hard rock has been assumed and it is assumed that a layer of gravel at a depth of 12.8 meters will be thick enough to provide sufficient bearing capacity for the LRT piles. Areas shown in blue are reported to provide hard rock at a depth of 16 meters that will be sufficient to support the piles.
5. The Project Area is not known to be seismically active.
6. As indicated in Part C: Description of the Project, sources of quarried materials are located at considerable distances from the Project Area and will require transport through urban areas as indicated by the foregoing Table C-1.
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FIGURE D-1: PILE DEPTH REQUIREMENTS
Requires pile length 8 meters Requires pile length 12 meters
Requires pile length 10 meters Requires pile length 14 meters
Source: OVOS
1.2 Topography/Physiographic Conditions
7. The topographic relief of the Kazakh Steppe is generally completely flat, low plain or gentle hilly plain plateau. To the east of the Project Area, near Karaganda, there are mountains, but these only rise to 1,565 meters (5,130 feet) in the Tarbagatay Range.2 The hilly plain plateaus are generally a result of erosion processes producing features called "melkosopochniki" (low mountains with gentle forms). The differences in elevations among melkosopochniks usually do not exceed 200 meters. Some parts of the eco-region, especially on the west end (Shalkar Lake Watershed) and in the east (Kulundinskaya Lowland), have progressive salt accumulation. Several large rivers, such as the Irtysh and, in the immediate Project Area, the Ishim River and their tributaries, traverse the region. Most of the eco-region, however, is comprised of closed basins and there are many flat bottom lakes, from tiny ones called "saucers" to very large ones such as Kulundinskoe, Selety- Tengiz, and Salkar.3
8. Within this overall context, Astana lies within the Ishim River Basin. Its relief in the Project Area is generally deluvial-proluvial plain with islands of denudation hills. The Astana Left Bank is a flat, slightly dissected plain; the Astana Right Bank is essentially level. At the boundary of the Akmola Oblast the width of the valley is 50-80 m; near the city of Astana it is 4-5.5 km4. The elevations within Astana and the areas to its north and east are generally in the range from 0 to 500 meters above mean sea level (msl). Areas to the east and south of Astana are generally in the range from 200 to 1,000 meters.5
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1.3 Soils
9. Soils of the Kazakh Steppe are generally described as comprised of:
° Chernozem, a black soil which generally contains a high percentage of humus, (7 percent to 15 percent), and high percentages of phosphoric acids, phosphorus and ammonia. Chernozem is very fertile and produces a high agricultural yield;
° Chestnut (brown) soils; and
° Soil complexes of steppe saline, medium, small and crust alkali soils, including steppe alkali soils known as “solonchaks” (i.e., salt marshes comprised of pale or grey soil type found in arid to subhumid, poorly drained conditions).6
10. Soils in the Project Area are typical of the Kazak Steppe and are complex and variable. Most of the territory is covered within the floodplain of the Ishim River and large areas are occupied by meadow-alluvial soils. Most of the soils in the city and its surroundings are dark chestnut thin soils in combination with small and medium alkali soils up to 30 percent with some water-logging, salinization of soil, swelling, and subsidence. 7
11. Soil contamination is regulated in Kazakhstan in terms of maximum allowable concentrations (MACs) by under the aegis of a Joint Decree of the Ministry of Health of RoK No 99 of 30.01.2004 and Ministry of Environmental Protection No. 21-p of 27.01.2004, and periodically issued lists of maximum allowable soil contaminants as indicated by Table D- 1.
TABLE D-1: MAXIMUM ALLOWABLE CONCENTRATIONS (MAC) OF CHEMICALS IN SOIL Substance MAC Limiting Index* µg /kg Mobile Form Cobalt 5,0 General Sanitary Criterion Fluor 2,8 Trans-locational Chromium 6,0 General Sanitary Criterion Water Soluble Form Fluor 10,0 Trans-locational Benz(a)pyrene 0,02 General Sanitary Criterion Xylenes (ortho-, meta-,para) 0,3 Trans-locational Arsenic 2,0 Trans-locational Waste of Coal Flotation 3000,0 Water and General Sanitary Criterion Mercury 2,1 Trans-locational Lead 32,0 General Sanitary Criterion Lead + Mercury 20,0 + 1,0 Trans-locational Elementary sulfur 160,0 General Sanitary Criterion Hydrogen sulfide 0,4 Air Sulfuric acid 160,0 General Sanitary Criterion Styrene 0,1 Air Formaldehyde 7,0 Air Potassium chloride 560,0 Water * Limiting Index reflects probability of pollutants migration from soils to plants (trans-locational), to water, to air, and also the level of impact to soil microorganisms (General Sanitary). Special tests are conducted to determine the maximum allowable concentrations and the most sensitive ways of pollutants migration and effects. For example, in case of arsenic the most intense impacts are expected via plants and the relevant MAC is adopted as MAC for soil. Source: Sanitary Rules “Sanitary and epidemiologic requirements to atmospheric air in urban and rural settlements, soils and their safety, keeping the areas of urban and rural settlements, conditions of works with sources of physical factors affecting the human being”, January 25, 2012.
12. In 2000, the K.I. Satpayev Institute of Geological Sciences collected 4,000 samples of soil in Astana and found that the following pollutants to exceed the applicable MACs by a
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factor of 2-3, i.e., in concentrations two to there times the allowable level for:
Lead (Pb) Chromium (Cr) Lithium (Li) Zinc (Zn) Beryllium (Be) Argon (Ar) Copper (Cu) Nickel (Ni) Strontium (Sr)
13. The most contaminated areas were identified as Heat and Power Plant (HPP) Number 1 located northeast of the LRT ROW (HHP#1) and other industrial and former industrial areas in the northeast quadrant of the city.8
14. Contamination of soils, including heavy metal contamination, is also a concern in the areas on either side of the railroad due to earlier industrial activities.
15. Radon is a matter of concern in the Project Area due to publicity surrounding related issues elsewhere in northern Kazakhstan. As a result, regulations require EIAs pursuant to Kazakhstan standards in the area to assess potential radon levels both earthbound and airborne (discussed in Item 3.0 below). Studies have concluded that, in the absence of contaminants related with industrial activity, the average content of radium in the soils and rocks underlying the Project Area are in a range from 0.6 to 10 percent.9 It is released (airborne) radon that is of primary concern, however. The levels of airborne radon have been estimated following a standard methodology which found that airborne radon levels are also within standards. Finding of the analysis in regard to are presented in Item 3.0: Air Quality below.
16. The Project is likely to disturb soils in proximity to the railroad tracks, especially for the development of the LRT Railroad Depot near the airport, and the LRT line and New Railway Station towards the end of Phase 1 since this is in an undeveloped area of the city.
2.0 HYDROLOGY
2.1 Surface Hydrology
17. The major hydrological features of the Project Area are indicated by Figure D-2.
18. These features are:
° Ishim River. Astana lies within the catchment area of the Ishim River, one of the city’s main aesthetic features. The Ishim River flows generally east-west in the city but eventually turns northward and joins into the Irtysh River which in turn flows into the Ob River which discharges into the Arctic Ocean. The river system of which the Ishim is a part is the country’s only system that does not drain to internal closed basins (Caspian Sea, the Aral Sea, or Lake Balkhash). The headwaters of the Ishim River are located to the east of the city. Its length is reported as 2,450 km (1,530 miles), with an average discharge of 56.3 m³/s.10 It has been dammed downstream of Astana and has been actively managed to control flooding, maintain water levels, to provide for recreational use and to enhance its role as an aesthetic focal point in the city. It has been deepened to let flood waters through faster. The city authorities also have plans for further deepening the river, which will eventually allow small passenger boats to operate on a 22 km-section of the river through the nation's capital.11 Due to low winter temperatures the Ishim River freezes in early November, with the average maximum ice thickness of about one meter and occasionally nearly two meters. The average date of break-up is in early April, followed by high and extended spring flood (April-May). During spring thaws there are often ice jams that cause water level to rise. The highest water level observed in 1948 (678 cm) was associated with ice jams. In the summer-autumn period (June- October), the river runoff is 5.8 percent of the annual volume, in winter (November- March) it is 2.9 percent.12 Details in regard to water quality in general and the Ishim in
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particular are presented in Item 2.3: Water Quality below. The Ishim within the Project Area and the two points at which it is crossed by the Astana LRT alignments (Phases 1 and 2) are partially embanked and attractively landscaped. The point at which the Phase 1 LRT alignment crosses the Ishim is adjacent to the Syghanaq (M3) Bridge. The width
FIGURE D-2: WATER QUALITY MONITORING STATIONS
Sary Bulak River
Ak Bulak River
р. Сары-Булак LRT Phase 2
131313 р. Ак-Булак
141414 151515
161616 555 171717 101010 444 Ishim River 111111 333 121212
222 LRT Phase 1 1 located upstream at the Vyacheslavskoye Reservoir Nura-Ishim Channel
6, 7, 8 and 9 located upstream on the Nura Chanel/River
≠≠≠ Indicates Water Quality Monitoring Station
of the Ishim at this point is approximately 150 meters. Banks of approximately 10 meters on both sides are paved (the Left Bank is stepped), with public access and paved walkways extending for several kilometers.
° Ak-Bulak River (White River also referred to Salt Blind Creek)13. The Ak-Bulak drains northeast quadrant of the city as indicated by Figure D-2 and flows to the Ishim River. It is categorized as Category 4: Polluted as will be presented in Item 2.3: Water Quality below. The Ak Bulak in the area where it is crossed by the Astana LRT Phase 3 is contained within structured embankments and is attractively landscaped.
° Sary-Bulak River (Yellow River). The Sary-Bulak River drains the general area of the railway station to the east of LRT Stations 204-207 and areas to the north. It flows to the
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Ishim River. It is categorized as Category 3: Moderately Polluted as will be presented in Item 2.3: Water Quality below.
° Nura River/Chanel. The Nura River/Chanel in the southeast portion of the Project Area connects the Nura River to the Ishim River. Under natural conditions, the Nura River would not be a tributary to the Ishim River. It originates to the southeast of Astana and drains the Karagannda industrial areas. The original path of the river is located in the neighboring watershed and under natural conditions would flow to Tengiz Lake. The man-made Nura Chanel, however, links it to the Ishim. It is categorized as Category 4: Polluted as will be presented in Item 2.3: Water Quality below.
° Viacheslavskoye Reservoir. Viacheslavskoye Reservoir is located to the east of the city on the Ishim River and was constructed to supply water for Astana and its environs.14
° Taldykd Retention Pond. The Taldyko Retention Pond receives the discharge from Astana’s wastewater treatment plant (WWT Plant). It is located in the southeastern portion of the Project Area and has a capacity of 64.3 million m3. The Retention Pond is formed by a dam embankment with circumference 22.7 km and height of 6-7.5 m. To avoid the danger of overflow, water is released to the surrounding area annually. Currently a project is developed to eliminate the retention pond.15
° Scattered Wetlands. The Astana area has a high water table and closed basins of various sizes that support wetland vegetation. (See also Biological Environment: Item 6.0). Examples of such wetlands and their characteristic vegetation can be seen along Turan Avenue in the vicinity of the proposed Station 201.
2.2 Groundwater Hydrology
19. In aggregate, Kazakhstan has enough groundwater to fully satisfy the population with domestic, potable, technical and other waters in accordance with the needs of the population, industry and agriculture - but its distribution is extremely uneven. Quality and reserves of ground water vary considerably. Roughly half of the groundwater resources are concentrated in the south.
20. Groundwater levels in the Project Area are reported to be located at depths of 0-2 meters and occasionally up to five meters16. The surface water of the Ishim River retained by the Viacheslavskoye Reservoir rather that groundwater is the source of the municipal piped water supply system and no restrictions on the abstraction of groundwater are known. The high water table is indicated by the scattered wetland vegetation in the area, for example in the vicinity the proposed Station 201.
21. Investigations undertaken in July 2011 of the LRT Phase 1 alignment in accordance with the requirements of SNiP RK (construction rules and norms) 1.02-18-2004, ST RK (State Standards) 1398-2005 found that the distribution of groundwater is sporadic and attached to lenses and inter-layers of sand in clay formations. Ground water levels are prone to seasonal fluctuations, minimum settling is observed in January-February, maximum water rise is in the late April and early May. In the vicinity of Stations 101 and 102 groundwater is fed through infiltration of precipitation and leakages of technical waters from underground water-carrying utilities. It is most powerful feed from the settling tank for waste waters from Prigorodny Village and Airport.17
2.3 Water Quality
22. Kazakhstan Water Quality Regulations and Standards. Water quality standards in Kazakhstan are regulated pursuant to the following legislation:
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° Sanitary-Epidemiological Rules and Standards No.3.02.003.04, Sanitary-Epidemiological Requirements of Surface Waters Protection from Pollution;
° Sanitary-Epidemiological Rules and Standards No.3.02.002.04, Sanitary-Epidemiological Requirements of Water Quality of Centralized Drinking Water Supply Systems;
° GOST 2874-82 Drinking Water. Hygienic Requirements and Quality Control, 1982;
° The List of Maximum Permissible Concentrations (MPC) and Approximate Safe Levels of Impact (ASLI) for Hazardous Substances for Fishery Water Bodies, 1990 and
° Law on Public Sanitary-Epidemiological Well-Being dated 4 December 2002 ref. No.361- II.18
23. Of these, the List of Maximum Permissible Concentrations (MPC) and Approximate Safe Levels of Impact (ASLI) for Hazardous Substances for Fishery Water Bodies is the most relevant for the purposes of the Astana LRT Project in light of its crossing of the Nura Chanel (Phase 1), the Ishim River (Phases 1 and 2) and the AkBulak (Phase 3).
24. Pursuant to this Kazakhstan legislation KazHydroMet of RoK’s MoEP is responsible for the quality of water bodies on behalf of the Government and the maintenance of a network of hydrological observation stations designed to collect the data on the conditions of water bodies and water resources. A total of 214 hydrological stations provide mandatory observations. KazHydroMet is required to determine up to 40 physical and chemical parameters of water quality (ammonia nitrogen, suspended particles, hydrocarbonates, sulfates, chlorides, calcium, hardness, magnesium, sodium, potassium, total iron, silicon carbide, manganese, copper, oil products, nitrates, nitrites, pH, dissolved oxygen, odor, biological oxygen demand (BOD5), chemical oxygen demand (COD), phenols, total phosphorous, specific electric conductivity, fluorides, synthetic surfactants , rhodanates, cyanides, zinc, chrome). The main list of pollutants determined by KazHydroMet generally consists of the hydro-chemical parameters is provided in Table D-2.
25. Surface waters in the Project Area are monitored by or on behalf of the Ministry of the Environmental Protection (MoEP). Conclusions based on analysis of the data are presented in terms of an Index of Water Pollution (IWP) which assigns numerical values to environmental parameters. Relevant parameters are determined on a case-by-case basis for particular waterways depending on what pollutants present themselves. Parameters measured generally include (but are not limited to):
° Dissolved Oxygen (DO) - a measure of free (i.e., not chemically combined) oxygen dissolved in water. DO is essential to the metabolism of all aerobic aquatic organisms. Reduced levels have been shown to harm and possibly kill plants and fish.
° Biochemical Oxygen Demand (BOD) - a chemical procedure for determining the amount of dissolved oxygen needed by aerobic biological organisms in a body of water to break down organic material present in a water sample at a certain temperature over a specific time period. It is not a precise quantitative test, but it is widely used as an indication of the organic quality. It is most commonly expressed in milligrams of oxygen consumed per liter of sample during five days of incubation at 20°C and is often used as a robust surrogate of the degree of organic pollution of water.
° pH - a measure of the acidity or alkalinity of a water body. It can affect aquatic organisms both directly (by impairing respiration, growth, and development of fish) and indirectly (by increasing the bioavailability of certain metals such as aluminum and nickel).
° Conductivity - a measure of the ability of water to carry an electric current, which
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depends on the presence of ions. Increases in conductivity can lead to changes that reduce biodiversity and alter community composition.
TABLE D-2: MAXIMUM PERMISSIBLE CONCENTRATIONS (MPC) - SURFACE WATERS MPC for Fishery Water MPC Drinking Water Hazard Pollutant Bodies Sources Class mg/dm3 mg/dm3 Chrome (3+) 0.005 0.5 3 Chrome (6+) 0.02 0.05 3 Ferrum (total) 0.1 - - Ferrum (2+) 0.005 0.3 3 Ferrum (3+) 0.5 - - Zinc (2+) 0.01 1.0 3 Mercury (2+) 0.00001 0.0005 1 Cadmium 0.005 0.001 2 Arsenic 0.05 0.05 2 Bohr (3+) 0.017 0.5 2 Copper (2+) 0.001 1.0 3 BOD5 3 mg O2/l 3 mg O2/l - Phenols 0.001 0.001 4 Oil Products 0.05 0.03 4 Fluorides 0.05 1.5 2 (Not exceeding total content of 0.75) Nitrites 0.08 (0.02 for N) 3.3 2 Nitrates 40.0 (9.1 for N) 4.5 3 Salt ammonia 0.5 (0.39 for N) - 4 Cadmium 0.001 - 2 Sulfates 100.0 - 4 Magnesium 40.0 - 4 Manganese 0.01 - 3 Nickel 0.01(10 mc/g) - 3 SOURCE: KazHydroMet Environmental Bulletin as reported by Water Quality Standards and Norms in the Republic of Kazakhstan, European Union, United Nations Commission for Europe and The Regional Environmental Center for Central Asia, Almaty 2009.
° Nitrogen and phosphorus - both are naturally occurring elements essential for all living organisms, but are often found in growth-limiting concentrations in aquatic environments. Increases in nitrogen or phosphorus in natural waters, largely as a result of human activities in the drainage basin (e.g., from agricultural runoff from manure and synthetic fertilizers, and from municipal and industrial waste-water discharge), can over-stimulate plant growth and choke off oxygen supplies
26. Using the IWP, Kazakhstan authorities rate pollution levels on a scale from one to seven as indicated by Table D-3.
TABLE D-3: INDEX OF WATER POLLUTION (IWP) CATEGORIZATIONS (IWP) Category Characterization <0.3 1 Pristine 0.31 -1.0 2 Clean 1.01-2.5 3 Moderately polluted 2.51-4.0 4 Polluted 4.01 – 6.0 5 Contaminated 6.01 -10.0 6 Very Contaminated > 10.0 7 Extremely Contaminated Source: Local Agencies as reported by Taraz Bypass Environmental Impact Assessment,, April 2011.
27. The available data for the four waterways in the Project Area are presented by Table D-4.
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TABLE D-4: IWPs FOR WATERWAYS IN THE ASTANA LRT PROJECT AREA (2010 & 2011) Pollutants which exceeded MAC Water Pollution Index (WPI) Water October 2011 Body October September October Critical Concentration Proportion* 2010 2011 2011 Substances mg/dm3 To MAC 1.14 1.80 2.33 Copper (2+) 0.007 7.0 Ishim Category 3 Category 3 Category 3 Sulfates 408.0 4.1 River Moderately Moderately Moderately Magnesium 52.0 1.3 Polluted Polluted Polluted 1.94 Sulfates 642.0 6.4 2.73 3.30 Ak-Bulak Category 3 Fluoride 3.62 4.8 Category 4 Category 4 River Moderately Copper (2+) 0.004 4.0 Polluted Polluted Polluted Chloride 1012.0 3.4 1.22 2.00 Nitrogen nitrite 0.084 4.2 Sary- Category 3 2.78 Category 3 Oxygen 6.26 3.2 Bulak Category 4 Moderately Moderately Copper (2+) 0.0022 2.2 River Polluted Polluted Polluted Ammonium Saline 0.8 1.6 1.38 Nura- 713.0 Category 3 3.05 2.58 Sulfates 7.1 Ishim Moderately Category 4 Category 4 Copper (2+) 0.004 4.0 Polluted Polluted Magnesium 1.5 Channel Polluted 59.0
Moderately Polluted – Category 3 Polluted – Category 4
* Indicates the number of times the average exceeded the MAC for that pollutant. Source: Ministry of Environment of Kazakhstan, http://eco.gov.kz/ekolog/ekolog.php, accessed December 2011.
3.0 AIR
28. Climatic Overview. Astana’s climate is distinctly continental and dry with abundant sunshine – approximately 2,200 hours of sun per year with the maximum in July. The values of annual total radiation reach 112 kcal/cm2, and scattered radiation up to 52 kcal/cm2. Within the Kazakhstan system Astana is classified as Climatic District 1, Sub-District 1-B (SNIP 2.1.02 - 82). Its main climatic characteristics as reported by Weather Station Astana are as provided by Table D-5.
TABLE D-5: ASTANA CLIMATIC DATA Characteristic Value Average Annual Air Temperature 1.4°С Average High Temperature in Hottest Month (July) 20.3°С Average Low Temperature in Coldest Month (January) - 17.2°С Average Annual Precipitation 411 Number of Days/year with Hail 2 Number of Days/year with Sleet 6 Number of Days/year with Fog 10 Number of Days/year with Winds Exceeding 12 m/s 40 Source: OVOS
29. Details of seasonal and other climatic characteristics are as follows:
° Winters. Astana’s winter weather is usually clear and determined mainly by the western spur of the Asian anti-cyclone. The average January temperature ranges from -16 to minus 18.5°C (1-3°F). The absolute minimums are in the range from -49 to -54°C (-56 to -65°F). Average temperature in July is 18.5-22.5°C. Average maximum temperature is 44°C, with the average annual temperature of 3.4-4.1°C. Winters in Astana are severe, generally lasting 5 to 5.5 months. The stable snow cover is formed generally in mid-
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November for a period of 120-150 days. In January, the frosts noticeably intensify. The number of days with frost of - 25°C and below is from 14-45 days; and in some years up to 18-20 days per month. The snow depth reaches 20-25 cm (8-10 inches). In the snowiest winters the snow cover depth is 28-30 cm (11-12 inches). This compares, for example, to Ottawa, the capitol of Canada which is also described as one of the coldest capitols in the world, where the annual snowfall is reported as 235 cm (93 inches) or Moscow which reports an annual snowfall of 60 cm (24 inches).
° Springs. The anti-cyclonic regime usually continues during spring, resulting in dry windy unstable weather with high daytime temperatures and night frosts. Spring comes in the latter half of March and lasts for 1.5-2 months. An increase in temperature up to 0°C is usually in early April. The earliest melting of seasonal snow cover is observed from March 18 to April 1; the latest on May 25-26. Night frosts cease from 10-19 April (early) to 13-15 June. Spring precipitation comprises 30 percent of the annual amount.
° Summers In the summer time, cloudless dry, hot weather sets over steppe areas influenced by intense heating of the air. The warm weather lasts for 194-202 days. The frost-free period is 105-130 days. Maximum temperature (30°C and above) is reached on average 11-12 days in July. Precipitation during the summer period (June-August) is 140 mm, or 34 percent of the annual amount. Summer precipitation more often is in the form of showery rains.
° Autumn. Autumn comes in early September and lasts until late October; it is dryer than the summer. September is usually warm and dry. The average temperature varies from 13 to 10°C.
° Humidity. The highest relative humidity is observed in the winter. In November-March, the average monthly humidity in most of the area is 80-82%. In the warm season, relative humidity in the area decreases from north to south. The lowest relative humidity is in May and June (54-56%).
° Precipitation - The average precipitation is 35.0 mm in the north, and 220-300 mm in the south. Maximum precipitation of 54 mm is in July, its minimum of 23 mm is in February. Thunderstorms over the territory of the area are often accompanied by squalls, downpours, hail, most often in summer, to a lesser extent in spring and autumn months. The average number of days with thunderstorm is 19-25. Thunderstorm activity is most pronounced in the summer months with a maximum in July (6-9 days). The average duration of thunderstorms is 2.4 hours. Hail is observed in the warm season; it falls relatively rarely, sometimes in strips of several kilometers wide. The average number of days with hail is 1-2, in some years it is 4-9 days. Snowstorms are frequent; the number of days with drifting snow ranges from 20 to 50, sometimes more than 50. In Astana, the number of days with dust storms can be as high in a year as 15-40; the number of days with fog is 24-70.
° Winds. Average wind speed is 5.3 m/sec. From April to September, the total number of days with dry hot wind is 14-20. The highest monthly average wind speeds occur in March (6.2 m/sec – 14 miles/hour); lesser speed winds are in April, November, and December (5.8 m/sec – 13 miles per hour). The minimum average monthly wind speeds are in August (4.4 m/sec 10 miles/hour). From November to April there is an increase of average wind speed; in Astana the maximum wind speed registered over the period of observations is 36 m/sec (81 miles/hour), it is recorded once in 20 years. In cold period of the year, the wind regime is mainly determined by the influence of the western spur of the Siberian anticyclone, in the warm period by mild barometric depression.
30. Ambient Air Quality Conditions. Kazakhstan's 2002 Law on Air Protection defines the basic terms and principles of State control of air conditions. Two units of MoEP (the
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Department of Permitting & Incentive-based Mechanisms for Regulation and the Committee for Environmental Control) play key roles in establishing facility-specific regulatory requirements and ensuring compliance with them at the national level, including air.19 Ambient air quality standards are established by the Sanitary Regulations and Standards (referred to as "SanPiN") as published by the Ministry of Health as indicated by Table D-6.
TABLE D-6: AIR QUALITY STANDARDS Maximum Allowable Concentration (MAC) mg/m3 Hazard Substance Maximum Daily Average One Time Maximum Class (MACda) (MACot) Carbon Monoxide 3 0.4 4 Nitrogen Oxide 0.06 0.085 3 Nitrogen Dioxide 0.04 0.5 2 Suspended Particulates 0.15 0.01 3 Phenol 0.003 0.035 1 Formaldehyde 0.003 0.001 2 Lead 0.0003 0.2 1 Ammonia (NH3) 0.04 0.5 4 Sulfur Dioxide (SO2) 0.05 0.008 3 Hydrogen Sulfide (H2S) - 0.1 2 Chlorine 0.03 0.02 2 Fluorine hydride 0.005 0.16 2 Ozone (O3) 0.03 0.2 1 Chlorine hydride 0.1 - 2 Chrome (VI) 0.0015 1 Cadmium 0.0003 1 Arsenium 0.003 2 Chrome 0.0015 1 Cuprum 0.002 0.1 2 Sulfuric Acid 0.3 1.0 2 Carbohydrates (Total) - - Source: Health and Hygiene Rules and Standards (SanPiN) -, Sanitary-Epidemiology Requirements for Atmospheric Air" approved by Decree № 629 of Ministry of Public Health dated to August 18, 2004
31. The main regulating document is GOST 17.2.1.03-84 which establishes and defines maximum allowable concentrations of pollutants as follows:
° One-time Maximum Allowable Concentration (MACot) - the concentration of harmful substances in the air of settling areas that does not cause reflex reactions in humans within 20 minutes. MACot is used during scientific-technical norms identification – maximum allowable harmful substances emissions. However, in case of dispersion of substances in air as a result of meteorological conditions, concentration of harmful substances on the boundary of sanitary-safety zone of the source of emissions at any point of time should not exceed MACot level.
° Daily Average Maximum Allowable Concentration (MACda) - is concentration of harmful substances in the air of settling areas that must not make direct or indirect impact on humans during an indefinitely long period of breathing. MACda is calculated for all groups of population and for an indefinite long period of influence and as a result serves as the most important sanitary and hygienic norm for identification concentration of harmful substances in atmosphere. MACda is usually represents as criteria for evaluation of air quality in settling area.
32. Empirical ambient air quality data for the Project Area is routinely gathered by KazHydroMet at a variety of locations in the urban area. The five most relevant air pollution monitoring stations (APMS) to the proposed Project are the indicated by Figure D-3.
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FIGURE D-3: AIR QUALITY MONITORING STATIONS
Air PMS 3 р. Сары-Булак LRT Phase 2
Air PMS 4 131313 р. Ак-Булак
141414 151515
161616 555 171717 101010 444 111111 333 121212 Air PMS 1
Air PMS 2
222 LRT Phase 1 Air PMS 7
Air Pollution Monitoring Station (PMS)
≠≠≠ Indicates Water Quality Monitoring Stations discussed below
33. The results of the monitoring (presented by Table D-7) indicate that as of December 2010 all samples for the parameters of concern were well within the established standards.
TABLE D-7: AIR QUALITY IN THE PROJECT AREA – DECEMBER 2010 Parameter MAC APMS 1 APMS 2 APMS 3 APMS 4 APMS 7 Particulates 0.5 0.0 0.1 0.1 0.2 Awaiting Sulfur Dioxide (SO2) 0.5 0.001 0.003 0.003 0.001 information Nitrogen Dioxide NO2) 0.085 0.04 0.07 0.03 0.17 Hydrogen Fluoride 0.02 0.000 0.000 0.000 0.002 Carbon Monoxide (CO) 5.0 NA 2 0 2 Notes: MAC = Maximum Allowable Concentrations. APMS = Air Pollution Monitoring Station – Locations are identified by accompanying map. Source: Kazhydromet RSE (National Hydro-meteorological Service), www.kazhydromet.kz, Accessed December 2011.
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4.0 NOISE & VIBRATION
4.1 Noise
34. Introduction. Noise is traditionally defined as any unwanted sound and is highly subjective. What is music to one is noise to another. Whether wanted or unwanted, Magnitudes of sounds are determined by varying sound pressures, i.e., dynamic variations in atmospheric pressure. The human auditory system is sensitive to these fluctuations above and below what is known as barometric static pressure. The fluctuations are defined as sound when the human ear detects pressure changes within the audible frequency range.
35. Metrics. Measurements of sounds and the limits established to control sound levels are generally expressed in terms of:
° dB(A). The term dB(A) represents a “weighted” measurement of sound. Since the range of sound pressure covers a vast range, from the barely perceptible to the painfully loud, sound levels are expressed on a logarithmic scale, which compresses the range. The standard measurement unit is the decibel (dB) which represents a ratio of pressure levels referenced to the 0.0002 microbar that is considered the threshold of human hearing. The threshold of pain, which is the other end of the audible range, occurs at approximately 140 decibels. Using the decibel scale, an increase of three decibels is barely perceptible and an increase or decrease of ten decibels is perceived as a doubling or halving of the sound level. Humans are capable of hearing only a limited frequency range of sound and the human ear is not equally sensitive to all frequencies. The human ear is more tolerant to higher noise levels at lower frequencies and can hear frequencies ranging from 20 hertz (Hz) to 20,000 Hz. In order to take this characteristic into account in noise measurements, a “frequency weighting” known as A-weighting is commonly applied to the sound pressure levels which approximate the frequency response of the human ear by placing most emphasis on the frequency range of 1,000 to 5,000 hertz. Because the A-weighted scale closely describes the subjective response of the human ear, it is most commonly used in noise measurements. Sound level measurements using A-weighting are expressed as dB(A). Figure D-4 provides examples of common sounds expressed on the “A” weighted decibel scale.
° Leq. The term Leq (noise equivalence) represents a sound level equivalent, i.e., an energy-averaged sound level that includes both steady background sounds and transient short-term sounds. Leq represents the level of steady sound which, when averaged over the sampling period, is equivalent in energy to the fluctuating sound level over the same period. The Leq is commonly used to describe traffic noise levels that tend to experience hourly peaks.
° Ldn. The term Ldn (the day-night average sound level) represents the same concept as Leq applied to a 24-hour period, i.e., a measure of average sound exposure for a period of one day. Ldn values are calculated from hourly Leq values, with the Leq values for the nighttime period (22:00 to 07:00) increased by 10 dB to reflect the greater disturbance. This metric is commonly used for airports and other circumstances in which a penalty for noise at night is appropriate. It is not in general use in Kazakhstan.
° LMAX. LMAX represents the maximum sound level and represents the highest noise level heard at a receiver site during an event such as the passage of an LRT train. LMAX is incorporated in the Kazakhstan noise regulations as will be discussed below.
° Sensitive Receptors. In addition to the general concern presented by ambient noise levels, excessively high noise levels are a particular concern for “sensitive receptors”, i.e., recipients of sound for whom exposures to excessive sound levels are detrimental - hospitals, recording studios, and parks, for example. Sensitive receptors are usually
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FIGURE D-4: EXAMPLES OF NOISE EXPOSURE EXPRESSED AS dB(A) Loudness A-Weighted Sound Level (dB(A)) Ratio Level
identified in terms of specific land uses and activities. The concept is inherent in the establishment of most noise standards and regulations. Specific standards are usually specified for activities which occur outdoors, including recreational areas associated with residential developments, parks, outdoor auditoriums, and other uses for which excessive noise levels would be detrimental or for which the maintenance of low noise environments is particularly important (e.g., designated silent zones). Sensitive receptors in the vicinity of the LRT Network, Phase 1 are indicated by Figure D-5 and tabulated in Table D-8.
36. Many of the sensitive receptors indicated by Figure D-5 are at distances from the LRT ROW such that LRT-related operational noise is unlikely to be an issue – with the exception of the medical facilities clustered around Stations 108 and 109.
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FIGURE D-5: SENSITIVE RECEPTORS IN PROXIMITY TO PHASES 1 & 2
Rail Station & LRT Depot
LRT Phase 3
LRT Phase 2 Right Bank
Left Bank
Abu Dhabi Plaza
New Railway Station
LEGEND
LRT Phase 1 Note Indicates are related to Phase 1 only. Major Medical Facility
Educational Facility
Religious Facility
Theater/Entertainment
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TABLE D-8: SENSITIVE RECEPTORS LRT SEGMENT SENSITIVE RECEPTOR NOTES 101-102 None 102-103 None 103-104 None 104-105 None West of LRT Alignment on opposite side of the 105-106 Nazarbayev University highway. Because of the distance from the LRT, impacts are unlikely 106-107 None 107-108 None West of LRT ROW. Distances are such that Medical Facility 1 impacts are unlikely. 108-109 West of LRT ROW. Distances are such that Medical Facility 2 impacts are unlikely. Adjacent to the LRT ROW on north side. Nur Astana Mosque Distance from LRT line to building nearly 110 meters Cardio Surgical Center Adjacent to the LRT ROW on north side. Residential Structure Adjacent to the LRT ROW on north side. 109 Medical Center “Meyrim" Adjacent to the LRT ROW on north side. Medical Facility Perpendicular to LRT ROW – south side Medical Complex West of the 109 Medical Facility Parallel to LRT ROW – National Research Center of Located behind preceding structure and Mother and Child unlikely to be impacted. Noise impacts could be significant in this area. The baseline night noise levels are to be Residential and commercial 110-115 measured and verified in July 2013. The entire land uses on both sides segment is expected to be impacted during both the construction and Operational Phase Set back a little further than the residential and Concert Center on the north 112 commercial land uses described above, but side of the bridge could be impacted given its nature.
37. Potential noise impacts in these areas, particularly at night time, will be the most critical, especially for the medical and residential land uses. In both areas both Leq and Lmax are useful measures. Leq is a good measure of the noise generated by a relatively consistent level of traffic and relatively constant noise level over the averaging period. It is particularly useful for measuring daytime noise levels on urban streets. Lmax, on the other hand, is a better measure of the impact of isolated trains passing through quiet areas.
38. Kazakhstan Noise Standards. As alluded to above, both Leq and Lmax, are regulated in Kazakhstan. The controlling regulation for the purposes of the LRT assessment is the “Hygienic Norms and Infrasound Levels in Rooms of Residential and Public Premises and at the Area of Community Developments” approved by Order 841 of the Ministry of Health on 3 December 2004 (Table D-9). Order 841 establishes both indoor and outdoor maximum sound levels base on land use categories (e.g., medical, educational and residential facilities) and are more stringent for newly developing areas. The standards are comparable to those of other countries such as Japan and the United States. The maximum permissible increase in noise levels for areas adjacent to dwelling houses, rest areas of districts, and
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group of dwelling houses, kindergarten areas, school areas, etc., for noise created by transport in Kazakhstan is 10 dBA20 but impacts must remain within the ceilings indicated for the land use categories identified by Table D-9.
TABLE D-9: KAZAKHSTAN INTERIOR & EXTERIOR NOISE STANDARDS
Use Categories of Premises or Areas Time of Leq Lmax Note: In established neighborhoods the limits are increased by 5 dB(A) (i.e., they are less stringent). Day dB(A) dB(A) Interior Day 35 50 Wards of hospitals and sanatoriums, surgery rooms. Night 25 40 Doctors consulting rooms in polyclinics, outpatient departments, health All 35 50 centers, hospitals, sanatoria. Times Study rooms, teacher’s rooms, auditoria of schools and other educational All 40 55 organizations, conference halls, reading halls of libraries. Times Apartments, rooms of rest, rest houses, resorts, homes for elderly people and Day 40 55 invalids, bedroom areas in kindergartens, and boarding schools. Night 30 45 Day 45 60 Hotel and dormitory rooms. Night 35 50 Exterior Day 45 60 Areas immediately adjacent to Hospitals and Sanatoria. Night 35 50 Areas immediately adjacent to residences, polyclinics, outpatient departments, Day 55 70 health centers, hospitals, sanatoria, homes for elderly people and invalids, kindergartens, schools, and other educational organizations, and libraries. Night 45 60 Day 60 75 Areas immediately adjacent to hotels and dormitories. Night 50 65 All Grounds of hospitals and sanatoria. 35 50 Times Grounds of “micro-districts” and residential areas, rest homes, resorts, homes All 45 60 for elderly people and invalids, areas of kindergartens. Times Note: In established neighborhoods the limits are increased by 5 dB(A) (i.e., they are less stringent). Octave band sound-pressure levels (geometric mean frequencies), dB, Hz are also specified Day = 07:00 to 23:00 Night = 23:00 to 07:00 Source: "Hygienic Noise and Infra-Sound Levels in Rooms of Residential and Public Buildings and at the Residential Areas", 2004 approved by the Decree of the Minister of Health Number 841 of 3 December, Annex 1, 2004.
39. Maximum job site noise standards are also relevant to the Project, are generally higher than ambient standards and may be established in a number of ways, often taking into account the duration of the noise as well as the maximum level. Generally speaking, jobsite noise levels in excess 85 dB(A) are generally considered excessive.
40. Baseline noise conditions along Phase 1 were only partially taken in April and June 2012 at the locations indicated by Figure D-6. Results are presented in Table D-10. Additional noise conditions surveys between stations 110 and 115 are planned for June 2013.
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FIGURE D-6: NOISE MONITORING LOCATIONS
Rail Station & LRT Depot
Saryarka Avenue
Left Bank 6 5 Syganak Street
4
Korbanbay Batyr Road
3 New Railway Station
LRT Phase 1
2
Airport Road 1 Airport Terminal
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TABLE D-10: NOISE MEASUREMENTS – APRIL-JUNE 2012 Locations of Measurements Vehicle Traffic Density Units per Hour Noise Time Light- Map Number & Duty Public Level Street Boundaries of Landmark of Day Trucks General Vehicle Transport In dBA Quarter s Phase 1 ÓÓÓ 1. At road leading Residential building AM 528 36 36 600 69.7 to fuel storage Prigorodniye, New tanks Airport Street PM 384 24 NA 408 69.6 Residential building AM 828 60 108 1,068 73.1 2. Site of LRT Prigorodniye New Station 102 - Airport Street - PM 552 84 108 744 72.1 south side. Ave. Turan 3. Site of LRT Area of the Ice AM 636 60 72 768 75.0 Station 105 west Palace “Alau” (Ave. Airport Road Road Airport PM 720 96 96 912 74.0 side. Kabanbai-Batyr 47) Intersection of Korbanbai Batyr Avenue Avenue Batyr Korbanbai AM 804 120 24 948 74.0 4. Site of LRT Korbanbai Batyr Avenue and Almaty Station 108. PM 996 84 24 1,104 75.2 Street.
5. Sauran Street Islamic Center AM 1,902 126 36 2,064 66.2 – Kabanbai Gazebo Batyr Avenue PM 1,698 144 12 1,854 66.7 Kabanbai Batyr Near Medical AM 1,140 96 12 1,248 64.4 Street Street 6.
Syganak Syganak Avenue – Turan Center Meiyrim - PM 990 80 20 1,090 67.9 Avenue Syganak Street 1
41. Findings of the noise measurements can be summarized as follows.
° Phase 1 (Stations 101 through 109). Dominant noise along the Phase 1 ROW is generated by traffic along Korbanbai Batyr Avenue. Field observations did not indicate the presence of other significant noise-generating activities other than the Airport. Sensitive receptors are located along Korbanbai Batyr Avenue (e.g., Nazarbayev University and residential land uses). As will be described in Section 8.4: Land Use, however, the university structures are set back approximately 100 meters west of the highway and 140 meters west of the LRT ROW. Land uses in the vicinity of Station 107 to the east of the LRT ROW are dominated by large scale sports complexes including Astana Skating Stadium and the Astana Arena and are set back approximately 360 meters west of the LRT ROW. The nearest residential land uses are those to the east of the northern part of the Phase 1 ROW currently being developed at a distance of approximately 50 meters or more from the LRT ROW. Noise measurements in June 2012 along the Phase 1 ROW reveal existing noise levels in a range from 70-75 d(B)A at a distance of 7.5 m from the edge carriageways. Given that noise levels decrease approximately 6 d(B)A with every doubling of the distance21, the high reading of 75 d(B)A would decrease to approximately 55 d(B)A at the closest building line.
° Phase 1 (Stations 109 and 110) Noise measurement locations 5 and 6 of Phase 1 indicated that roadside Leq noise levels ranged from 64.4 to 67.9 d(B)A during the measurement periods. Medical facilities are located adjacent to this segment of the ROW. As indicated by Table D-10, measurements for noise monitoring were taken at a distance of 7.5 meters from the edge of the roadway. The hospital facility closest to the roadway is set back an additional 30 meters (approximately). Given that noise levels decrease approximately 6 d(B)A with every doubling of the distance22, the high reading of 68 d(B)A would decrease to approximately 56 d(B)A at the building line. The noise measurements in this segment compare to the daytime standard of 45 d(B)A established for areas “immediately adjacent to hospitals.” Accordingly, this segment cannot be said to be in compliance with the regulations.
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° Phase 1 (Stations 110 through 115). Noise measurements along those stations are planned to be conducted in June 2013. However, given that those locations lie along the same road corridor, noise levels can be expected to be comparable to those at locations 5 and 6 (i.e., 65 to 68 d(B)A at 7.5 meters from the edge of the roadway. Most of the buildings along the road are setback a distance of 25-30 meters, which would result in a decrease in the noise levels of nearly 55 d(B)A, which is not compliant with the regulations. The Concert Center is set back nearly 70 meters from the road, which could result in the noise levels reducing to about 48 d(B)A.
4.2 Vibration
42. Vibration refers to mechanical oscillations about an equilibrium point. The oscillations may be periodic such as the motion of a pendulum or random such as the movement of a tire on a gravel road. Vibration is occasionally "desirable". For example the motion of a tuning fork. Sound and vibration are closely related. Sounds, or "pressure waves", are generated by vibrating structures (e.g., vocal cords); these pressure waves can also induce
FIGURE D-7: HUMAN/STRUCTURAL RESPONSES TO VIBRATION
the vibration of structures (e.g. ear drum). Hence, when trying to reduce noise it is often a problem in trying to reduce vibration. Human and structural responses to vibration levels are indicated by Figure D-7.
43. Vibration may be transmitted in two ways:
° Airborne Vibration. Airborne vibration can result from low frequency noise produced by
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construction activities and vehicle engines. It enters buildings through doors and windows and can produce vibrations in building elements particularly if they are light (low mass) and flexible. High levels of vibration can be measured on window panes fronting heavily traveled roads or close to rail lines and can produce annoying rattles.
° Ground-borne Vibration. Ground-borne vibration can result from construction and the operation of road and rail projects transport projects due to varying contact forces between the wheels of road or rail vehicles and the road or track. They become perceptible in buildings near roads if the axle loads are high and the surfaces are rough and uneven. Compression and shear waves (below surface) and surface waves are produced. Their amplitudes and attenuation with distance depend on several factors including the soil composition and the nature of the geological layers beneath the surface. Because this type of vibration enters buildings through the foundations, the supporting structures of buildings are normally affected to a greater degree by ground movements caused by high energy input than airborne vibrations that have very low energy pressure changes on the building surfaces. For structural damage, the ground supporting the building is the most susceptible to the effects of vibration. Continuous vibration, such as traffic induced vibration from a busy motorway can occasionally cause foundation settlement due to consolidation or liquefaction of the ground. Loose and water saturated low cohesion soils are the most vulnerable.
44. Field observations indicate that vibration levels in the potentially affected areas are generally imperceptible except in the immediate area of construction activities and on heavily traveled roads and bridges with high volumes of heavy vehicles.
45. Vibration levels in Kazakhstan are regulated pursuant to Sanitary and Epidemiologic Rules and Norms (SANPIN) 3.01.032-97 “Maximum Allowable Vibration Levels in the Residential Areas”.23
46. Vibration is measured in terms of Velocity Level in Decibel Units (VdB) using a logarithmic scale similar to noise measurements. The threshold of vibration perception for most humans is around 65 VdB. Levels in the 70 to 75 VdB range are often noticeable but acceptable, and levels greater than 80 VdB are generally considered unacceptable.
5.0 ELECTRO-MAGNETIC FIELDS & INTERFERENCE24
47. Areas such as those traversed by the Astana LRT typically are subject to electromagnetic fields (defined below) in the range from 30 to 60 mG (milligauss, one of the units of measure). This range applies even in areas with overhead power transmission lines. Household appliances generate EMFs in the range from eight to 165 mG. Electrically- powered rail vehicles such as the proposed LRT generate 400 mG at 110 cm from the vehicle floor and generate lower levels in the vicinity of the vehicles.
48. Electro-magnetic fields (EMFs) are a form of electromagnetic radiation which spreads as it travels and has many natural and man-made sources. The electromagnetic spectrum, the scientific name given to radiation energy, includes light, radio waves, x-rays and other forms of energy. EMFs have two components:
° Electric Fields. Electric fields result from an electric charge measured in terms of volts. The greater the voltage, the greater the field. Fields strengths deteriorate rapidly with distances from the source.
° Magnetic Fields. Magnetic fields have several units of measurement and also deteriorate with distances, but they readily pass through most objects. Magnetic fields are typically the radiation of concern when evaluating EMFs.
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49. The most commonly known human-made sources of EMF are electrical systems such as electronics, telecommunications, electric motors and other electrically-powered devices. The radiation from these sources is invisible, low frequency and not considered hazardous. There are several areas of interest associated with EMFs, however, that warrant discussion because they are matters of public concern, including:
° Biological and Health Effects. Short-term human health effects from exposure to elevated levels of EMFs are well established. These include effects to the central nervous system and heating of the body. Long-term effects from exposure to lower levels of EMFs continue to be studied. The preponderance of authoritative scientific studies, however, has found no firm evidence of long-term health risk from low intensity EMF exposures such as that associated with the LRT operations. 25 Empirical data derived from studies of light rail transit systems similar to that proposed for Astana, taking all forms of EMF generation into account, that “EMF intensities at locations of human exposure within and adjacent to light rail line(s) are considerably below exposure guidelines established by the American Conference of Governmental Industrial Hygienists and the more recent guidelines established by the International Commission on Non-Ionizing Radiation Protection.”26
° Electro-magnetic Interference (EMI). EMI is the name given to interference of one electromagnetic system or device with other electromagnetic systems or devices. This typically includes interruption, obstruction or other degradation of the effective performance of electronic devices and equipment (for example radios) and, of greater importance, disturbances to sensitive instruments typically found in laboratories, hospitals and universities. EMI is, thus, an area of concern because of its interference with day-to-day devices, but more importantly with medical and research devices such as those likely to be found in concentration of medical facilities in the vicinity of the vicinity Station 109.
50. Kazakhstan Standards for EMF. Information obtained from the Center for Sanitary and Epidemiological Testing, Ministry of Healthcare of the Republic of Kazakhstan, including the document entitled "Technical Regulations: Electromagnetic Compatibility" approved by the Government of RoK Decree #812 of August 2010, indicates that EMF regulations are in place to regulate radio and transmission devices and to ensure electro-magnetic compatibility of technical equipment and devices including medical devices. It states that the equipment should be designed and manufactured in a manner which does not generate EMF exceeding a level affecting its functionality and that such equipment must have sufficient interference immunity to use it in EMF environment for which it is designed. Certification of technical equipment and devices is required. SANPIN No. 3.01.036-97 of RoK “Protection of Population from EMF Created by High-Voltage Lines of AC of Industrial Frequency (50 Hz)” provides standards for high-voltage lines of 330 kV and higher. For lower voltage lines there are no requirements except that the intensity of the EMF at the residential areas should not exceed one kilovolt per meter (1kV/m or 1,000 V/m).27
51. In international practice, standards for EMF are generally more stringent and expressed in terms of a unit watt-per-square-meter (W/m2) (approximately 265 V/m)28 Most countries, including Australia, Canada, Japan, the United States and most of Europe have standards limiting the radiation to 2 to 10 W/m2. Great Britain allows up to 100 W/m2 (approximately 195 V/m). A number of countries, including Russia, China and several European countries limit the exposure to 0.1 W/m2 (approximately 6 V/m). Reports indicate that even at this level of stringency ambient levels of high-frequency EMF rarely approach these levels even in large cities (including cities with LRT systems) unless one is within a few meters of a wireless network hub or a roof-mounted cell-phone transmitter.29
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6.0 BIOLOGICAL ENVIRONMENT
6.1 Flora (Vegetation and Plant Species)
52. Baseline vegetation data for LRT EIA purposes is presented first in terms of the Project Area’s regional context, the vegetation found in and around urban Astana and followed by the specifics of the LRT ROWs.
53. Regional Context. The Kazak Steppe, the eco-region in which the Project Area is located, is a vast area with vegetation comprised primarily of grasslands, savannas, and shrub lands. The vegetation of undisturbed portions consists mainly of low diverse meadow vegetation with predominantly germanous plants and herbs and halophytic-germanous vegetation. There are no known reports of threatened or endangered plant species or habitats. The dominant indigenous flora species in the surviving and regenerating unplowed habitat areas are compact turf or cushion-like plants which adapt to droughts, strong winds, frost with little snow cover, fires, and grazing. Ephemers and ephemeroids are two other dominant life forms that can complete their annual life cycle during the short spring (species in the families Liliaceae and Amaryllidaceae; genera Tulipa, Ornithogalum, Gagea, Ixiolirion, and Eremurus). In some areas tumbleweeds (perekati pole), i.e., inflorescents which form resilient strong lattice spheres which allow the plant to snap off easily in heavy wind and roll over many kilometers, disseminating seeds, are common.
54. During the growing season there are six to twelve waves of growth and flowering periods (called aspects), during which different, often colorful, species replace each other. A particular species is abundant and noticeable during only one wave. It can be almost undetectable during the rest of the season. The Steppe's appearance thus changes dramatically during the season, and species composition recorded at different times in the same season can be very different.30 The area’s various habitats are of importance for the local livestock breeders and for provision of firewood to the local population. Scattered wetlands found in throughout area and are characterized by patches of dense reed grasses such as goosefoot, canes (Phragmites). rush (Juncus), bluejoint (Calamarostis), wheat-grass (Agropyron repens), shore bugs (Aeluropus), seat worm (Enterobius vermicularis), dropwort (Filipendula), pea tree (Caragana), salt tree (Haliodendron), and tamarisks (Tamarix spp.). Most are likely to dry out in late summer.
55. Vegetation in the Urban Area. The vegetation found most frequently in urban Astana includes Ulmus broad-leaved and Ulmus parvifolia, Poplar balsamifera, white and black poplar, Siberian apple, Acer negundo, Elaeagnus angustifolia, Lonicera tatarica, Ribes aureum, Siberian spruce, Pinus sylvestris, Larix sibirica, Syringa vulgaris, Prunus tenella, Salix fragilis Syringa, Lonicera tatarica, Prunus fruticosa, and Caragana arborescens. Apple, apricot, pear, plum, cherry trees are cultivated in the area.31
56. LRT ROW Vegetation. Much of the ROW in which the LRT will be located is intensively landscaped with a wide variety of trees, hedges, flower beds grass areas. One exception is the area extending from 113 to 115, which is an area that is still undeveloped. A road extending from Shamshi Qaldayaqov road is planned to be implemented, and is expected to be landscaped in a manner similar to other ROW areas along the Phase 1 alignment. There is also ongoing construction for residential units in this area, and it is expected that it will be properly landscaped when completed.
6.2 Fauna (Animal Species)
57. The OVOS discusses wildlife in the Project Area which it refers to as the Ishim-Nura interfluve (i.e., the highland between the two waterways). The Ishim-Nura interfluve is essentially the area generally referred to as the New City and the lesser developed areas to the south where surviving fauna habitat is likely to be found. The fauna of the area is
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described as typically steppe, but characterized by certain peculiarities. Extensive floodplain forests (Ishim, Nura) and steppe lakes enriches the area with dendrophilous, waterfowl and semi-aquatic species of animals. The area is reported to provide habitat for 55 mammals, three amphibians; eight reptiles; 30 species fish; and 180 species of birds. The invertebrate fauna is also described as rich and varied. The features of the species composition, distribution and abundance of animals in the area are discussed in greater detail below, first in terms of Vertebrate Species, followed by Invertebrates.
58. Vertebrate Species.32 The characteristics of vertebrate species in the Project Area are as follows:
° Mammals. In the interfluve territory 31 species are observed. The most important commercial group of species is ungulates, especially wild boar and roe deer, their main habitats are concentrated in floodplain forests of Ishim and Nura. Foxes are the most common wild animal throughout the territory. Other species include wolves, corsacs (Vulpes corsac), raccoon dog (Nyctereutes procyonoides), but are relatively rare. The most common Mustelids throughout the steppe is the polecat which is found in the steppe tree belt areas both in the interfluve and throughout the surrounding areas. Ermine, weasel and badger are also found. Among the Lagomorphs the most common is Lepus europaeus which primarily inhabits tree belt areas and shrubs in the steppe. Throughout the area the most numerous species are mouse-like rodents - wood mouse (Apodemus sylvaticus) and the house mouse (Mus musculus). Wet and high located gallery areas are characterized by large souslik (Citellus rufescens); in the dry sagebrush-grass areas little souslik is found everywhere, the population reaches 55- 60/ha. Colonies of mole lemming (Ellobius talpinus) are met both in the subject area mainly along the river banks. Sightings in the subject area have included the gray hamster, the water vole, common vole, great jerboa (Allactaga major), sewer rat (Rattus norvegicus). Only one member of the bat family, the common noctule [Nyctalus noctula] is found within the floodplain of the Ishim River. Under better circumstances at least 10- 12 species of this order could be expected in the area. Bats are the most sensitive indicators of environmental pollution by harmful substances. The lack of additional species is apparently due to the heavy contamination in the area.
° Amphibians and Reptiles. Five species of amphibians were found in the area: Bufo viridis, Pelophylax ridibundus and Rana arvalis, Bombina bombina, Pelobates fuscus. The most numerous of amphibians in the interfluve is Rana ridibunda. Of the eight species of reptiles, Lacerta agilis are ubiquitous with populations ranging from 5.8 to 37.8 bion/ha. It lives mostly on the open steppe areas, in tree belt area, along roadsides and on dry banks of water bodies. Zootoca vivipara is found only in the willow-poplar floodplain of the Ishim River, it is not typical for the steppe part of the region. Vipera ursinii is occasionally met throughout the area, especially in tree belt areas, dumps, and from time to time in the steppe. Analysis of the peculiarities of territorial distribution and the population of amphibians and reptiles shows that they are found mainly in the floodplains. They are rarer in the more developed portions of the Project Area.
° Birds. Approximately 180 species of birds are known to occur within the Project Area, 120 of which nest in the area and eight of which are sedentary species (Columba livia, Streptopelia decaocto, Lyrurus, Perdix perdix, Dendrocopos major, Pica pica, Passer domesticus and Passer montanus). Other species are transient and rarely vagrant. Throughout the area there are extensive seasonal migrations of birds in the Ishim River Valley. In spring the birds fly mostly north-east, in the autumn they fly west and south- west. Within the Steppe water bodies and tree belt areas are critical to migrants. The steppe landscape is dominated everywhere by field skylark (Alauda arvensis) (10.2 birds/hectare; fairly common are yellow wagtail (Motacilla flava) (9.5), Wheatear (Oenanthe oenanthe) (6.1), tawny pipit (Anthus campestris) (2.6), Isabelline Wheatear (Oenanthe isabellina) (2.1), Ortolan Bunting (Emberiza hortulana) (2.0), Red-headed
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Bunting (Emberiza bruniceps) (1.0), and others. The tree belt areas are dominated by tree sparrow (Passer montanus) (41.3 birds/hectare), Rook (Corvus frugilegus) (33.4), Black-Billed Magpie (Pica pica) (21.8). Also common are: red-footed falcon (Falco vespertinus) (11.5), Hooded Crow (Corvus cornix) (4.9), Kestrel (Falco tinnunculus) (3,7), and Common Whitethroat (Sylvia communis) (3.0). The floodplains are dominated by sand-martin (Riparia riparia) (38.7), starling (Sturnus vulgaris) (18.1), tree sparrow (Passer montanus) (17.4), yellow wagtail (Motacilla flava) (14.5), Rook (Corvus frugilegus) (10.2), Hooded Crow (Corvus cornix) (7.9), European Bee-Eater (Merops apiaster) (5.5). Common waterfowl in the area include the Common Pochard (Aythya ferina) (6.0), garganey (Anas querquedula) (5.6), mallard duck (Anas platyrhynchos) (5.3), and common coot (Fulica atra) (3.1). In the populated places synanthropic species are represented by the House Sparrow (Passer domesticus) (543) and rock dove (Columba livia) (222). Other common species of birds are Rook (Corvus frugilegus) (35), Eurasian Jackdaw (Corvus monedula) (32.3), tree sparrow (Passer montanus) (20.7), starling (Sturnus vulgaris) (18.7), Black-Billed Magpie (Pica pica) (10), and the Barn Swallow (Hirundo rustica) (9).
° Fish. Eleven species of fish were identified within the Ishim and Nura Rivers: Esox, Alburnus, Rutilus, Scardinius, Leuciscus, Tinca, Abramis brama, Carassius, Perca, Cyprinus carpio, and Silurus glanis. The most numerous are Rutilus rutilus fluviatilis and Perca comprising 65 to 90 percent of the catches. The Ishim River has a greater variety and number of fish species than its tributaries which have low population and diversities. Fish resources of the Ishim River floodplain are particular value in the region.
° Invertebrates. The Project Area is considered to have the potential to support 50 species of invertebrates belonging to two orders: Mantoptera (2 species) and Orthoptera (48 species). Sixteen of the species that might be expected, however, were not found in the FIGURE D-8: DESIGNATED PROTECTED AREAS
° area. The absence of such species as grasshoppers, Gampsoeleis glabra, Dectilus verrucivorus, locust Aeropedellus volgensis and mantis Bolivaria brachiptera could be associated with the extensive agricultural and urban development in the area. Of the remaining 34 species, only 18 are prevalent throughout the interfluve territory. One species of grasshopper for which the undisturbed portions of the Project Area might provide habitat, the Saga pedo (also known as the predatory bush cricket), is listed in the Red Book.33 The Saga pedo is categorized as vulnerable by the International Union for the Conservation of Nature (IUCN) and described as highly scattered distribution across southern European and Central Asian countries. Given the low number of grasshopper species found in the area, its presence is assessed as unlikely.
6.3 Sensitive Habitats & Protected Areas
59. No sensitive habitats or protected areas are located in the potentially affected area of
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the Astana LRT. Designated Protected Areas in the general vicinity of Astana are indicated by Figure D-8.
7.0 HEALTH AND SAFETY
7.1 Health Facilities
60. In keeping with its efforts to become a member of the World Trade Organization (WTO), Kazakhstan is bringing its local medical regulations in line with international standards. A program of reforming and development of public health has been approved by the Government. Its main measures included plans to increase public health expenditure to four percent of GDP by 201034. In keeping with this national policy, the oblast and rayon level healthcare institutions are being restructured from being purely public to being semi- private institutions.
61. As indicated by Table D-11, Astana reports a total of 14 hospitals providing a total of over 3,340 beds as of 1 February 2013 and 9 outpatient outpatient-and-polyclinic facilities. The city also has a developed network of pharmacies. As will be noted in the Land Use discussion that follows (Item 8.3), some Astana’s newer medical facilities are clustered in the vicinity of Syganak between Korbanbai Batyr to Turan Avenue. Parts of Phase 1 of the LRT Network (vicinity of Station 109) will provide access to these facilities, but at the same time may require special actions to avoid electro-magnetic interference with sensitive equipment in these facilities.
TABLE D-11: HEALTH CARE FACILITIES IN ASTANA Number as of Name 1 February 2013 Number of Medical Facilities (Hospitals) 14 Number of Beds 3,340 Facilities of Outpatient Care 9 (including outpatient care units of hospitals and dispensary) Source: Passport of Socio-Economical Development of Astana, January-October 2011, Department of Economy and Budget Planning of Astana, 1 November 2011.
7.2 Public Health & Safety
62. In Kazakhstan, the Ministry of Health has lead responsibility for public health, a term which generally refers to the science dealing with prevention of diseases that are a threat to the overall health of a community, as well as with prolonging life and promoting health. Public health interventions generally aim at preventing rather than treating diseases.
63. Public health and safety issues associated with large construction projects are generally those having to do with the provision of:
° Adequate training for workers to prevent accidents and the spread of diseases due to the influx of temporary workers;
° Safe and adequate alternative routes in the event of road closures during the construction process;
° Steps to ensure the passage of emergency vehicles such as ambulances and fire- fighting equipment and similar measures.
° Procedures to address accidents, accidental spills of toxic or hazardous materials and related issues.
64. Within the context of the Astana LRT Project, responsibilities for public health safety
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will rest to some degree with the police and other public officials, but also with the contractors undertaking the work and with Astana LRT as the Proponent for the Project.
8.0 SOCIO-ECONOMIC
8.1 Administrative Organization
65. Astana is located within Akmola Oblast, but is a separate administrative entity. Generally speaking, within the Kazakhstan administrative structure, each oblast and rayon and most urban settlements have their own elective councils, charged with preparing budgets and supervising local taxation. The President appoints the heads of the local administrations (known by the Kazakh term akim) and has the power to override or revoke decisions taken by local councils; akims have the power to control budgetary decisions and to appoint members of staff, who are the department heads of the jurisdiction. The akim also can reverse budgetary decisions of the local councils.
66. The country is administratively divided into 14 oblasts (provinces). Astana is located within one of those oblasts (Akmola Oblast), but is administratively autonomous. Oblasts are generally subdivided into a number of Rayons (similar to counties). The City of Astana is similarly divided into three Rayons (Almaty, Saryarka and Essil).
67. Astana’s three rayons are administered by organizations known as Akimats. There is also overarching central entity known as the Central Akimat. It is anticipated that the rayons of the city and Astana’s Central Akimat will play important roles in the development of the LRT Network, including explicit roles in the proposed Grievance Redress as discussed in Part F: Public Consultation, Information Disclosure, Grievance Redress Mechanism.
68. The municipal area of Astana is quite large (71,000 hectares) (Figure D-9). Its boundaries encompass both the urban center city and its outlying areas, including the Astana Airport located approximately 14 kilometers from the city’s newly developed national administrative core. In assessing the social and economic impacts of the proposed action, it can be argued to a degree that a development of this magnitude in Astana will have a social and economic impact on the country as a whole and the region in which it is located. Generally speaking, however, because the municipal boundaries encompass both the city center and its hinterlands, and because of the low density in the areas beyond the municipal boundaries, the municipality is taken as the primary Potential Area of Impact for the purposes of the EIA.
8.2 Demographic & Employment Characteristics
8.2.1 Demographic Characteristics
69. In 1999, Astana had a population of 281,000. By 2007, following its designation as the capitol, Astana's population more than doubled to over 600,000. By October 2011, its population grew to approximately 730,800.35 This is an increase of 33,500 in the period from January 2011 to October 2011 – an increase of approximately five percent in a ten-month period equating to six percent on an annual basis.36 Growth of the city continues to be robust and Astana’s population is expected to exceed 1.2 million by 2020.37
70. Astana is now the second largest city (after Almaty) of Kazakhstan, with an estimated population density of 1,029 people per square kilometer comprised primarily of ethnic Kazakhs (65%), and Russians (24%).38 Additional detail in regard to the ethnic composition is provided below in Item 1.3: Social Characteristics.
71. In-migration has been and continues to be a major factor as indicated by Table D-12 with migration-caused increases more than double the natural increase in the population.
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TABLE D-12: POPULATION & MIGRATION INDICATORS Percent Percent January-April Comparison to Comparison April Indicators 2013 same period in to March 2013 2012 Population at the End of the Period, (thousands) 785.7 104.4 100.3 Natural Increase (Decrease) (thousands) 4.1 112.8 92.2 Migration-Caused Increase (Decrease) (thousands) 3.4 59.2 68.4 Source: Website of the Statistics Department for Astana city http://astana.stat.kz
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FIGURE D-9: ASTANA MUNICIPAL AREA
Urbanized Area
Wastewater Airport Treatment Discharge Pond
EXISTING SITUATION
DEVELOPMENT PLAN
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8.2.2 Employment Characteristics
72. Not surprisingly, given its role as national capitol and in spite of its early history as an industrial center for the manufacture of agricultural machinery, employment in Astana today is largely concentrated in the Service Sector. As indicated by Table D-13, over 79 percent of employment is in the Service Sector and the percentage has been steadily increasing.
73. Agriculture accounts for a very small percentage of employment and the figure has been steadily decreasing. Industry and construction continue to be a substantial part of the city’s employment pattern. Additional detail is provided by Table D-14.
TABLE D-13: EMPLOYED POPULATION BY SECTOR – ASTANA CITY 2009 2010 2011 SECTORS Number Number Number Percent Percent Percent (thousands) (thousands) (thousands) Employed Population – Total 347.2 100 366.7 100 375.4 100 Including - Agriculture, Hunting & Forestry 3.2 0.9% 1.9 0.5% 1.9 0.5% - Industry and Construction 70.4 20.3% 74.8 20.4% 64.6 17.3% - Services 273.6 78.8& 290.0 79.1% 308.9 82.2% Source: Website of the Statistics Department for Astana city http://astana.stat.kz
TABLE D-14: NUMBER OF EMPLOYEES IN ENTERPRISES AND ORGANIZATIONS INDICATORS 2009 2010 2011 TOTAL 188,245 195,294 212,175 Agriculture, Forestry and Fishery 1,604 1,386 2,024 Industry 19,330 17,793 18,371 - Mining 379 416 700 - Manufacturing 10,716 10,626 10,860 - Power, Gas, Steam Supply, 4,679 4,598 4,757 - Water Supply: Sewage and Waste Management 3,524 2,153 2,054 Construction 19,243 16,959 17,687 Bulk and Retail Trade, Car and Motorcycle Maintenance 11,790 13,676 15,188 Transport and Warehousing 18,854 16,553 16,446 Accommodation and Catering Services 2,299 2,657 2,959 Information and Communication 8,592 9,132 10,204 Finance and Insurance 7,552 7,821 8,400 Real Estate Operations 8,219 9,608 9,878 Professional, Scientific and Technical Activities 5,542 6,525 7,172 Administrative Support 7,161 9,143 10,203 Public Administration and Defense, Mandatory Social 32,623 27,653 28,524 Support Education 24,588 25,874 28,006 Health and Social Services 19,290 21,869 24,054 Arts, Recreation and Entertainment 4,441 5,010 6,340 Other Services 2,087 2,764 2,620 Source: Website of the Statistics Department for Astana city http://astana.stat.kz
74. The main labor market indicators for the city are provided by Table D-15. The economically active population has steadily increased in the years since 2007. The unemployment rate has steadily decreased to a 2011 level of 5.8 percent.
TABLE D-15: MAIN LABOR MARKET INDICATORS FOR ASTANA CITY INDICATORS 2007 2008 2009 2010 2011 Economically Active Population, (thousands) 314.7 355.2 371.5 390.7 398.6 Employed Population, (thousands) 290.8 331.7 347.2 366.7 375.4 - Employees, (thousands) 266.1 297.5 313.0 336.8 344.5
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- Self employed, (thousands) 24.7 34.1 34.2 29.8 30.9 Unemployed, (thousands) 23.9 23.5 24.4 24.1 23.2 Economically Inactive, (thousands) 157.1 138.0 144.5 156.3 149.3 Level of Economic Activeness, % 66.7 72.0 72.0 71.4 72.7 Level of Unemployment, % 7.6% 6.6% 6.6% 6.2% 5.8 Level of Economic Inactiveness % 33.3 18.0 28.0 28.6 27.3 Source: Website of the Statistics Department for Astana city http://astana.stat.kz
75. Living standards and remuneration indicators are provided by Table D-16. As indicated, the city’s average nominal cash income per capita has increased substantially through October 2011 as compared to the same period for the preceding year. Registered unemployment, on the other hand, increased substantially.
TABLE D-16: LIVING STANDARDS & REMUNERATION INDICATORS Percent Percent January-April Comparison to Comparison April Indicators 2013 same period in to March 2013 2012 Living Standards Average Nominal Cash Income Per Capita, KZT 169,070 105.9 99.0 Real Cash Income (Assessment in %) NA 99.4 98.6 Minimum Subsistence Level, KZT 19,617 107.1 100.3 Labor Market and Remuneration Registered Unemployed at the End of April 2013 4,522 74.2 119.6 Share of Registered Unemployed in 1.1% NA NA Economically Active Population, April 2013 Level of Unemployment in Q1 2013 % 5.6 NA NA (from the quarterly survey on population employment) Average Monthly Salary Nominal, KZT 142,975 105.6 96.3 Real, KZT % NA 99.4 96.0 Defaulted Labor Payment (debt) as of 01 April 80.2 NA NA 2013, Mln. KZT Source: Website of the Statistics Department for Astana city http://astana.stat.kz
8.3 Infrastructure Resources
8.3.1 Transport Infrastructure
76. The transport infrastructure of the Project Area is discussed below in the following order:
o Rail Network o Road Network & Bus Systems o Water Transport o Air Transport
Rail Network
77. Astana’s early development was spurred by the railroad which continues to play an important role in the economy of the city. Astana is a strategically important railway junction, which connects two railway branches: the Petropavlovsk-Astana-Karaganda rail line and the Magnitogorsk-Astana-Pavlodar rail line. It is possible that the city’s rail connections will play an increasingly important role in international rail traffic. International organizations are giving consideration to the improvement of the rail corridors connecting Europe and Asia, including the route designated as the Silk Route. If realized, this would result in significant improvement in rail links between Moscow and Beijing with Astana at the mid-point.
78. The current day rail system ROW in Astana cuts diagonally northwest to southeast
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FIGURE D-11: ASTANA RAIL LINES Source: Transport Department of Astana City - Chungsuk Engineering, New Transport System of Astana city, Technical and Economic Feasibility Study. across the northern portion of the Upper Right Bank of the city. The urban area to the south is generally free of on-grade crossings or conflicts between rail and road traffic. The Proposed LRT Network does not cross the existing railroad lines. It will, however, provide service to Astana’s Rail Passenger Station and runs parallel to the rail line in the vicinity of the Railroad Station. A portion of the existing railroad yard and storage area to the southeast of the Railroad Station will be redeveloped as a Depot for the LRT Network.
79. Conceptual plans have been announced for the construction of a new railway station at the location indicated by Figure D-11. If these plans are realized, subsequent extensions of the LRT Network will provide service to the new location.
Road Network
80. Astana’s major road network is illustrated Figure D-12. Traffic volumes on the major
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streets are provided by Table D-14. Republicia Avenue (Number 1 on the Figure) carries the largest volume of traffic, followed by Bogenbay Batyr Avenue.
Public Transport Network
81. Astana has an extensive bus transport network which provides some level of service to virtually every part of the city. The public transport system is exclusively bus-based
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FIGURE D-12: ASTANA MAJOR ROADS AND TRAFFIC VOLUMES
TABLE D-17: TRAFFIC LEVELS ON MAJOR STREETS (2008) Designation Cars Buses Trucks Street Name Average Speed on Figure E-2 /Day /Day /Day Km/h Republic Avenue 1 52,000 1,560 40 25 Bogenbay Batyr Avenue 2 39,000 1,200 600 25 Kenessary Street 3 37,000 1,100 200 25 Saraishyk 4 35,000 1,050 750 25 Abylay Khan Avenue 5 35,000 1,050 50 25 Kabanbai Batyr Avenue 6 32,000 960 320 25 Viaduct № 3 (Mozhaisky) 7 28,800 870 800 25 Korgalzhin Highway 8 25,000 750 120 25 Karaganda Highway 9 25,000 500 940 25 Airport Highway 10 18,600 558 186 50 Source: Transport Department of Astana City - Chungsuk Engineering, New Transport System of Astana city, Technical and Economic Feasibility Study, Item 2.4.3, Astana 2010.
trolleybuses that previously operated in the city were discontinued in 2006). Available documentation39 reports that ten bus companies operate 54 bus lines in Astana. The current levels of service are judged to be inadequate under current conditions and will exacerbate by the continued growth of the city. Efforts are underway to develop an integrated and sustainable transport strategy for the city including, among other important steps, restructuring of the bus network and bus feeder services.40
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Waterborne Transport
82. Waterborne transport occurs in Astana as documented by the report entitled Passport of Socio-Economical Development of Astana. River transport statistics for the 2010-2011 period is provided by Table D-18. The river transport occurs primarily along the Ishim River and possibly the Nura Channel.
TABLE D-18: RIVER TRANSPORT 2010-2011 Number of River % Increase Over % Increase Over Cargo Transport Passengers Corresponding Period Corresponding Period Transported 2011 2010 2010 19,100 11.0% 1,000 Tons 11.9 % Source: Passport of Socio-Economical Development of Astana, January-October 2011, Department of Economy and Budget Planning of Astana, 1 November 2011.
Air Transport Infrastructure
83. The Astana International Airport (TSE) is located approximately 14 kilometers southeast of the City Center. The airport is certified to receive all aircraft of middle and superior class. Service is provided to 45 cities of CIS and ten cities and towns through direct domestic air routes. International service is provided to cities in Russia, Germany, Turkey, Poland, Pakistan, and the United Arab Emirates. The architect for the recently constructed main terminal facility was the late Japanese architect Kisho Kurokawa, the designer responsible for the Astana Master Plan. LRT connections to the Airport will be provided as part of the Network’s Phase 1. A station will be constructed in front of the terminal elevated above the existing surface parking lot at that location and connected by a pedestrian bridge to the terminal facilities.41 An LRT Depot (Depot 1) will be constructed as part of Phase 1 at a location north of the airport terminal between two existing roads.
8.3.2. Water Supply Infrastructure
84. Viacheslavskoye Reservoir located on the Ishim River upstream from Astana, supplies water to the city. Its characteristics are as indicated by Table D-19.
TABLE D-19: CHARACTERISTICS OF VIACHESLAVSKOYE RESERVOIR Maximum Average Volume, Net Water Yield Area Length Width Square Depth Depth Minimum Minimum 2 (Meters) (Meters) kilometers, km (Meters) (Meters) (Cubic Meters) (Cubic meters) 60.7 11.2 9.8 25 6.3 410 67.2 Source: Preliminary EIA (OVOS) within the Framework of a Feasibility Study “New Transport System in Astana”, August 2009.
85. Piped water supply is available throughout the city. No issues of water supply shortages or potable water treatment capacity limits have come to light in the course of the EIA investigations.
86. The Project, during both its Construction and Operational Stages, will draw potable water form the Astana Municipal Supply. As noted in the Project Description, technical water (i.e., water used in the construction process that is not required to meet drinking standards) will be drawn from wells to be located in the vicinity of the Astana Airport.
8.3.3 Wastewater & Solid Waste Disposal
88. Baseline conditions in regard to wastewater and solid waste disposal are as follows.
89. Wastewater. Astana is serviced by a wastewater collection and treatment system. The collection currently transport the wastewater to the Taldyko Wastewater Treatment Plant (WWTP) located in the southeastern portion of the Project Area. Affluent after treatment is
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discharged to the Taldyko Retention Pond. To avoid the danger of overflow, water is released to the surrounding area annually. Currently a project is being developed to eliminate the retention pond.42 Plans to construct a new WWTP at another location are reported to be in preparation.
90. Solid Waste Disposal. Domestic solid waste generated in Astana is disposed of under the supervision of the Akimat. Special provisions are included in construction projects for the disposal of construction waste and debris.
8.3.4 Electrical Power, District Heating Systems & Other Utilities
91. Electrical power and steam for the heating of structures throughout the city are supplied to Astana primarily by two coal-fired generating facilities (Heat & Power Plants, HHPs) located on the northern outskirts of the city, one to the northeast in Almaty Rayon and the second in Sarayarka Rayon to directly north of the city center. Plans are in preparation for the establishment of a third HHP to the northwest of the city. Electrical generation is the responsibility of Astoinia Energo Sbyt. Distribution is the responsibility of Astoinia Energioi Generation.
92. Astana has is a dense network of utilities that are mapped by the concerned agencies. The Project’s Feasibility Studies included regular coordination with all concerned agencies as the plans were developed and the costs of relocations have been taken into account.
8.4 Land Uses
93. Baseline conditions for the discussion of land use and displacement issues are described with reference to Figure D-13 which identifies segments of varying conditions along the Phase 1 and Phase 2 LRT ROWs. The Figure is cross-referenced to the cross- sections that are provided by Appendix 2.
94. Phase 1 Alignment. Predominant land uses along Phase 1, Cross-Section 1.1 (Appendix 2), are as follows:
° Between the Airport (Station 101) and Station 103. Other than an area of fuel storage tanks, land uses between the airport and Station 103 are generally agricultural to the north. A low density residential enclave to the south within the triangle defined by the Airport Road and the Nura Chanel (Station 103). The residential enclave is a large scale planned development with residential structures set back approximately 65 meters from the southern edge Airport Road and approximately 85 meters from the LRT ROW.
° Stations 103-104. Land uses from Station 103 to 104 are agricultural to both the north and south.
° Stations 104-108. Land uses from Station 104 to 108 are predominantly undeveloped- agricultural uses to the east of the LRT ROW. Low density residential land uses are found to the west and set back a distance of approximately 70 meters from the edge of
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FIGURE D-13: STREET-SPECIFIC IDENTIFICATION OF APPLICABLE CROSS-SECTIONS Cross-Sections are provided in Appendix 2
Rail Station & LRT Depot
Saryarka Avenue
Section 1.5 Syganak St. from Kabanbay Ave. to Tauelsizdik St. Left Bank Section 1.6 Kaldayakova St. from Tauelsizdik Avenue to Street A62.
Section 1.5 Kabanbay Batyr avenue from from Almaty St. to Syganak St.
Section 1.4 Kabanbay Batyr avenue from Zhanibek and Kerey khaddar to Almaty St. Section 1.3 Kabanbay Batyr avenue from roundabout to Zhanibek and Kerey khaddar
Section 1.2 Kabanbay Batyr avenue from By- pass Road to roundabout
Section 1.1 from Airport to By-pass Road
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the road and 100 meters from the LRT ROW. Nazarbayev University is also located to the west of the highway in the vicinity of Station 105. Its closest structures are located approximately 100 meter west of the edge of the highway and 140 meters west of the LRT ROW. Land uses in the vicinity of Station 107 to the east of the LRT ROW are dominated by large scale sports complexes including Astana Skating Stadium and the Astana Arena (approximately 360 meters west of the LRT ROW). Land to the east of Station 107 is undeveloped or devoted to agricultural uses.
° Stations 108-109. Land uses in the portion of the alignment from Station 108-109 are in a transitional state. Land to the west of the ROW is undeveloped for a distance of approximately 220 meters, beyond which a number of medical facilities are located. Land to the east is currently being developed for land scale residential complexes at a distance of approximately 50 meters or more from the LRT ROW.
° Stations 109-110. Land uses from Station 109 to 110 include the Nur Astana Mosque, the largest mosque in Central Asia and a gift in accordance with the agreement of the Kazakhstan President, Nursultan Nazarbayev and the Emir of Qatar, Hamad bin Khalifa; and mixed office-residential developments. The as yet undeveloped parcel at Station 110 is planned to be the site of Abu Dhabi Plaza, planned to be the tallest structure in Central Asia
° Stations 110-112. Land uses from Station 110 to 112 are mainly residential and commercial buildings on both sides of the Syganaq Street. Key buildings along this corridor include the Beijing Hotel, the Concert Center, and the Presidential Palace further north of the street.
° Stations 112-115. Land uses from Station 112 to 115 are very sparse because the Shamsi Qaldayova Street does not currently extend beyond its intersection with Taulezdik Street. There in ongoing construction of residential and commercial buildings in the area, but it is mostly vacant land. An important building at the end of the Shamsi Qaldayova Street is the National Museum.
8.5 Ethnic & Vulnerable Groups
101. Pursuant to ADB procedures, social issues such as ethnic and vulnerable groups are addressed in greater detail by the Project’s accompanying documents, including its Initial Poverty and Social Assessment (IPSA) and related materials. Briefly, however baseline conditions with regard to ethnic groups, religious groups and vulnerable groups (as these terms are defined by the International Financing Institutions (IFIs) such as the ADB) can be noted as context for the environmental assessment as follows.
102. Ethnic Groups. Native Kazakhs, a mix of Turkic and Mongol nomadic tribes, migrated into the area now known as Kazakhstan region in the 13th century and remain the country's largest ethnic group. The area was conquered by Russia in the 18th century. Kazakhstan became a Soviet Republic in 1936. During the 1950s and 1960s agricultural "Virgin Lands" program, Soviet citizens were encouraged to help cultivate Kazakhstan's northern pastures. This influx of immigrants (mostly Russians, but also some other deported nationalities) altered the ethnic mixture and enabled non-Kazakhs to outnumber natives. Independence in 1991 caused many of these newcomers to emigrate.
103. Within the country as a whole, the 2009 Census reported Kazakhstan's ethnic groups as follows43: ° Kazakh 63.1%, ° German 1.1%, ° Russian 23.7%, ° Tatar 1.3%, ° Ukrainian 2.1%, ° Uyghur 1.4% ° Uzbek 2.8%, ° Other 4.5%.
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104. The proportions of ethnic groups within Akmola Oblast and within Astana City are provided by Table D-20. Kazakhs represent approximately 45 percent of the population in Akmola Oblast but over 65 percent in Astana. The proportions of Ukrainians and other ethnic groups are also considerably less than within the Oblast as a whole. By reference to the national figures above, however, it can be noted that Astana’s ethnic composition is comparable to that of the country as a whole.
TABLE D-20: ETHNIC GROUPS BY JURISDICTIONAL ENTITIES Ethnic Groups Nationally Akmola Oblast Astana City (2009) (2011) (2011) Kazakh 63.1% 44.83% 65.16% Russian 23.7% 35.64% 23.84% Ukrainian 2.1% 6.22% 2.88% Other 11.9 13.31% 8.11% Sources: 2009 Census of Kazakhstan and Website of the Statistics Department for Astana City http://astana.stat.kz
105. Vulnerable Groups. The term “vulnerable groups” as used by organizations such as the ADB includes concepts such as "minorities" and “indigenous peoples” and is used to refer to all social groups with a social and cultural identity distinct from the dominant society that makes them vulnerable to adverse impacts in the development process. The people so described have been traditionally marginalized and exploited. Indigenous or tribal peoples are usually among the poorest segments of a population. They traditionally engage in economic activities that range from shifting agriculture in or near forests to wage labor or even small-scale market-oriented activities. The term "Indigenous Peoples" is defined by the ADB "to refer to a distinct, vulnerable, social and cultural group possessing the following characteristics in varying degrees:
° Self-identification as members of a distinct indigenous cultural group and recognition of this identity by others;
° Collective attachment to geographically distinct habitats or ancestral territories in the project area and to the natural resources in these habitats and territories;
° Customary cultural, economic, social, or political institutions that are separate from those of the dominant society and culture; and
° A distinct language, often different from the official language of the country or region. In considering these characteristics, national legislation, customary law, and any international conventions to which the country is a party will be taken into account."
106. Kazakhstan families with an average per capita income below the poverty line (defined as 40 percent of the subsistence minimum) are considered vulnerable and are entitled to the Targeted Social Assistance (TSA) program of the government. As of June 2009, the official subsistence minimum in Kazakhstan was 13,393 KZT per capita. The poverty line therefore is 5,357.2 KZT per capita. TSA for each household is computed as follows: Household income – (poverty line x number of family members). In addition, there are State social benefits, financed from the central budget, that provide monetary transfers to citizens in need due to disability, loss of the family breadwinner, or old age. Local governments (Akimat) are mandated to identify poor and vulnerable households in their area.
107. Given the available data, the populations subject to impact do not appear to warrant categorization as indigenous peoples pursuant to the applicable regulations.
8.6 Local Education Facilities & Amenities
108. Primary and secondary education in Kazakhstan consists in three main educational
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phases: - Primary education (forms 1-4), - Basic general education (forms 5-9) and - Senior level education (forms 10-11 or 12) divided into continued general education and professional education.
109. Public secondary education is mandatory in Kazakhstan for all children under 18 years of age. According to National Statistical Agency, virtually all schools are computerized, connected to telephone land lines and have access to internet.
110. The numbers of education facilities in Astana, including Preschool Facilities, Comprehensive Schools, Vocational Technical Schools and Colleges, along with other details such as the numbers of students, etc., are provided by Table D-21.
TABLE D-21: EDUCATIONAL FACILITIES IN ASTANA Preschool Facilities Name Measurement Units End of 2010 Number of Constant Preschool Facilities of All Bodies Units 82 Number of Children at Constant Preschool Facilities People 19,764 Comprehensive Schools Name Measurement Units Projected 2011-2012 Number of Comprehensive Schools, Total Units 82 Number of Students, Total People 79,268 Number of Teachers People 5,306 Public Comprehensive Schools Units 69 Number of Students, Total People 76,591 Number of Teachers, Total People 4,923 Private Schools, include: Units 13 Number of Students, Total People 2,677 Number of Teachers, Total People 383 Vocational Technical Schools Number of Vocational Technical Schools Units 7 Number of Students, Total People 3,209 Students Admitted People 1,206 Colleges Number of Colleges Units 25 including private: Units 20 Number of Students at Colleges People 31,702 including private People 19,041 The Number of Newly Admitted People 6,888 The Number of Graduated Specialists People 5,456 Universities & Other Educational Facilities Number of Universities, including: Units 15 State Units 2 JSC Units 5 Private universities Units 6 Autonomous Educational Organization Units 1 Branch of Foreign Legal Entity Units 1 Number of Student at Universities, including: People 47 998 State People 13 331 JSC People 20 798 Private Universities People 12 324 Autonomous Educational Organization People 980 Branch of Foreign Legal Entity People 565 Number of Newly Admitted, Total People - Diploma Received People - Source: Passport of Socio-Economical Development of Astana, January-October 2011, Department of Economy and Budget Planning of Astana, 1 November 2011,
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8.7 Recreational Facilities
111. Recreational facilities are well represented in Astana. A partial listing is presented by Table D-22. Many of these facilities are located in proximity to the LRT ROW.
TABLE D-22: SPORTS FACILITIES IN ASTANA Name Address Kind of sports «Dostyk» Sport Complex Kenesary Street, 14 Football. Athletics (Central Stadium) «Daulet» Sport Complex Kabanbay Batyr Str. 6/1 Tennis (The National Tennis Centre) «Astana-Arena» Stadium Left Bank Football «Muz aidyny» Skates Skating sports, Figure skating Stadium "Kazakhstan" Sport Palace Munaitpasov Street, 3 Ice hockey, Figure skating Athleticism. Shooting. Weightlifting. Wrestling. Boxing. SC "Alatau" Manas Street, 4 Swimming. Shaping. Football. Dancing. Volleyball. Athletics. Table Tennis SC "Astana" Saryarka Street, 85 Football. Volleyball. Swimming. Wrestling. Shooting. Left Bank "Kaspyi" Sport Palace Wrestling. Football. Swimming Saryarka 2 SC "Eurasia" Dukenuly Street, 33 Boxing. Wrestling. Basketball. Volleyball. SC of Agro-Technical Volleyball. Tennis. Basketball. Table tennis. Kazahsha- Pobeda Avenue, 116 kures. Judo. Greco-Roman wrestling, Boxing. Arm University wrestling. SC «Tolkyn» Water sport SC «Zhas Batyr» Stadionnaya Street, 3 Volleyball. Mini-football. Basketball. Wrestling. Volleyball SC "Everest" Furmanov Street, 40 Mini-football. Specialized Facilities of Zhangeldin Street, 9a Gymnastics, Fitness Gymnastics Athletics. Aerobics. Volleyball. Tennis. Basketball. Mini-football. Handball. SC "Dinamo" Potanin Street, 14 Sambo. Wrestling. Swimming. Shaping. Swimming. Diving. Rhythmic gymnastics. "Zhastar" Palace Pobeda Avenue, 72 Basketball. Wrestling. Tennis Ski-Roller track Park Zone Skiing, biking, roller-skate "World Class" Fitness Club Irchenko Street 8 Source: Astana Website.
9.0 PHYSICAL CULTURAL RESOURCES
112. The term “physical cultural resources” generally refers to shrines, burial grounds, historic locations and other aspects of the physical environment and/or social perceptions that give special significance to places or objects, either natural (e.g., certain land forms or places where important events occurred or are commemorated) or man-made (e.g., historic buildings or mosques of special importance beyond their inherent importance as a community facility).
113. A review of the data available at the Astana General Planning Department indicates that one designated cultural artifact is located in proximity to the proposed Astana LRT ROW. It is a statue of Monument of Kabanbay Batyr (a Kazakh warrior). The decision for its placement was made by Maslikhat of Astana City. Given its location approximately one-half kilometer west of the Station 205, it is outside the direct impact area. This is the only known
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designated cultural artifact in proximity to either the Phase 1.
END NOTES - PART D
1 Comments received from ADB RESS on 6 February 2012.
2 http://en.wikipedia.org/wiki/Kazakhstania
3 http://www.worldwildlife.org/wildworld/profiles/terrestrial/pa/pa0810_full.html
4 Preliminary EIA (OVOS) within the Framework of a Feasibility Study “New Transport System in Astana, August 2009.
5 Topographic Map of Kazakhstan
6 http://www.worldwildlife.org/wildworld/profiles/terrestrial/pa/pa0810_full.html; http://en.wikipedia.org/wiki/Chernozem and Preliminary EIA (OVOS) within the Framework of a Feasibility Study “New Transport System in Astana”, August 2009.
7 Preliminary EIA (OVOS) within the Framework of a Feasibility Study “New Transport System in Astana”, August 2009.
8 Preliminary EIA (OVOS) within the Framework of a Feasibility Study “New Transport System in Astana”, August 2009.
9 Preliminary EIA (OVOS) within the Framework of a Feasibility Study “New Transport System in Astana”, August 2009.
10 http://en.wikipedia.org/wiki/Ishim_River
11 http://en.wikipedia.org/wiki/Ishim_River
12 Preliminary EIA (OVOS) within the Framework of a Feasibility Study “New Transport System in Astana”, August 2009.
13 The Preliminary EIA (OVOS) within the Framework of a Feasibility Study “New Transport System in Astana”, August 2009 refers to the river as Salt Blind Creek.
14 Preliminary EIA (OVOS) within the Framework of a Feasibility Study “New Transport System in Astana”, August 2009.
15 Preliminary EIA (OVOS) within the Framework of a Feasibility Study “New Transport System in Astana”, August 2009.
16 Preliminary EIA (OVOS) within the Framework of a Feasibility Study “New Transport System in Astana”, August 2009.
17 Executive Summary of Geological Studies, July 2011, supplied by Astana LRT, Ospanov Talgat Muratbekuly.
18 Water Quality Standards and Norms in the Republic of Kazakhstan, European Union, United Nations Commission for Europe and The Regional Environmental Center for Central Asia, Almaty 2009.
19 Environmental Performance Reviews, United Nations Economic Commission for Europe, Committee on Environmental Policy, 2008 http://www.unece.org/env/epr/epr_studies/kazakhstan%20II.pdf
20 Confirmed by he Public Consultation Document for the Taraz Bypass Project, 30 March 2011, page 11.
21 Sound Transit, Regional Transport Summary Environmental Impact Statement (SEIS), Seattle, Washington (USA), June 2005, page 4.3-7 and http://members.ozemail.com.au/~eclaus/NoiseEquations.htm . 22 Sound Transit, Regional Transport Summary Environmental Impact Statement (SEIS), Seattle, Washington (USA), June 2005, page 4.3-7 and http://members.ozemail.com.au/~eclaus/NoiseEquations.htm . 23 Information supplied by ADB Environmental Department.
24 Sources for this section include University of Minnesota, Central Corridor Light Rail Project, EMI Threat Assessment, November 2009 and Silicone Valley Rapid Transit Project Final EIS, and the Light Rail Technology, Overview & Analysis, Rapid Transit Office City of Hamilton Public Works, April 2009.
25 Sources for this section include University of Minnesota, Central Corridor Light Rail Project, EMI Threat Assessment, November 2009 and Silicone Valley Rapid Transit Project Final EIS, and the Light Rail Technology, Overview & Analysis, Rapid Transit Office City of Hamilton Public Works, April 2009.
26 http://projects.soundtransit.org/Documents/pdf/projects/eastlink/deis/4.13_Electromagnetic_Fields.pdf
27 ADB communications via email dated 7 and 9 February 2012.
28 Converted using EMR Stop http://www.emrstop.org/index.php?option=com_content&view=article&id=70&Itemid=33
29 http://www.eiwellspring.org/HowToMeasureEMF.pdf.
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30 Национальный атлас РК
31 Preliminary EIA (OVOS) within the Framework of a Feasibility Study “New Transport System in Astana, August 2009.
32 Data in his section is largely credited to the Preliminary EIA (OVOS) within the Framework of a Feasibility Study “New Transport System in Astana, August 2009.with updating.
33 The term “Red Book” refers to the Red Data Book of the Russian Federation, a state document established for documenting rare and endangered species of animals, plants and fungi, and local subspecies. The Red Book has been adopted by Russia and all CIS states to enact a common agreement on rare and endangered species protection.
34 http://www.astanazdorovie.kz/en/health.
35 Passport of Socio-Economical Development of Astana, January-October 2011, Department of Economy and Budget Planning of Astana, 1 November 2011,
36 Passport of Socio-Economical Development of Astana, January-October 2011, Department of Economy and Budget Planning of Astana, 1 November 2011, page 2.
37 ADB Concept Paper, Republic of Kazakhstan: Astana Light Rail Transit Project, September 2011, page 1, revised as part of the Project’s Financial Assessment, 30 January 2012 and later modified due to information received from the State Statistical Agency, 2 February 20121.
38 Source: Website of the Statistics Department for Astana City http://astana.stat.kz
39 ADB Status Update, October 2011. This is apparently an update of information contained in the New Transportation System of Astana, Feasibility Study Update (2009), prepared by Hong Kong Transportation Development. Ltd., A Vision Transportation Group Company, December 2009, (Appendix 1), which reported that 50 bus lines were operated by two companies.
40 ADB Concept Paper, Republic of Kazakhstan: Astana Light Rail Transit Project, September 2011, page 2.
41 ALRT, Auelbek Olzhas Orazbekuly, Building Specialist (Track Facilities & Utilities), field investigations, 12 December 2011.
42 Preliminary EIA (OVOS) within the Framework of a Feasibility Study “New Transport System in Astana”, August 2009.
43 Agency of Republic of Kazakhstan on Statistics, (http://www.stat.kz/news/Pages/pr_04_02_10.aspx)
June 2013 Page D-43
E. IMPACTS & MITIGATION
E. IMPACTS & MITIGATION
ORGANIZATION OF PART E
1. The outline stipulated by ADB comments provides that Part E: Impacts and Mitigation shall be organized under three main headings:
° Pre-Construction Stage (Item 1.0); ° Construction Stage (Item 2.0); and ° Operational Stage (Item 3.0).
2. Also in accordance with the outline provided, the discussion is organized under sub- headings as follows:
° Land ° Water ° Air ° Noise and Vibration ° Electro-Magnetic Fields ° Biological Environment ° Health and Safety ° Socio-Economic Conditions ° Physical Cultural Resources.
3. Two additional headings have been added:
° Key Impacts and Mitigation (Item 4.0), and ° Cumulative Impacts (Item 5.0).
IMPACT AREA & TYPES OF IMPACTS
4. Potential Area of Impact. Kazakhstan is administratively divided into 14 oblasts (provinces). Astana is located within one of those oblasts (Akmola Oblast), but is administratively autonomous. Oblasts are generally subdivided into a number of Rayons (similar to counties). The City of Astana is similarly divided into three Rayons (Almaty, Saryarka and Essil). The municipal area of Astana is quite large (71,000 hectares) (Figure E-1). Its boundaries encompass both the urban center city and its outlying areas, including the Astana Airport located approximately 14 kilometers from the city’s newly developed national administrative core. In assessing the social and economic impacts of the proposed action, it can be argued to a degree that a development of this magnitude in Astana will have a social and economic impact on the country as a whole and the region in which it is located. Generally speaking, however, because the municipal boundaries encompass both the city center and its hinterlands, and because of the low density in the areas beyond the municipal boundaries, the municipality is taken as the primary Potential Area of Impact for the purposes of the EIA.
5. Types of Impacts Considered. Potential impacts from projects such as the Astana LRT Project may be classified as:
° Direct Impacts - i.e., those directly due to the Project itself such as the conversion of land previously used for agricultural or other purposes for use as borrow pits. Direct impacts
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FIGURE E-1: ASTANA MUNICIPAL AREA
Urbanized Area
Wastewater Treatment Discharge Pond
Airport
EXISTING SITUATION
DEVELOPMENT PLAN
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also include the impact of construction expenditures in the local economy.
° Indirect Impacts - i.e., those resulting from activities prompted by the Project, but not directly attributable to it. The use of quarried material for construction, for example, has an indirect impact of increasing the demand for materials.
° Cumulative Impacts - i.e., impacts in conjunction with other activities. The cumulative impacts of proposed LRT, for example, can be assessed in the context of the Astana General Development Plan. Cumulative Impacts related to the Astana LRT are discussed in Item 5.0 below.
6. Impacts in all three categories may be either:
° Short-term – i.e., impacts which occur during construction and affect land use, air quality and other factors. Many of these impacts, however, will be short-lived and without long- lasting effects. Even the effects of some relatively significant impacts such as borrow pits, for example, may be eventually erased if appropriate mitigation actions are taken. Many potential short-term negative impacts can be avoided or otherwise mitigated through proper engineering designs and by requiring contractors to apply environmentally appropriate construction methods. Or;
° Long-term – i.e., impacts that could, for example, affect urban land uses and development patterns and demands for municipal services.
7. Both short-term and long-term impacts may be either beneficial or adverse. Short- term positive impacts will include, for example, the generation of employment opportunities during construction period. Long-term benefits will include enhanced development opportunities, improved transport services, easier access to commercial and service facilities; faster communications and commodity transport; improved access to health, recreational and commercial facilities.
8. Mainstreaming of Environmental Considerations. “Mainstreaming” is a term coined by the IFIs and refers to the consideration of environmental concerns and mitigating actions as an integral part of the project development and design process, rather than simply an attempt to solve problems that could have been more easily avoided with forethought. Mainstreaming of this type has been an important consideration in the design and development of the Project. It has been recognized that the most efficient and cost-effective way to ensure that construction works are environmentally sound is to include these requirements in the construction contract provisions. To this end, and as detailed in Appendix 1, it is recommended that contracts include provisions to ensure environmental protection. As explained in Part B, Kazakhstan follows a Standard Specification and General Conditions of Contract mode. Provisions for the protection of the environment are included in these model documents and should be supplemented by additional clauses particularly in provision of specific mitigation and enhancement works as recommended in Appendix 1.
9. Optimum Use of the Required Contractor Environmental Action Plans (CEAPs) and the anticipated Project Management Framework. As also explained in Part B, Contractors will be required to prepare Contractor Environmental Action Plans (CEAPs) which require the approval of the Project's Construction Supervision Consultant (CSC). Specific requirements recommended for the CEAP for the Astana LRT Project are presented in detail in Appendix 1 - including the deadlines for their submission prior to the start of the work, their contents and their levels of specificity. These Plans and the project management system already in place to supervise their implementation will play a critical role in the mitigation program suggested below for each environmental parameter.
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1.0 PRE-CONSTRUCTION STAGE
1.1 Land
1.1.1 Potential Impacts
10. The Project is not expected to have an impact on the area's underlying geology due to decisions taken in the Pre-Construction Period. Geological and seismic risk conditions are relatively uniform in the Project Area and not a criteria affecting the locations of the proposed actions. They have been taken into account in design decisions. Impacts to geological resources such as gravel and other quarried materials will occur due to extraction for use in construction and the transport of these materials to job sites. A review of the proposed sources of materials indicates that all are licensed facilities and no potential impacts related to depletion of these resources have come to light. Issues and potential impacts due to transport of these materials are discussed below as a potential transport impact.
The vacant land area, through which Phase 1 stations 113 through 115 will run, is also not expected to be impacted given its similar geologic nature as presented in the previous section. However, ground cover, surface soil conditions, and the topography of the areas will be impacted as a result of the planned construction activities. It must be noted that there are several construction activities underway already in the area that have already impacted this area in terms of unsupervised dumping and disposal of construction waste and debris. With the upcoming are plans to extend the existing road to service that area, and the proposed LRT Project, several mitigative measures would have to observed by the Project as will be expanded on throughout the following sections of the EIA.
11. Impacts to physiographic characteristics in the Pre-Construction stage (defined to include preparation of the bid documents and contracts) could result due to decisions made regarding:
° The amount of fill required. Parts of Phase 1 will be built at grade and fill will be required to raise the track beds to the levels of the intersecting roads. Assuming an average embankment height of one meter, an embankment width of approximately 12 meters, allowances for station development and an on-grade distance of approximately 6 kilometers yields a requirement for approximately 80,000 cubic meters (m3) of fill. The alignment of Phase 1 is essentially flat and there will be no cut areas.
° Borrow Pit Excavations. Fill requirements will necessitate the exploitation of borrow pits at sites distant from Astana as detailed in Part C: Description of the Project. Unless properly controlled, borrow pits can cause drainage and visual problems and present a potential for increased vector activity (e.g., mosquitoes or water contamination). When water-filled, they also attract livestock to the roadway thereby slowing of traffic flow and creating safety hazards. Decisions made in the Pre-Construction Stage determine whether the bid and contractual conditions control or fail to control borrow pit development and restoration.
12. Topographic changes could occur due to both borrow pit exploitation and quarry operations. Crushed rock will be used for construction purposes. Considerable changes to topography could result from quarry operations and clay extractions. Decisions made in the Pre-Construction Stage determine the bid and contractual conditions controlling (or failing to control) the indirect impact of the Project on these operations.
13. Soils could be affected due to decision during the Pre-Construction Stage in regard to potentially contaminated soils in the vicinity of the railroad and decisions made in regard to fill materials as discussed above. Potential fill-related impacts could include:
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° Disturbance of potentially contaminated soils in the vicinity of the railroad and sites of earlier industrial use. Appropriate provisions are needed within the Project’s bid and contract documents for testing and proper disposal of soils disturbed in these areas.
° Inappropriate use or dumping of potentially contaminated river sediments. A bridge will be built over the Ishim River in Phase 1. Pollution levels in the Ishim and its tributaries are discussed in Item 2.2 below. The amount and type of water contamination makes it likely that sediment in the river is contaminated as well. If so, inappropriate use of soils disturbed in the construction process could result in adverse impacts. Appropriate provisions are needed within the Project’s bid and contract documents.
° Unnecessary loss of topsoil. Construction of the Astana LRT could impact topsoil, particularly along the landscaped Phase 1 alignment and the vacant land area, through which Phase 1 stations 113 through 115 will run. Loss of the top soil can be avoided due to decisions made in the Pre-Construction Stage by the establishment of safeguard provisions incorporated in the Project’s Bid and Contract Documents.
° Loss of soil for grazing and agricultural production. It is anticipated that no fill material will be derived from grazing and agricultural production areas.
1.1.2 Recommended Mitigation Actions: Land
14. To mitigate potential impacts to and/or those resulting from the area's land resources geologic characteristics and resources, the Project will be required to:
° Ensure that all design parameters appropriate to the seismic conditions of the Project Area have been fully taken into account in the design of bridges, overpass and other structures.
° Adopt contract provisions specifying that only licensed facilities in compliance with all applicable regulations and industry standards will be used as the sources of quarried materials. If the recommended COPA provisions are adopted, the Bid and Contract Documents will state that selection of the quarries requires the review and written approval of the CSC to ensure that avoidable adverse impacts are minimized. Specific provisions are provided by the recommended COPA, Appendix 1.
15. To mitigate potential adverse impacts related to borrow pits, the recommended COPA requires cognizance of all relevant topographic and soil conditions in final design decisions, and specification of re-vegetation where warranted to ensure slope and land stabilization. (See related discussed in regard to flora and vegetation below).
16. Specific clauses are recommended in the COPA in regard to:
° Cut & Fill and Re-Vegetation Requirements. Bid and Contract Documents are recommended to include requirements to ensure that topsoil is identified, stripped and stored for later use in the establishment of plant life along the embankments; final forming and re-vegetation will be completed as soon as possible following fill placement to facilitate regeneration of a stabilizing ground cover; trenching must be used where necessary to ensure successful establishment of vegetation; seeding with a fast growing crop and potential native seed mix must occur immediately after fill placement to prevent scour and to encourage stabilization; stabilization of embankment slopes by re- vegetation with grazing resistant plant species, placement of fiber mats, riprap, rock gabions, or other appropriate technologies; completion of discharge zones from drainage structures with riprap to reduce erosion when required. Embankments greater than six meters are unlikely, but if required they must be stepped. Construction in erosion- and flood-prone areas must be restricted to the dry season. Mitigation is also recommended
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to include other related provisions as presented in detail in Appendix 1.
° Borrow Pits Excavations. The recommended Bid and Contract Documents specify that:
- Topsoil from borrow areas must be saved and reused in re-vegetating the pits to the satisfaction of the CSC;
- Pit restoration must follow the completion of works in full compliance all applicable standards and specifications;
- Borrow areas must be graded to ensure drainage and visual uniformity, or to create permanent tanks/dams.
- Opening and use of material borrow pits, the excavation and restoration of the borrow areas and their surroundings in an environmentally sound manner must be achieved to the satisfaction of the CSC before final acceptance and payment under the terms of contracts.
° Areas with Grading Activities. The recommended Bid and Contract Documents specify that:
- Topsoil from vacant land areas that are graded must be saved and reused in re- vegetating where possible to the satisfaction of the CSC;
- Grading ensure drainage and visual uniformity;
- Use of appropriate soil erosion mitigative measures and the preparation of a soil erosion plan as part of the EMP.
17. Potential soil contamination in the vicinity of the railroad makes it advisable to test the soils of the area prior to any disturbance or disposal of soils associated with the LRT Railway Depot in this area. Provisions have been incorporated in the COPA accordingly.
18. The COPA specified that disturbance of sediments in the Ishim River in conjunction with the construction of the LRT bridge requires testing and approval before reuse or disposal.
19. Details of the recommended mitigation actions are discussed as part of the Part G: Environmental Management Plan and specific contract provisions to facilitate implementation are provided by Appendix 1. An Environmental Baseline Survey Work Program and a subsequent Monitoring Program for soils and sediments are specified by Item 2.4.3 therein.
1.2 Water
1.2.1. Potential Impacts
20. The Astana LRT will not substantially alter drainage or hydrological features of the Project Area. Phase 1 will be elevated over the Nura-Ishim Channel, and requires that a bridge be constructed over the Ishim River. Phase 1 will also include associated road construction that may affect drainage, particularly in the vicinity of Stations 113 through 115 if proper actions are not taken. Decisions made in the Pre-Construction/Design Stage for Phase1 will also determine the extent of potential impacts to:
° Drainage Patterns & Volumes. Associated road construction will increase the amount of impervious surface and design decisions in regard to increased runoff affects the area's
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drainage.
° Impacts due to Temporary Construction Facilities and Construction Activities. These include impacts due to drainage from staging areas, construction camps, the discharge of wastewater, fueling operations, liquid and toxic storage practices and the development of adequate emergency spill response plans.
° Impacts due to wheel-washing and related activities. Wheel-washing facilities for urban construction sites for facilities such as the LRT are a customary aspect of such projects to reduce dust levels and air quality impacts. Actions to mitigate the potential impacts of discharging water used by these facilities are also addressed in detail by the COPA provisions. .
21. Because the Project will rely on the city’s municipal water system and groundwater for potable and non-potable (technical) water demands, respectively, potential impacts to Astana’s water supply and groundwater are discussed as part of the Infrastructure section below.
22. Although the Project proposes to discharge human waste into the municipal collection and wastewater treatment system, unauthorized discharges of wastewater from construction sites or changes in plans make contingency provisions to avoid adverse impacts from such situations are advisable. Contract provisions to prohibit such practices are provided by the COPA.
23. The water-related provisions noted above will also serve to protect groundwater. No impacts to groundwater resources are anticipated as a result of the proposed Project Design or Location. No wells/hand pumps within the proposed construction zones are located in the area of potential impact. There will be no net loss of water access points.
24. Groundwater is planned to be the source of technical water, i.e., non-potable water used in the construction process. Plans call for the development of wells in the vicinity of the Airport. No adverse impacts associated with this use are foreseen.
25. Decisions made in the Pre-Construction Stage in regard to conditions to be imposed on the locations and operations of construction camps, handling of fuels, provisions for response plans in the events of hazard material spills, etc, will largely determine the extent of impact on the area's water quality during the construction stages of the work.
1.2.2. Recommended Mitigation Actions
26. The designs for the crossing of the Nura-Ishim Channel and the Ishim River in Phases 1 are in the schematic design stage. Although the plans are preliminary, they did not suggest any need for reconsideration or other mitigation action. Increased runoff due to associated road construction will be mitigated by the drainage provisions incorporated in the Project Design and environmental reviews did not suggest a need for additional mitigation action.
27. To minimize the potential for adverse impact at the LRT crossing of the Ishim River, an environmental review of the plans for the bridge construction is recommend in the Design Stage at an early enough point in the process to ensure that the plans are environmentally sound and that the requirements stipulated in the event of sediment disturbance have been fully taken into account in the specifications and recommended procedures.
28. To mitigate potential impacts to the area’s surface water and groundwater conditions, the COPA includes provisions stipulating that Contractor’s Environmental Action Plans (CEAPs) must be prepared and approved prior to the start of construction and must include
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the following to mitigate potential impacts to surface hydrology:
° Staging Areas & Construction Camp Wastewater Disposal & Site Drainage Systems
- Site Drainage Systems. Locations subject to water quality impacts or significant runoff (construction camps, staging areas, etc.) and an explanation of the proposed site drainage system must be provided as part of CEAP site plans. The site plans must be devised to ensure that rain run-off will not be deposited directly into any watercourse, stream, or canal and shall indicate the system proposed, including the locations of retention ponds and other facilities. The CEAPs must indicate that there will be no direct discharge of sanitary wastewater, wash water, chemicals, spoil, waste oil or solid waste to surface water bodies. Locations of fuel, lubricating oil, etc., and the locations of spill clean-up materials must be specified by the CEAP site plans.
- Wastewater. The CEAP site plans must explain the system for collection and removal of wastewater from the site via a suitable and properly designed temporary drainage system and the means by which the effluent will be disposed of at a location and in a manner that will cause neither pollution nor nuisance. The site plan required by CEAPs must indicate the system proposed and the locations of related facilities on the site, including latrines, holding areas, etc. It must indicate that there will be no direct discharge of sanitary or wash water to surface water. The plans must indicate the locations of liquid material storage containment areas and ensure that they will not drain directly to surface water and that liquid material storage containment areas will be equipped with drains that are valved.
° Fueling Operations and Liquid and Maintenance of Toxic Material Storage Areas. Site inspections during the Construction Stage must confirm that the locations for the storage of liquid materials and toxic materials are in accordance with CSC approvals and to ensure that:
- Fueling operations occur only within containment areas.
- All fuel and chemical storage (if any) are sited on an impervious base within a bund and secured by fencing; that storage areas are located away from any watercourse or wetlands; that the base and bund walls are impermeable and of sufficient capacity to contain 110 percent of the volume of tanks as specified by the CEAP.
- Filling and refueling are strictly controlled and subject to formal procedures and take place within areas surrounded by bunds to contain spills / leaks of potentially contaminating liquids.
- All valves and trigger guns are resistant to unauthorized interference and vandalism and are turned off and securely locked when not in use.
- The contents of any tank or drum are clearly marked and that measures are being taken to ensure that no contaminated discharges enter any drain or watercourses.
- No disposal of lubricating oil and other potentially hazardous liquids onto the ground or water bodies is occurring.
- Accidental spills are immediately cleaned up and all cleanup materials are stored in a secure area for disposal to a site authorized to dispose of hazardous waste.
- All temporary construction facilities are located at least 50 meters away from a water course, stream, or canal.
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° Runoff from Wheel Washing Facilities. If determined warranted by the CSC, the Contractor must provide a wash pit or a wheel washing and/or vehicle cleaning facility at the exits from the sites. If so requested, the Contractor must ensure that no water from such cleaning operations is deposited off-site.
° Other Water-Related Facilities. CSC site inspections during the Construction Stage must confirm that the Contractor constructs, maintains, removes and reinstates as necessary temporary drainage works and takes all other precautions necessary for the avoidance of damage by flooding and silt washed down from the Works and that precautions are being taken to ensure that no spoil or debris of any kind is allowed to be pushed, washed down, fallen or be deposited on land or water bodies adjacent to the Site.
29. Mitigation of potential groundwater impacts during construction requires strict application of all conditions arising from reviews of the required CEAP by the CSC. Unannounced site inspections must be a routine part of supervision activities. Weekly and monthly reporting systems are also recommended as detailed in Appendix 1.
30. Groundwater withdrawal amounts must be monitored and potential issues discussed with local officials during the course of the work, to mitigate the potential for significant adverse impact to both surface and groundwater quality, the following conditions are incorporated in the COPA, Appendix 1:
° Locations of Groundwater Monitoring Stations. CSC site inspections during the Construction Stage must confirm that locations for groundwater monitoring stations as required by COPA, Item 2.4.3 are properly in place as required by the approved CEAP site plan.
° Wastewater Disposal and Site Drainage Systems. Wastewater disposal practices and site drainage systems can affect both surface and groundwater. The following provisions of the COPA are relevant to both and CSC site inspections during the Construction Stage must confirm that:
- Waste Disposal. All water and waste products arising on the Project sites such as construction camps site is being collected, removed via a suitable and properly designed temporary drainage system and disposed of at a location and in a manner that causes neither pollution nor nuisance; that the system in place complies with the approved CEAP plan, including the locations of latrines, holding areas, etc.; that there is no direct discharge of sanitary or wash water to surface water; that there is no evidence of disposal of materials such as, but not limited to, lubricating oil and onto the ground or water bodies; that liquid material storage containment areas does not directly to surface water; that liquid material storage containment areas are equipped with drains that are valved, and the valve are maintained locked in the closed position with supervisory control of the key; that lubricating and fuel oil spills are cleaned immediately; and that spill clean-up materials are maintained in proper storage areas and readily accessible.
- Drainage. CSC site inspections during the Construction Stage must confirm that the drainage system in place complies with the approved CEAP, including the locations of retention ponds and other facilities; that fuel, lubricating oil and chemical spills are contained and cleaned-up immediately; and that spill clean-up equipment is maintained on site and readily accessible.
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1.3 Air
1.3.1 Potential Impacts
31. Air quality impacts could result in later stages of the Project due to decisions taken (or not taken) in the preparation of Bid and Contract Documents in the Pre-Construction Stage. To determine what mitigation actions may be warranted requires an estimate of the impacts that could occur in the Construction and Operational Stages.
Potential Construction Impacts Necessitating Action in the Pre-Construction Phase
32. Potential construction impacts to air include:
° The generation of dust due to general construction activities. These impacts are minimized by the conditions of contract.
° Particulate material released due to the transport of materials such as fill, sand, gravel, etc. to and from construction sites. Visual observations indicate that the potential for this type of impact in the Project Area is high in the summer months because of dry conditions.
° Emissions during re-fueling operations. Provisions as detailed above as a means of protecting water resources will also mitigate the inadvertent release of air pollutants in the re-fueling operations.
° Air quality impacts due to open burning,
° The use of furnaces, boilers or similar plant or equipment.
° Emissions due to improperly maintained vehicles.
° Improper storage, use and disposal of volatile materials.
° Accidents and spills of toxic or hazardous materials.
° Emissions from asphalt plants. Asphalt plants to be used as sources for associated road construction between Stations 112 and the New Railway Station are regulated operating facilities accessible to the Project via paved roads and will be required to avoid transport through densely populated areas insofar as possible to mitigate impacts.
Potential Operational Impact Necessitating Action in the Pre-Construction Phase
33. The potential air quality impacts in the Operational Stage are expected to be significant and beneficial. Comparison studies of the efficiency of LRT versus personal vehicle use, bus systems and other forms of transit document the fact that when electricity is used as the main power supply LRT is substantially more energy efficient. A study published in 20051, for example, compared bus rapid transit systems (BRTs) and LRT directly to determine which of the two had lower emissions and energy consumption overall. The best scenario LRT system and BRT system were compared as well as the average LRT system and BRT system efficiencies. Averages for electricity consumption per passenger mile were used. A subsequent study completed in 20072 came to the same conclusion and developed the estimate of savings indicated by Table E-1 comparing LRT to other forms of transit and personal vehicle use.
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TABLE E-1: ENERGY CONSUMPTION BY MODE OF URBAN TRANSPORT Transport Mode Kilo-joules* /Passenger-km Commuter Rail – Electrically powered 1,798 Light Rail Transit – Electrically powered 2,278 Trolley Buses – Electrically powered 2,626 Motorbus – Fossil fuel powered 3,548 Automobile – Fossil fuel powered 3,778 * The joule is a derived unit of energy or work in the International System of Units. It is equal to the energy expended required to accelerate a mass of one kilogram at a rate of one meter per second squared through a distance of one meter. The equivalent English/Imperial unit is the British Thermal Unit (BTU) which is equal to 1.53 kilo-joules Source: Light Rail Technology Overview and Analysis, Rapid Transit Office, City of Hamilton (Canada) Public Works, April 2009 as adapted from Light Rail Now, 2007
34. Based on these findings, it can be estimated that an LRT powered by electricity consumes approximately by 64 percent of the energy per passenger-kilometer as bus transport and 60 percent of the energy per passenger-kilometer for private automobiles.
35. Detailed studies have also consistently found that LRT systems create less pollutants than either personal vehicle use or bus systems.3 In assessing the fossil fuel equivalent energy use, however, the comparison must be made on the basis of the full fuel cycle emissions, i.e., a complete accounting of emissions and energy use from primary feedstock extraction through final energy use. Electric rail vehicles emit no propulsion system pollution at their point of operation, thus removing a major source of emissions from urban areas. They are, however, dependent on and add to the emissions created at power plants from which the system gets its electricity. It is possible for light rail systems to have a ‘zero’ emissions system. This occurs when the energy being produced for the grid comes from a sustainable source, i.e., wind, solar or water. The ratios of fuel sources for electric power generation can also be modified to make the light rail system more efficient. For example, Calgary (Alberta, Canada) subsidizes its power generation with enough renewable energy from wind power to make the system have a net carbon footprint of zero. In Ontario (Canada), the fuel sources for electric power generation are changing. By 2025, the goal is to have a higher percentage of fuel sources be renewable.4 There will be an increased reliance on nuclear energy and other renewables (wind, water and solar).
36. In the case of the Astana LRT, it may be said that the emissions in the city will be reduced by the full (100 percent) amount equal to that which would have been produced by the all the vehicles the LRT displaces. This is a considerable micro-environmental improvement since air pollutants are generally concentrated in urban areas producing “pollution hot spots”. In the larger picture, however, when the increased electricity demand is taken into account, the net reduction in air pollutant emissions will be in the range from 35- 40 percent of that which would have been produced by the vehicles the LRT displaces.
37. An estimate of the amount of energy savings can be obtained from the data provided by the Astana LRT’s Feasibility Studies and relevant case studies. Based on the projected number of passengers, average trip lengths, average LRT energy per passenger-km versus bus/automobile energy per passenger-km and related factors, 5 It is estimated that complete LRT Network by the year 2023 (the year in which all three phases are assumed to be operating) will have realized a fuel savings of 7,192 million kilojoules (unit of energy in the International System of Units). This translates to a barrel of oil equivalent (BOE) of over 12.22 million barrels. By 2046 (the ultimate year calculated by the Project Feasibility Studies) this increases to over 22 million BOE. 6
1.3.2 Recommended Mitigation Action
Construction Mitigation
38. The COPA provisions presented in Appendix 1 are recommended to mitigate construction impacts to air quality. These conditions specify that fueling operations shall be
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conducted as outlined above under the heading of Water, but will mitigate air quality impacts as well by avoiding the release of volatile materials into the atmosphere as well as protect water resources. The COPA also contains the following air impact mitigation provisions:
° Dry Mix Batching Provisions. Dry mix batching shall be carried out in a totally enclosed area with exhaust to suitable fabric filters. The locations of these facilities should be clearly illustrated by the site plans.
° Wheel Washing Provisions. Soils carried by trucks from construction sites onto urban roads are often a major source of particulate pollution. If determined warranted by the CSC, the Contractor will be required to provide a wash pit or a wheel washing and/or vehicle cleaning facility at the exits from the sites. If so requested, the Contractor shall ensure that all vehicle are properly cleaned (bodies and tires are free of sand and mud) prior to leaving the site areas. The Contractor shall provide necessary cleaning facilities on site and ensure that no water or debris from such cleaning operations is deposited off-site. Doing so will reduce the levels of dust and particulate material.
° Dust Suppression Measures. The COPA specifies dust suppression measures that include, but not be limited to the following:
- Stockpiles of sand and aggregate greater than 20 cubic meters for use in concrete manufacture shall be enclosed on three sides, with walls extending above the pile and two (2) meters beyond the front of the piles.
- Cement and other such fine-grained materials delivered in bulk shall be stored in closed silos fitted with a high-level alarm indicator. The high-level alarm indicators shall be interlocked with the filling line such that in the event of the hopper approaching an overfull condition, an audible alarm will operate, and the pneumatic line to the filling tanker will close.
° Conveying Systems. Where dusty materials are being discharged to vehicles from a conveying system at a fixed transfer point, a three-sided roofed enclosure with a flexible curtain across the entry shall be provided. Exhaust fans shall be provided for this enclosure and vented to a suitable fabric filter system. Locations and essential details for these facilities shall be indicated on the site plan as warranted.
° Construction Walls. Construction walls will be provided in all locations where strong winds could cause the blowing of dust and debris. The CEAP shall indicate where such facilities are proposed.
° Conformance with the Montréal Protocol. All refrigerants and fire extinguishing materials shall be in accordance with Montréal Protocol which specifies acceptable materials for these purposes.
° Air Quality Monitoring. Sheltered air quality monitoring stations are required at each construction camp and/or staging area location for baseline air quality monitoring. The Contractor shall construct suitable access, hard standing and a galvanized wire fence and gate at each monitoring station. The exact location and direction of the monitoring equipment at each monitoring station shall be agreed with the CSC. Air quality monitoring will require:
- A high volume air sampler and associated equipment and shelters in accordance with accepted international practice.
- A direct reading dust meter capable of reading one-hour TSP in the range 0.1-100 mg/m3. The dust (TSP) levels will be measured by the High Volume Method for Total
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Suspended Particulates. TABLE E-2: TYPICAL NOISE LEVELS ASSOCIATED - Equipment capable of providing the WITH CONSTRUCTION monitoring specified by the
Monitoring Plan. NOISE LEVELS ACTIVITY IN dBA
- Suitable access, hard standing and Grading & Clearing 84 a galvanized wire fence and gate at Excavation 89 each monitoring station at locations on the site boundaries. Foundations 88
Erection 79 Equipment as necessary to ensure that all samples collected as part of the monitoring Finishing 84 program shall be analyzed according to Notes: Measured as Leq assuming 70 dBA Ambient accepted international practice. Noise Level. ______Source: U.S. Environmental Protection Agency.. Operational Mitigation
39. Air quality impacts due to operation of the LRT will be beneficial as to the extent estimated above. Other than good engineering practices in the operation of the LRT, no mitigation steps to limit potential impacts the Operational Stage are considered warranted in the Pre-Construction Stage.
1.4 Noise and Vibration
1.4.1 Noise
40. Potential noise impacts in both the Construction and Operational Stages could result from decisions made (by design or default) in the Pre-Construction Stage. To assess these potential impacts, the following provides an estimate of potential construction noise, an estimate of potential operational noise impacts and recommended mitigation related to both.
Estimated Potential Construction Noise
41. Noise levels in the Construction Stage of the Project will depend upon the specific types of equipment to be used, the construction methods employed and the scheduling of the work. General conclusions can be based, however, on the types of construction work anticipated, the types of equipment required and their associated ranges of noise levels. Table E-2: Typical Noise Levels Associated with Construction, and Table E-3: Typical Noise Levels of Principal Construction Equipment, provides representative construction noise levels associated with the Project activities.
TABLE E-3: TYPICAL NOISE LEVELS OF PRINCIPAL CONSTRUCTION EQUIPMENT Noise Level in dBA at 50 Feet (+/- 18 Meters) CLEARING STRUCTURE CONSTRUCTION Bulldozer 80 Crane 75-77 Front End Loader 72-84 Welding Generator 71-82 Jack Hammer 82-98 Concrete Mixer 74-88 Crane with Ball 75-87 Concrete Pump 81-84 Concrete Vibrator 76 EXCAVATION & EARTH MOVING Air Compressor 74-87 Backhoe 72-93 Pneumatic Tools 81-98 Front End Loader 72-84 Bulldozer 80 Dump Truck 83-94 Cement & Dump Trucks 83-94 Jack Hammer 81-98 Front End Loader 72-84 Scraper 80-93 Paver 86-88
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GRADING AND COMPACTING LANDSCAPING & CLEAR-UP Grader 80-93 Bulldozer 80 Roller 73-75 Backhoe 72-93 Tuck 83-94 PAVING Front End Loader 72-84 Paver 86-88 Dump Truck 83-94 Truck 83-94 Paver 86-88 Tamper 74-77 Source: U.S. Environmental Protection Agency, Noise From Construction Equipment and Operations, Building Equipment and Home Appliances, NJID.
42. Construction noise from these and other sources is generally intermittent and depends on the type of operation, location and function of the equipment and the equipment usage cycle, and attenuates quickly with distance. Noise levels generally decrease about six dBA with every doubling of distance. The COPA specifies a maximum jobsite noise impact of 85 dB(A) and that off-site noise levels due to construction activities shall not exceed a Leq of 70 dBA at any time and, insofar as possible, shall not exceed 55 dBA during the day (6:00 to 8:00 PM) and 40 dBA at night (8:00 PM to 6:00 AM).
Mitigation Actions in the Pre-Construction Phase
43. Potential noise impacts in the Construction Stage of the Project can be largely avoided by ensuring that bid and contract documents specifying enforceable provisions in regard to:
° Source Controls, i.e., requirements that all exhaust systems must be maintained in good working order; properly designed engine enclosures and intake silencers must be employed; and regular equipment maintenance will be undertaken.
° Site Controls, i.e., requirements that stationary equipment must be placed as far from sensitive land uses as practical; selected to minimize objectionable noise impacts; and provided with shielding mechanisms where possible.
° Time and Activity Constraints, i.e., operations must be scheduled to coincide with periods when people would least likely be affected; work hours and work days must be limited to less noise-sensitive times. Hours-of-work must be approved by the site engineer having due regard for possible noise disturbance to the local residents or other activities. Construction activities must be strictly prohibited between 10 PM and 6 AM in the residential areas.
° Community Awareness, i.e., it is recommended that public notification of construction operations incorporate noise considerations; methods to handle complaints should be specified. Noisy equipment (i.e., aggregate crushers, operators, etc.) should be located as far from sensitive receptors as practical Disposal sites and haul routes should be coordinated with local officials.
° Baseline and Routine Noise Monitoring as Part of Construction Supervision. Pre- construction monitor of existing noise and vibration is recommended in conjunction with selected construction packages to provide a baseline for the measurement of impacts during the construction period. Routine monitoring is also recommended in areas of high potential impact (pile-driving sites and areas of intensive noise-generating activities) during the life of the Project.
Estimated Potential Operational Noise Requiring Actions in the Pre-Construction Phase
44. Noise levels generated by the LRT will be largely determined by the Technical Specifications of the equipment selected (especially the wheel assemblies and track characteristic) as well as operating speeds and other factors. Decisions concerning the equipment to be used by the Astana LRT are yet to be made, however, and there are not yet
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Project-specific Technical Specifications upon with to base estimated operational noise levels.
45. In the absence of Project-specific Technical Specifications, case studies of typical noise LRT exposure levels at various distances have been reviewed to provide projected noise levels for typical LTRs7. These analyses indicate that, on average, an elevated LRT generates more noise than an at-grade system and that at a distance of ten meters from the source, the noise level generated by an elevated system will be in the vicinity of 74 dBA. Given that noise dissipates at a rate of 6 dB with every doubling of the distance8 the noise levels from a typical system can be calculated as indicated by Figure E-2.
46. Daytime Impacts. The estimate of 74 dB(A) at ten meters is likely to be higher than the yet-to-be selected Astana LRT system. Even this relative high noise generation rate, however, indicates that the existing daytime noise levels combined with widths of the ROWs involved and the non-residential land uses found along the Phase 1 are likely be within the established Kazakhstan standards. Likewise, the LRT Phase 1 alignment, except for the vicinity of medical uses near Station 109 are also likely to be within the Kazakhstan standards for commercial areas.
47. To compare the estimate of 74 d(BA) at ten meters from the edge of the track to the points at which existing noise levels were measured (7.5 meters from the edge of the roadway) as discussed in Section D it must be noted that the projected LRT noise will also decrease approximately 6 d(BA) with each doubling of the distance. Twenty meters from the edge of the track (a doubling of the distance) will decrease LRT noise from 74 to 68 d(BA)
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FIGURE E-2: TYPICAL ELEVATED LRT NOISE LEVELS
Typical Elevated LRT at Ten Meters from Edge of Track = 74 dBA Graph and data for typical LRTs studied for the Seattle Regional Transport Supplemental Environmental Impact Statement (SEIS) Item 4.3.3.1, page 4.3.6. The graph reflects the fact elevated systems have a greater dB and that noise energy dissipates 6 dBA with each with each doubling of the distance.
68 dBA at 20 meters
Light rail transit based on 12 trains 62 dBA at per hour daytime 40 meters and four trains per 56 dBA at hour at night. 80 meters
50 dBA at 160 meters
0 10 20 m 40 m 80 m 160 meters
and equates to approximately the same point as the existing noise measurements. Other than area along Syganak Street (Noise Monitoring Locations 5 and 6), the existing daytime noise levels are generally at or above 68 dBA. The addition of an additional noise source at 68 d(BA) to an environment with a current noise level of about the same amount results in a barely perceptible increase in the overall noise level due to the characteristics of the human ear.
48. This may be counter-intuitive and warrants explanation. The phenomena is due to the fact that the human ear can barely perceive a doubling of the “source strength” (i.e., noise-generating conditions such as doubling traffic flow or adding an LRT generating noise at (say) 60 dB(A) to an existing vehicular traffic also generating noise at 60 dB(A)). This is the case no matter what the baseline initial source strength might have been. No matter what the initial source strength, when it is doubled, it can barely be perceived. This point of “barely perceived” has been empirically determined to be an increase in noise which equates to 3 dB(A) on the logarithmic A-weighted scale (dB(A)) – no matter what the initial baseline might have been. We do not hear twice the noise if the source strength is doubled. Using the logarithmic scale to measure what we hear is not arithmetic, i.e., it is not a case of 60 dB(A) from traffic noise plus 60 dB(A) form LRT noise resulting in 120 dB(A). The calculation follows logarithmic conventions as follows.
(60/10) (60/10) (63/10) 10 log10(10 + 10 ) = 10 log10(10 ) = 63 dB(A) = 3 dB(A) increase i.e., a barely perceptible increase.
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FIGURE E-3: MEDICAL FACILITIES CLOSEST TO THE LRT
Medical facility closest to the LRT
40 m
62 m 50 m
150 m
58 m
SYGANAK STREET TURAN AVENUE TURAN
49. This level of increase is not considered to be a significant impact. As noted in the discussion of Kazakhstan regulations, Kazakhstan and many other countries have established an increase of 10 dB(A) in the ambient outdoor noise levels as a significant adverse impact.9 Accordingly, it can be concluded that an LRT system generating “typical” noise levels would not have a significant impact on daytime noise levels.
50. Nighttime Impacts. Potential noise impacts at night present a different set of circumstances. The maximum noise levels (Lmax ) rather the Leq is the primary consideration.
51. As explained in Part D: Description of the Environment, both Leq and Lmax are useful measures. Leq is a good measure of the noise generated by a relatively consistent level of traffic and relatively constant noise level over the averaging period. It is particularly useful for measuring daytime noise levels on urban streets. Lmax, on the other hand, is a better measure of the impact of isolated trains passing through quiet areas and possibly disrupting sleep. In these circumstances, it is the Lmax which is the most relevant standard against which to assess the impact made by the LRT night operations. Given the limited number of night time trains, this will ensure that the Lmax standards are also met.
52. The Kazakhstan night time standard (Lmax) for hospital areas is 50 d(B)A. For residential areas the night time Lmax is 60 d(B)A (See Table D-9). The hospital standards are obviously the more stringent – but along the LRT alignment the distances of the medical facilities from the LRT tend to be greater than the distances from residences. Nonetheless, taking all of the variables into account, it is the medical facilities located along the Syganak Street that are the most noise-sensitive portion of the alignment. Figure E-3 indicates the locations of the facilities and the distances measured from the center line of the ROW. Table E-4 indicates the extent of impacts along the parts of Phase 1 for which noise measurements have been taken at three possible noise exposure specifications – all of which are quieter than the typical system and generally more indicative of the equipment under consideration by ALRT.
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TABLE E-4: PROJECTED NOISE LEVELS AT VARIOUS SPECIFICATIONS Distance LRT Noise Level* LRT Segments Center Line of Critical At 5 meters from Edge of Tracks – Normal Operations By Cross Section LRT to Metric Building Line 62 dB 68 dB 74 Db Airport Rd - If residential < 60 = 56 dB at 40 m = = 62 dB at 40 m = Right Side 45 meters db at building = 50 dB at 40 OK OK Marginal Impact (Station 101-104) line. If residential < 60 Korbanbai - Right Side = 62 at 40 m = 45 meters db at building = 50 dB at 40 OK = 56 at 40 m = OK (Station 104-109) Marginal Impact line Syganak – Center (Station 110 -Turan Less than 50 at = 56 at 40 m = = 62 at 40 meters = 40 meters = 50 dB at 40 OK Ave – including Station 40m moderate Impact Severe Impact 109) Note: When the LRT alignment is to one side of the Road ROW, projected impacts are for that side of the road. Note that Saryarka Avenue is not always symmetrically placed in the ROW.
*These standards compare to the Utah Transit Authority (UTA) wayside noise limit of 68 dB(A) at 32 km/h at 15 meters (= approximately 72 dBA at 7.5 meters or approximately 75 dB(A) at five meters), Utah Transit Authority Light Rail Transit Design Criteria (http://www.rideuta.com/files/UTALRTDesignCriteriaRevision5.pdf Page 11-5, July 2010. .
No Impact. Within the Kazakhstan Standard Moderate Impact (5-9 dB)
Slight Impact (1-4 dB. 3 dB = threshold of perception.) Severe Impact (10 dB or more. Mitigation mandatory.
Operational Mitigation Requiring Action in the Pre-Construction Phase
53. Because the equipment to be used by the Astana LRT Network has not been established, to mitigate potential noise impacts, it is recommended that ALRT adopt a performance standard approach specifying that noise levels of the equipment procured shall not exceed a noise level of 62 dB(A) at a distance of five meters from the edge of the tracks. Doing so will yield maximum noise levels within the Kazakhstan night time standards of Lmax 50 dB(A) for hospital and Lmax 60 dB(A) for residential areas. It is understood that, although no Technical Specifications are yet available, ALRT is considering procurement of equipment with exceptional noise and vibration absorption characteristics.
54. In the event that the performance standard of 62 dB(A) at a distance of five meters from the edge of the tracks can not be documented for the selected equipment, mitigation between Stations 109 and 113 (and possibly elsewhere) will be required in the form of noise suppression panels or other technologies to ensure compliance to the established standards in the critical areas. Incorporation of a task to determine the appropriate technologies and design features, based on the selected equipment when it becomes known, is recommended as a fundamental requirement of the Project Design. Doing so will ensure compliance with the Kazakhstan standards. A requirement for a documented Design Review of the noise impacts of the Project based on actual Design and Technical Specifications while they are still in the formative stages is recommended as an essential part of the Design Review Process prior to Project approval. To ensure that it occurs, it is recommended that ALRT agree to verify that the required consultations to determine the presence or absence of sensitive medical equipment will be conducted and fully taken into account in the design (including the shielding of equipment, if required). It is recommended that this requirement be made a part of the ADB Report and Recommendation of the President (RRP) and the Loan Agreement.
55. Contingency provisions are recommended as part of the Section G: Environmental Management Plan in the event that the recommended performance standard is not met. The recommended contingency mitigation is the installation of sound absorption panels in the critical areas between Stations 109 and 113 and possibly elsewhere depending on the Technical Specifications of the selected system.
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56. Studies indicate that noise reductions from sound barriers to intercept noise from propulsion motor noise of rapid transit cars on concrete elevated structures such as proposed for the Astana LRT produced reductions up to 12 dB of noise from vehicles in the far track and reductions up to 20 dB of noise from vehicles on the near track.10
1.4.2 Vibration
57. Potential Impacts. Vibration impacts are generally of three types:
° Human Annoyance. In some instances the effects of resonance in buildings and their components, including fixtures and fittings, will cause vibration energy to concentrate in a narrow frequency band, amplifying the degree of vibration and increasing the potential to cause annoyance. People exhibit wide variations of vibration tolerance. The presence of other vibration-related effects (e.g., audible rattling of loose objects, visible movement of household contents and windows), which can also arise at levels of vibration that are barely detectable, tends to heighten concern about vibration and its effects. In general, satisfactory vibration levels are related to the subjective adverse comments from the occupants and are not determined by any other factors such as short-term health hazards or working efficiency. Most standards use criteria to assess human response to vibration are based on the type of occupancy and the activity of the occupants.
° Building Susceptibility. Damage potentially induced by traffic vibrations, such as cracks in walls and ceilings, separation of masonry blocks and cracks in the foundation are common complaints, but vibration levels from road and rail traffic are rarely high enough to be the direct cause. They can, however, contribute to the process of deterioration in combination with other causes. Relatively small vibration levels induced by road or rail can trigger damage due to the overall cumulative effects. In addition to damage caused directly by vibration, indirect damage may result from differential movements. Peak particle velocity (PPV) is generally accepted as the most appropriate descriptor for evaluating the potential for building damage. Damage to property is likely where PPV is high when its frequency is low. The probability that damage to buildings tends towards zero at vibration levels where PPVs are less than 12.5 mm/s is consistent with a review of case studies. Studies have indicated that any transport induced vibration is highly unlikely to exceed a PPV of 12.5 mm/s.
° Susceptibility of Sensitive Equipment. Ground vibration from rolling stock and heavy goods vehicles has the potential to disrupt the operation of vibration-sensitive research and advanced technology equipment. This equipment can include optical and electron microscopes, cell probing devices, magnetic resonance imaging (MRI) machines, and similar equipment. The sensitivity to disturbance depends on the type of equipment, how it is used and its supporting structure. Hospitals are increasingly likely to have vibration- sensitive equipment. MRI scanners, for example, are particularly susceptible to vibration effects on the magnet, resulting in a degradation of image quality. For high magnification microscopes the images may blur enough to make certain operations and procedures difficult if not impossible to perform. Generally, equipment supported on suspended floors will be more susceptible to disturbance than equipment placed on a ground- supported slab. For vibration limits to be used in research, high precision laboratories, microelectronics manufacturing and similar activities, it is preferable to have units of vibration appropriate to the type of equipment. Certain types of equipment may require limits on displacement rather than velocity or acceleration while others may be heavily frequency dependent.
58. Vibration impacts during the Construction Stage of the Astana LRT Project are expected to be minimal especially in light of the Project’s commitment to use bored rather than driven piles as was recently reported to be the intent of ALRT.11 The most likely type of vibration complaint during construction (if any) is likely to be human annoyance.
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59. Empirical data indicates that vibration due to LRT operations are generally the result of the rolling interaction of the car wheels on the track; the vibration resulting from this interaction increases with greater speeds. Factors that influence the amplitudes of ground- vibration include car suspension parameters, condition of the wheels and rails, type of track, track support system, type of building foundation, and the properties of the soil and rock layers through which the vibration propagates.12
60. In spite of the many variables, the vibration impacts in the Operational Phase of the Project are expected to be slight. Studies by the U.S. Federal Transit Administration (FTA), for example, have found that ground-borne vibration from any type of train operations will rarely be high enough to cause any sort of building damage, even minor cosmetic damage.13 There is a concern, however, that the vibration can interfere with vibration sensitive equipment. Mitigation of this potential impact is recommended together with the steps required for mitigation of Electro-Magnetic Interference (EMI) as discussed below.
61. Vibration Mitigation. To mitigate the potential impacts of vibration during the Construction Period , Bid and Contract Documents are recommended to require Contractors to visually survey the alignment and identify the structures and land uses susceptible to adverse vibration impacts in the event that pile driving in unexpectedly required.
62. No mitigation actions related to vibration from LRT operations are considered warranted other than the identification of particularly sensitive medical equipment (if any) to be identified in conjunction with EMI mitigation as discussed below.
1.5 Electro-Magnetic Fields and Interference (EMF/EMI)
1.5.1 Potential Impacts
63. Electro-magnetic fields are associated most commonly with human-made sources of electrical systems such as electronics, telecommunications, electric motors and other electrically-powered devices. The radiation from these sources is invisible, low frequency and not considered hazardous. There are several areas of potential impact associated with EMFs, however, that warrant discussion because they are matters of public concern, including:
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FIGURE E-4: HUMAN/STRUCTURAL RESPONSES TO VIBRATION
° Biological and Health Effects. Short-term human health effects from exposure to elevated levels of EMFs are well established. These include effects to the central nervous system and heating of the body. Long-term effects from exposure to lower levels of EMFs continue to be studied. The preponderance of authoritative scientific studies, however, has found no firm evidence of long-term health risk from low intensity EMF exposures such as that associated with the LRT operations.14
° Electro-Magnetic Interference (EMI). EMI is the name given to interference of one electro-magnetic system or device with other electro-magnetic systems or devices. This typically includes interruption, obstruction or other degradation of the effective performance of electronic devices and equipment (for example radios) and, of greater importance, disturbances to sensitive instruments typically found in laboratories, hospitals and universities. EMI is, thus, an area of concern because of its interference with day-to-day devices, but more importantly with medical and research devices such as those likely to be found in concentration of medical facilities in the vicinity of the vicinity Station 109.
64. The key determinants of EMF/EMI of a transport system using electrical propulsion such as is proposed by the Astana LRT Project are:
° Magnitude of electric currents and voltages used by the vehicles,
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° Mass and size of the ferromagnetic material in the vehicle (for "moving metal" fields); and
° Proximity of sensitive receptors to the transit corridor.
65. The patterns of current and voltage time variations, spatial configuration of the conductors supplying electric power, the quantity of traffic, and the degree of EMF/EMI isolation required by sensitive receptors are also relevant. The Astana LRT plans to use an overhead pantograph system for Phase 1 and the generation of electro-magnetic fields. Even if ground-based third-rail system for the delivery of electricity to its vehicles is used, both systems will use direct current (DC), thereby making the generation of electro-magnetic fields likely.
66. The available literature indicates that the magnetic-field excursions from electric- propulsion currents such as those to be used for the Astana LRT can be expected to have a frequency spectrum of 0 to 10 Hz, and to occur at intervals determined by the intermittency of bi-directional transit traffic. The highest magnetic fields are expected at grade, at the edge of the right of way (~5 meters from the route centerline). For light rail transit systems this maximum can be expected to be ~1,010 mG (i.e., milliGauss, the common unit of measure for EMI) and to drop rapidly with distance.15 The rate of dissipation with distance is illustrated below.
Magnetic Field Strength (mG) LRT Systems At 5-10 At 10-20 At 20-50 At 50-100 At 100-200 Meters Meters Meters Meters Meters EMF/EMI Level 1,010 290 70 23 9 Source: Environmental Impacts and Mitigation, Electromagnetic Fields and Interference (EMF/EMI) – Draft Technical Memorandum, Urban Ring Phase 2 Project (Massachusetts), November 2007. http://web.mit.edu/facilities/about/planning/EOT_EMF_EMI_memo_110607.pdf
67. These levels of EMF/EMI are generally acknowledged to have no appreciable effect on human health and safety. As also noted in Section D, empirical data derived from studies of light rail transit systems similar to that proposed for Astana, taking all forms of EMF generation into account, that “EMF intensities at locations of human exposure within and adjacent to light rail line(s) are considerably below exposure guidelines established by the American Conference of Governmental Industrial Hygienists and the more recent guidelines established by the International Commission on Non-Ionizing Radiation Protection.”16
68. They can have a significant impact on highly sensitive medical and research equipment. Given these circumstances, electro-magnetic interference with medical equipment is a potential concern in the area in the vicinity of Station 109 and Station 201 where Astana’s major medical facilities are located.
69. Available data documents significant EMI levels from LRT’s affecting research facilities at distances ranging up to 160 meters.17 The medical facilities in the vicinity of Station 109 range from approximately 30 meters to 60 meters from the center line, thus making delicate equipment contained within them (if any) potentially vulnerable to EMI.
1.5.2 Recommended Mitigation
70. The absence of EMI-sensitive equipment in the medical concentration in the vicinity of Station 109 cannot be assumed. It is recommended, therefore, that the LRT Design Consultant be required to establish the EMI threat along the alignment and to fully take the threat into account in the Design Proposals. One of the benefits of the LRT is that it will provide access to medical facilities and medical/research facilities are located in proximity to LRTs worldwide. The Design Specifications, however, must be adequate to provide the required level of access safely and with awareness of special conditions (if any) warranting additional design features. A requirement for a documented review of EMI impacts of the
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proposed design is recommended as part of the Design Review Process. To ensure that it occurs, it is recommended that ALRT agree to verify that the required consultations to determine the presence or absence of sensitive medical equipment will be conducted and fully taken into account in the design (including the shielding of equipment, if required). It is recommended that this requirement be made a part of the ADB Report and Recommendation of the President (RRP) and the Loan Agreement.
71. In the event that the investigations undertaken in the Design Process determine that susceptible medical equipment is likely to be affected, mitigation can be expected to require shielding of the potentially affected equipment. The most common form of shielding of medical equipment is the reinforcement of the outer enclosure using either metal or metalized plastic. The outer housing of the shielded medical device should be provided with openings for cables, switches, monitor, etc. Seams must be sealed using conductive EMI gaskets to maintain shielding protection. A conductive elastomer gasket generally provides current continuity between conductive panels. Medical equipment monitors and displays are generally fitted with EMI shielded windows, conductively mounted to a device’s enclosure.18
1.6 Biological Environment
1.6.1 Potential Impacts
72. No unique plant or wildlife habitats were found to exist within the area of influence of the LRT Phases 1. Losses of non-special status trees, however, will be significant. A total of 2,343 trees to be sacrificed were identified and in mitigation for this loss the Project has or will provide compensation for the losses. A total of 2,515 trees will be uprooted and replanted elsewhere.
73. The extent of impact has been documented by a Commission comprised of representatives of various concerned organizations as specified by the accompanying end note.19 The Commission inventoried types of vegetation within the potentially impacted area and determined the extent of impact to the vegetation as tabulated by Table E-5.
TABLE E-5: IMPACTS TO VEGETATION – LRT PHASE 1 Type of Diameter Compensation Tree & Proposed At height 1.3m Number Condition (Tenge) Action (centimeters) Trees To Be Removed (i.e., sacrificed) 12.1 to 24 62 Healthy 3,206,044.80 Poplar balsamifera 24.1 to 40 33 Healthy 2,451,889.44 24.1 to 40 18 Healthy 1,401,079.68 24.1 to 40 75 Healthy 3,470,040.00 Elaeagnus argentea Above 40 76 Healthy 4,571,199.36 12.1 to 24 600 Healthy 40,334,112.00 Maple 24.1 to 40 601 Healthy 31,077,950.40 12.1 to 24 400 Healthy 24,058,944.00 Ulmus broad-leaved 24.1 to 40 456 Healthy 21,097,843.20 Apple 12.1 to 24 3 Healthy 208,202.40 Pine 12.1 to 24 19 Healthy 2,016,705.60 Total Trees To be Removed Phase 1 2,343 133,894,010.88
Trees To Be Replanted (i.e., uprooted and planted elsewhere) Spruce <12 cm 231 Healthy None Pine < 12 cm 236 Healthy None Willow <12 cm 536 Healthy None Poplar <12 cm 426 Healthy None Birch < 12 cm 570 Healthy None Hippophae <12 cm 18 Healthy None
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Ulmus Parvifolia < 12 cm 119 Healthy None Ash <12 cm 2 Healthy None Ulmus Broad-leafed <12 cm 150 Healthy None Maple < 12 cm 227 Healthy None Total Trees to be Replanted Phase 1 2,515 None
Trees Impacted – Phase 1 Total Trees To be Removed Phase 1 2,343 Total Trees to be Replanted Phase 1 2,515 Total Trees Impacted – Phase 1: 4,858
Impacts to Vegetation Other Than Trees Shrubs To be Removed Under 2m 990 Healthy 4,553,508.96 Type not specified Over 2m 1,004 Healthy 4,098,729.60 Total Shrubs To be Removed 1,994 8,652,238.56
Other One-layered hedge, NA 3,585 Healthy 18,786,804.56 (linear meters) Lawn "grass parterre" NA 21,210 Healthy 60,611,392.80 (square meters) Total Shrubs & Vegetation Other Than Trees To Be Removed 79,398,197.36
Shrubs & Other to be Replanted Type not specified Under 2m 214 Healthy None One-layered hedge, NA 866 Healthy None (linear meters)
TOTAL IMPACTS TO VEGETATION OTHER THAN TREES: Phase 1 Shrubs To Be Removed 1,994 Shrubs to be Replanted 214 Total Shrubs Impacted 2,208
Hedges to be Removed (linear meters, Lm) 3,585 Hedges to be Replanted 866 Total Impacts to Hedges 4,451 Lm
2 Lawn "grass parterre" (square meters, m2) 21,210 m Source: Unit for Environmental Assessment and Environmental Management of the General Department (GU) Department of Natural Resources and Environmental Management of Astana City, undated, circa November 2011.
1.6.2 Recommended Mitigation Action
74. Regulations on Maintenance and Protection of Green Planting of Astana City of March 30, 2004 stipulates mitigation procedures for the loss of trees and other biological resources as follows:
° The Proponent Agency develops a project – in this case, the critical aspect of the designated LRT ROW;
° By its request an Authorized Organization together with local environmental protection organization makes a survey of trees, bushes, grass lawns proposed for removal. In this case both the Ministry of Environment Protection, Republic of Kazakhstan, Department of Ecology Committee of Ecological Regulation and Control; and the Department of Natural Resources and Environmental Management of Astana City, Unit for
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Environmental Assessment and Environmental Management of the General Department (GU) participated.
° Based on the results of the survey the Authorized Organization approves/decline the project location.
° Authorized Organization prepares an invoice for green planting removal.
75. As quantified by the table above, the mitigation has been calculated in terms of compensation paid trees lost and requirements to re-plant up-root trees as part of Astana coordinated landscaping program. Agencies involved in the process included:
° Ministry of Environment Protection, Republic of Kazakhstan, Department of Ecology Committee of Ecological Regulation and Control;
° Department of Natural Resources and Environmental Management of Astana City, Unit for Environmental Assessment and Environmental Management of the General Department (GU);
° Construction Unit of TOO "Astana LRT; and
° Representative of "Astana -Zelenstroi" Tileulesov N.E (an organization concerned with the development of Astana). .
76. Payment and scheduling details will be included in the next draft of the EIA.
77. No additional mitigation is considered warranted.
1.7 Health and Safety
1.7.1 Potential Impacts
78. Potential safety Issues related to crossings of the On-Grade LRT. The tracks for Astsna’s LRT Network Phase 1 will cross streets in an area that is generally semi-urban and/or rural. Crossings of the tracks by animals (either domesticated or wild) are not anticipated as an issue given the nature of the area. Pedestrian and vehicular crossings of the tracks will occur at road intersections and discouraged elsewhere particularly in view of the embankment on which the LRT will be located and the nature of the land uses along the Phase 1 ROW. Traffic signals at the intersections will grant automatic priority to approaching trains and automatically raise and lower gates and barriers to cross vehicular and pedestrian traffic. As noted in Section C.2, current plans and consultations with Astana LRT staff indicate that the entire on-grade portion of the Astana LRT will use embedded tracks as illustrated by At-Grade Cross-Section included in Figure 2.2, Appendix 2. The embedded tracks provide an essentially a flat surface, thus easily allowing easy crossings by pedestrians, vehicles and who rely on wheeled devices such as wheelchairs for mobility once the crossing barriers are raised.
79. Inadvertent impacts could occur to sensitive equipment within the medical facilities located in the vicinity of Syganak between Korbanbai Batyr to Turan Avenue. The Project will provide access to these facilities, but at the same time may require special actions to avoid electro-magnetic interference with sensitive equipment within them
80. The Project could also impact local health facilities and public health facilities due to accidents that are beyond the abilities of first aid facilities included as part of construction facilities. Potential impacts could include the need to respond to emergencies, first aid needs, safety needs. If International Competitive Bidding (ICB) is selected as an option, an
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influx of construction workers could introduce health issues, including sexually-transmitted diseases (STDs) - a possibility that must be addressed by adequate planning in the Pre- Construction Stage.
81. Impacts will also include the safety aspects of traffic management, street closures and the transport of construction materials and pre-cast components through the city streets.
1.7.2 Recommended Mitigation Actions
82. Mitigation of potential safety issues at pedestrian crossings beyond the safety features included in current plans is not considered warranted other than to ensure that the planned features are implemented.
83. Mitigation is recommended to avoid adverse impacts to health facilities in the Construction Stage by including the following provisions in the preparation of bid and contract documents in the Pre-Construction Stage:
° Emergency Response Plan. An emergency response plan to deal with accidents and emergencies, including environmental/public health emergencies associated with hazardous material spills and similar events must be prepared for CSC approval.
° First Aid Base. A fully equipped first aid base must be provided and climatically controlled to maintain the temperature of the inside of the building at 20 degrees C. Arrangements for emergency medical services must be made to the satisfaction of the CSC.
° HIV-Aids Awareness Program. Details of the required HIV-Aids Awareness Program are presented in Appendix 1.
84. To avoid the possibility of EMI with medical equipment such as Magnetic Resonance Imaging (MRI) equipment in the Operational Stage of the Project, it is recommended that in the Pre-Construction Stage, the Design Brief prepared as the terms of reference for the Design Consultant shall define the extent of possible EMI in consolation with the potentially affected parties and provide protection in the Design and selection of LRT equipment and technologies, etc., to ensure avoidance of such impacts. A requirement for a documented review of the EMI impacts of the proposed Design is recommended as part of the Design Review Process.
1.8 Socio-Economic Conditions
1.8.1 Potential Impacts
85. Administrative Structure. Local officials under the purview of the Akimat are responsible for the development of Project proposals, including issues of Project Location and Design. No impact to the current administrative structure is expected as a result of the proposed construction.
86. Socio-Economic Impacts. Demographic characteristics are not likely to be significantly impacted by decisions made in the Pre-Construction Stage. Economic conditions, however, could be significantly influenced by decisions made in the Pre- Construction Stage. The economic impacts such as job creation and the reservation of jobs for selected groups will occur due to decisions made (by design or default) in the Pre- Construction Stage. Economic impacts will also occur in the Operational Stage due to improved transport infrastructure and impacts to the employment and income-generating opportunities. Impacts in the Operational Stage will be both positive (creation of jobs
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operating the LRT Network) and negative (cuts in bus operations and fewer taxi trips).
87. Transport Infrastructure Impacts. Potential impacts to transport infrastructure resources due to decisions made in the Pre-Construction Stage are assessed as follows:
° Rail Network. No rail lines are crossed by the Project’s alignment, thus avoiding any disruption of rail services during construction or conflicts with LRT operations.
° Road Infrastructure. Decisions made in the Pre-Construction Stage are likely to determine the location of the prefabrication plant for the manufacture of the LRT guide ways and to determine the route required to deliver the prefabricated elements to the job sites. No decisions as to the location of the prefabrication site have been disclosed. Nor has it been established if the contracts for the prefabrication will control the potential location(s) or leave the decisions to the Contractors. Roads will also be impacted by the delivery of other construction materials, including quarried materials. As noted in Part C: Project Description, these materials will be transported over long distances for Phase 1, including extensive travel through the urban area. Road traffic will also be impacted detours and diversions as construction of the LRT proceeds and the manner in which these detours and diversions will be determined by the manner in which these aspects of the project are addressed by the Bid and Contract Documents prepared in the Pre- Construction Stage.
° Public Transport Networks. The bus system operates on the city streets and will be subject to the impacts of decisions made in the Pre-Construction Stage as discussed above for roads. In the Operational Stage the bus system also be affected by yet to be determined changes to the bus network and reduction in the demand for services. Decisions made in the Pre-Construction Stage in regard to compensatory actions in the Project Design will determine the extent of these impacts.
° Taxi Services. A reduction in the demand for taxi services can be anticipated and decisions made in the Pre-Construction Stage in regard to compensatory actions in the Project Design will determine the extent of these impacts.
° Air Transport Infrastructure. Construction of the LRT guide-ways, the airport LRT station and the LRT deport at the airport will require coordination with airport and other concerned agencies. Impacts cam be lessened by the establishment of coordination mechanisms in the Pre-Construction period.
° Waterborne. The possible construction of bridge supports in the Ishim River could interrupt waterborne traffic. These issues should be noted as part of the bid solicitation packages prepared in the and No impacts to waterborne traffic suggesting the need for actions in the Pre-Construction period are anticipated.
88. Water Supply Infrastructure. The Project plans to draw on potable water from the municipal system and the plans for doing so will require preparation in the Pre-Construction period. Water supply plans will require coordination with local officials. The development of wells as the source of technical water will require coordination with airport authorities and other concerned agencies. Provided that these steps are taken, no adverse impacts due to decisions made in the Pre-Construction Stage are anticipated.
89. Wastewater & Solid Waste Disposal. Impacts due to disposal of wastewater and solid waste can be significant and the establishment of documented procedures in the pre- Construction Stage is advisable. Decisions and made in the Pre-Construction Stage in regard to the sites and conditions (or lack of conditions) imposed on waste-generating aspects of the Project such as construction camps, and the disposal of solid waste generated by the Project could have a significant effect on the impacts of the Project.
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90. Electrical Power, Pipelines & Other Utilities. Potential impacts to electrical power, pipelines and other utilities are an inherent part of integrating an LRT system into the fabric of an existing city approaching a population of one million people. Potential adverse impacts to these facilities in the subsequent stages of the work will be avoided by ensuring complete documentation and by anticipating circumstances that are bound to arise in the construction process.
91. Ethnic and Vulnerable Groups. Potential issues related to ethnic and vulnerable groups are addressed by the Project’s accompanying Social Analysis.
92. Land Uses and Displacements. Potential impacts to prevailing land uses are advisedly addressed in the Pre-Construction Stage so that adverse impacts can be avoided and beneficial impacts enhanced. No significant changes to the overall character and prevailing land uses are anticipated, Displacement will occur, however, and its impacts are addressed by the Project’s accompanying Land Acquisition and Resettlement Plan (LARP).
1.8.2 Recommended Mitigation
93. Administrative Structure. Although no impacts to the existing administrative structure are likely to occur, to assist environmental management in the conduct of the Project, it is recommended to ALRT:
° Formally recognize that environmental management will be an essential part of Project Management and adopt an Environmental Management Systems (EMS) approach as recommended by the International Standards Organization (ISO). It is recommended that ALRT formally recognize that environmental management will be an essential part of Project Management and adopt an Environmental Management Systems (EMS) approach as recommended by the International Standards Organization (ISO). Construction of a rapid transit system for a city approaching a population of one million people entails significant environmental management responsibilities. Astana is fortunate in that the environmental issues presented by the proposed LRT are only those typically presented by any large construction project in an urban area. Unlike the construction of a typical building such as an office building, however, the LRT will be linear. Impacts will be spread over long distances. The Project will traverse a distance of over fifteen kilometers – more than half of it through a relatively densely populated area. It needs to be recognized that doing so will require a day-to-day environmental management. Consideration should be given to adoption of an approach to environmental management postulated by ISO, specifically ISO 14001.
° Ensure the Project Management Consultant (PMC) it hires provides a full environmental management expertise. The day-to-day environmental issues that arise due to noise, vibration, electro-magnetic interference, damages to neighboring properties, disruption of traffic patterns, street closures, etc., will require considerable project management skill. The optimum size of the staff involved in environmental management will be dependent on the overall management approach adopted by ALRT, e.g., how much of the tasks are to be dealt with by in-house staff, how much (if any) will be out-sourced. It will also depend on how many construction packages are undertaken simultaneously. In assessing the capacities of the PMC candidates, comparisons of the scale of the task responses of other cities facing similar circumstances can be helpful.
94. Socio-Economic Impacts. No changes to the Project Location or Project Design are considered warranted due to potential demographic or economic impacts resulting from decisions made in the Pre-Construction Stage.
95. It is recommended that the Project solicit input from bus operators and those
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generating income from taxi services as part of the Environmental Impact Assessment process.
96. Transport Infrastructure. Actions to mitigate potential impacts to transport infrastructure resources in the Pre-Construction Stage are assessed as follows.
° The COPA for the Project stipulates a very specific and detailed set of requirements in regard to general traffic management, traffic control, safety provisions that apply to temporary traffic ramps, vertical clearance, signage, temporary fencing, warning lights and other details. (Appendix 1: Recommended Conditions of Particular Application: Environmental Provisions). Traffic impacts due to the transport of materials and construction in the road ROWs will be among the Project’s most significant impacts. The CEAP requires the Contractors to file and obtain approval for Traffic Management Plans prior to the start of construction.
° It is recommended that the Project solicit input from bus operators and those generating income from taxi services as part of the Environmental Impact Assessment process. Focus-group discussions and meetings with key stakeholders and informants (including bus and taxi drivers) have been conducted and findings are incorporated in the Project’s Poverty and Economic Assessment.
97. Water Supply Infrastructure. Other than coordination with the concerned agencies, and routine monitoring, no mitigation actions are warranted in the Pre-Construction Period.
98. Wastewater & Solid Waste Disposal. Adoption of the COPA provided in Appendix 1, will stipulate that sites for the disposal of large volumes waste must be determined in the Pre-Construction Stage. As detailed in Appendix 1, specific contract provisions ensure that construction camps and other potential sources of secondary impacts are properly sited and provided with drainage and wastewater facilities. The following provisions are stipulated in regard to:
° Construction Camp Wastewater Disposal and Site Drainage Systems. The following conditions must apply:
- Explanations of Proposed Site Drainage Systems. Locations likely to be subject to water quality impacts or significant runoff (construction camps, staging areas, etc.) and an explanation of the proposed site drainage system must be indicated on the CEAP site plans. :
- Wastewater. Wastewater arising on the site must be collected, removed from the site via a suitable and properly designed temporary drainage system and disposed of at a location and in a manner that will cause neither pollution nor nuisance. The site plan required by CEAPs must indicate the system proposed and the locations of related facilities in the site, including latrines, holding areas, etc. There must be no direct discharge of sanitary or wash water to surface water. Disposal of materials such as, but not limited to, lubricating oil and onto the ground or water bodies shall be prohibited. Liquid material storage containment areas must not drain directly to surface water. Liquid material storage containment areas equipped with drains must be valved, and the valve must be maintained locked in the closed position with supervisory control of the key. Lubricating and fuel oil spills must be cleaned up immediately and spill clean-up materials must be maintained at the storage area.
- Drainage. The site plan must be devised to ensure that rain run-off from the construction sites is not deposited directly into any watercourse, stream, or canal and shall indicate the system proposed, including the locations of retention ponds and other facilities. There must be no direct discharge of sanitary wastewater, wash water, chemicals, spoil, waste oil or solid waste to surface water bodies. Fuel, lubricating oil and chemical spills must be
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contained and cleaned-up immediately. Spill clean up equipment must be maintained on site.
° Locations of Fueling Operations and Liquid and Toxic Material Storage Areas. The site plans must specify the locations for the storage of liquid materials and toxic materials. The following conditions to avoid adverse impacts due to improper fuel and chemical storage.
- Fueling operations shall occur only within containment areas.
- All fuel and chemical storage (if any) must be sited on an impervious base within a bund and secured by fencing. The storage area must be located away from any watercourse or wetlands. The base and bund walls must be impermeable and of sufficient capacity to contain 110 percent of the volume of tanks.
- Filling and refueling must be strictly controlled and subject to formal procedures and will take place within areas surrounded by bunds to contain spills / leaks of potentially contaminating liquids.
- All valves and trigger guns must be resistant to unauthorized interference and vandalism and be turned off and securely locked when not in use.
- The contents of any tank or drum must be clearly marked. Measures shall be taken to ensure that no contaminated discharges enter any drain or watercourses.
- Disposal of lubricating oil and other potentially hazardous liquids onto the ground or water bodies must be prohibited.
- If accidental spills occur immediate clean up must be undertaken and all cleanup materials stored in a secure area for disposal to a site authorized to dispose of hazardous waste.
- Locations Relative to Watercourses. The site plans must be devised to ensure that, insofar as possible, all temporary construction facilities must be locate at least 50 meters away from a water course, stream, or canal.
99. Related mitigation actions are also recommended as detailed by Appendix 1.
100. Electrical Power, Pipelines & Other Utilities. Avoidance is the preferred form of mitigation. To avoid potential adverse impacts to utilities, Appendix 1: Recommended Conditions of Particular Application: Environmental Provisions presents a detailed set of provisions. Potential adverse impacts to other area infrastructure will be mitigated by due diligence and strict enforcement of the contract provisions.
101. Ethnic and Vulnerable Groups. Mitigation action in regard to ethnic and vulnerable groups considered warranted (if any) is specified by the Project’s accompanying Social Analyses.
102. Land Uses and Displacements. No mitigation actions in regard to potential land use impacts are considered warranted. The LRT network is fully integrated with the Astana General Development Plan (GDP) and is, in fact, an integral part of the GDP. Displacement issues and mitigation related thereto is separately addressed by the Project's Land Acquisition and Resettlement Report.
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1.9 Physical Cultural Resources
1.9.1 Potential Impact
103. No impacts to physical cultural resources are anticipated. 104. Unexpected discoveries could occur in the construction process and contingency plans for such an event should be anticipated in the Pre-Construction Stage.
1.9.2 Recommended Mitigation
105. To mitigate impacts due to discoveries of cultural or historic artifacts (movable or immovable) in the course of the work, the recommended COPA stipulates the Contractor shall take all necessary measures to protect the findings and shall notify the CSC and concerned Rayon and Oblast-level and central government levels representatives, including but not necessarily limited to the Maslikhat of Astana City.
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2.0 CONSTRUCTION STAGE
106. Potential impacts in the Construction in the sequence requested by ADB comments are as follows. The sequence is the same as that followed in the Part D: Description of the Environment and Part E.1: Pre-Construction Stage above.
2.1 Land
2.1.1 Potential Impacts
107. No impacts to overall geological conditions are anticipated in the Construction Stage. Localized impacts could occur, however, due to quarry operations and transport of quarried materials. No adverse impacts to the area's seismology are expected due to construction activities and the risk of seismic damage to the Project in Construction Period is low. Avoidable impacts to soils can occur in the Construction Stage due to failure to incorporate appropriate provisions in bid and contract documents as noted above; and improper earth- moving operations, uncontrolled discharges from construction camps, staging areas and similar facilities and from accidental spill of hazardous materials. The vacant area at the end of the alignment will undergo some soil loss mainly due to the construction and grading activities. Impacts, however, can be localized.
2.1.2 Recommended Mitigation
108. No mitigation action (other than the conditions that apply to the transport of all construction materials) is considered warranted for this parameter. Routine documented monitoring of the quarry operations and transport practices is a responsibility of the CSC as detailed in the recommended COPA, Appendix 1. Recommended contract provisions specify that licensed and in compliance with applicable regulations and industry standards. Other than verifying that these requirements are being met, no mitigation action is considered warranted for this parameter in this stage.
109. Significant adverse impacts to soils during the Construction Stage will be mitigated by ensuring that proper bid and contract provisions are put in place, implemented and properly supervised. Threats of soil contamination due to uncontrolled discharges will be mitigated by the proposed contract provisions and required site inspections. The use of hazardous materials will be tightly controlled and appropriate Emergency Response Plans will be established pursuant to the requirements outlined for the CEAP. Routine documented monitoring of all contract provisions is the responsibility of the CSC as detailed in the recommended COPA, Appendix 1. No additional mitigation action is deemed warranted.
2.2 Water
2.2.1 Potential Impacts
110. Impacts to surface hydrology, groundwater and water quality could occur in the Construction Stage due to a failure to properly plan or implement the safe guards required by the CEAP or because of unanticipated circumstances or accidents. Impacts could also occur at the Ishim River LRT crossing due to improper design or failure to specify environmentally sound construction techniques – or failure to following the design and construction processes properly.
2.2.2 Recommended Mitigation
111. To minimize the potential for adverse impact at the LRT crossing of the Ishim River, periodic site visits are recommended to ensure that the procedures being followed are environmentally sound and that the requirements stipulated in the event of sediment
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disturbance (any) are being implemented.
112. Mitigation of other water-related impacts during construction will require strict application of all conditions and thorough review and approval of the CEAP by the CSC. Unannounced site inspections are recommended as a routine part of supervision activities. Weekly and monthly reporting systems should be implemented. Water use and potential impacts on surrounding neighborhoods requires routine monitoring as a responsibility of the CSC. The following mitigation actions will also apply in the Construction Stage:
° Verification that the Site Drainage Systems comply with the CEAP. CSC site inspections must verify that systems employed comply with the approved plan and ensure that rain run-off from the construction sites is not deposited directly into any watercourse, stream, or canal and shall indicate the system proposed, including the locations of retention ponds and other facilities; that there is no direct discharge of sanitary wastewater, wash water, chemicals, spoil, waste oil or solid waste to surface water bodies; that steps have been taken to ensure that fuel, lubricating oil and chemical spills are contained and cleaned-up immediately; and that spill clean-up equipment is properly maintained and readily accessible on site.
° Wastewater. CSC site inspections must verify that wastewater arising on the site is collected, removed from the site via a suitable and properly designed temporary drainage system and disposed of at a location and in a manner that causes neither pollution nor nuisance. The locations of latrines, holding areas, etc. must be verified and site inspections must confirm that there is no evidence of direct discharge of sanitary or wash water to surface water or the disposal of materials such as, but not limited to, lubricating oil and onto the ground or water bodies. Site inspections must also verify that liquid material storage containment areas do not drain directly to surface water, that liquid material storage containment areas are equipped with drains that are valved, and the that the valves are maintained locked in the closed position with supervisory control of the key; that all prudent steps to avoid lubricating or fuel oil spills are taken; and that if accidental spills occur the materials to ensure their immediate clean-up are readily accessible.
° Site Inspections. Site inspections during the Construction Stage must confirm that the locations for the storage of liquid materials and toxic materials are in accordance with CSC approvals and to ensure that:
- Fueling operations occur only within containment areas.
- All fuel and chemical storage (if any) are sited on an impervious base within a bund and secured by fencing; that storage areas are located away from any watercourse or wetlands; that the base and bund walls are impermeable and of sufficient capacity to contain 110 percent of the volume of tanks as specified by the CEAP.
- Filling and refueling are strictly controlled and subject to formal procedures and take place within areas surrounded by bunds to contain spills / leaks of potentially contaminating liquids.
- All valves and trigger guns are resistant to unauthorized interference and vandalism and are turned off and securely locked when not in use.
- The contents of any tank or drum are clearly marked and that measures are being taken to ensure that no contaminated discharges enter any drain or watercourses.
- No disposal of lubricating oil and other potentially hazardous liquids onto the ground or water bodies is occurring.
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- Accidental spills are immediately cleaned up and all cleanup materials are stored in a secure area for disposal to a site authorized to dispose of hazardous waste.
- All temporary construction facilities are located at least 50 meters away from a water course, stream, or canal.
- Runoff from Wheel Washing Facilities. If determined warranted by the CSC, the Contractor must provide a wash pit or a wheel washing and/or vehicle cleaning facility at the exits from the sites. If so requested, the Contractor must ensure that no water from such cleaning operations is deposited off-site.
- Inspections of Surface and Groundwater Monitoring Stations. CSC site inspections during the Construction Stage must confirm that locations for groundwater monitoring stations as required by COPA, Item 2.4.3 are properly in place as required by the approved CEAP site plan.
- Inspections of Wastewater Disposal and Site Drainage Systems. Wastewater disposal practices and site drainage systems can affect both surface and groundwater. The following provisions of the COPA are relevant to both and CSC site inspections during the Construction Stage must confirm that:
- Waste Disposal. All water and waste products arising on the Project sites such as construction camps site is being collected, removed via a suitable and properly designed temporary drainage system and disposed of at a location and in a manner that causes neither pollution nor nuisance; that the system in place complies with the approved CEAP plan, including the locations of latrines, holding areas, etc.; that there is no direct discharge of sanitary or wash water to surface water; that there is no evidence of disposal of materials such as, but not limited to, lubricating oil and onto the ground or water bodies; that liquid material storage containment areas does not directly to surface water; that liquid material storage containment areas are equipped with drains that are valved, and the valve are maintained locked in the closed position with supervisory control of the key; that lubricating and fuel oil spills are cleaned immediately; and that spill clean-up materials are maintained in proper storage areas and readily accessible.
- Drainage. CSC site inspections during the Construction Stage must confirm that the drainage system in place complies with the approved CEAP, including the locations of retention ponds and other facilities; that fuel, lubricating oil and chemical spills are contained and cleaned-up immediately; and that Spill clean-up equipment is maintained on site and readily accessible.
- Fueling Operations & Liquid and Toxic Material Storage Areas. CSC site inspections during the Construction Stage must confirm that fueling operations occur only within approved containment areas; that the locations for the storage of liquid materials and toxic materials are in compliance with the approved plan; and that procedures described in the Pre-Construction Stage in regard to this issue are properly implemented.
113. Other Water-Related Facilities. CSC site inspections during the Construction Stage must confirm that the Contractor constructs, maintains, removes and reinstates as necessary temporary drainage works and takes all other precautions necessary for the avoidance of damage by flooding and silt washed down from the Works and that precautions are being taken to ensure that no spoil or debris of any kind is allowed to be pushed, washed down, fallen or be deposited on land or water bodies adjacent to the Site.
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2.3 Air
2.3.1 Potential Impacts
114. Potential air quality impacts typically associated with construction projects such as the Astana LRT during the construction process include the following:
° Particulate material released due to the transport of materials and general construction activities. This includes the transport of fill, sand, gravel, etc. to and from construction sites and earth-moving construction for the building of embankments, etc. Because of the climate and soil characteristics of the Project Area this is anticipated to be the most significant air quality impact in the Construction Stage.
° Violations of acceptable emissions from asphalt plants. Significant road construction and re-construction will be undertaken as part of the LRT Project. Although avoidance of violations cannot be guaranteed, all of the facilities to be used are licensed, regulated facilities and no significantly adverse impacts resulting from Project-related activities are anticipated.
° Emissions during re-fueling operations. Specific mitigation measures are stipulated to minimize this potential impact.
° Air quality impacts due to open burning. In this instance, however, open burning will be prohibited. . ° The use of furnaces, boilers or similar plant or equipment. Specific mitigation measures are stipulated to minimize this potential impact.
° Emissions due to improperly maintained vehicles. Specific mitigation measures are stipulated to minimize this potential impact.
° Improper storage, use and disposal of volatile materials. Specific mitigation measures are stipulated to minimize this potential impact.
° Accidents and spills of toxic or hazardous materials. Specific mitigation measures are stipulated to minimize this potential impact.
2.3.2 Recommended Mitigation
115. To mitigate potential air quality impacts during the Construction Stage, the CEAP must be submitted within 30 days of the award of the Contract and approval by the CSC prior to the start of construction. The ALRT and local supervision/enforcement mechanism must be adequately equipped to enforce the recommended contract provisions. The locations of air-impacting facilities such as construction camps, asphalt plants, etc. must be specified. All plans require prior approval by the CSC, ALRT and local officials. Unannounced monitoring of contractor performance must undertaken by the CSC as a routine aspect of project management. Pursuant to the provisions of the COPA, the following mitigation will apply to the Construction Stage in regard to air quality:
° Fueling Operations & Liquid and Toxic Material Storage Areas. The required procedures have already been presented as a means of protecting water quality. The will protect air quality as well. Filling and refueling must be strictly controlled and subject to formal procedures. All valves and trigger guns must be resistant to unauthorized interference and vandalism and must be turned off and securely locked when not in use so as to limit the release of volatile materials.
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° Baseline Air Quality Surveys. To ensure that air quality impacts attributable to the Project can be identified, air quality baseline monitoring must be carried out as soon after the date of acceptance of the bid as practicable to determine ambient levels of the air pollutants at specified monitoring stations. Baseline monitoring for a one-week period is specified with measurements to be taken at each monitoring station according to the frequency schedule specified in Appendix 1. The COPA specifies that the CEAP must indicate when the Contractor proposes to undertake the required baseline air quality survey and shall provide references to locations indicated by the accompanying site plan(s) as appropriate. Proposed locations require the approval of the CSC.
° Routine Air Quality Monitoring. The COPA specifies that air quality must be monitored not less than once per month during the course of the Works. Monitoring results must be submitted to CSC two (2) working days of the completion of the monitoring period for analysis and review. Actions taken in response to the monitoring results must be reported. Additional monitoring must be undertaken as deemed warranted by the CSC.
° Other CEAP Air Quality Provisions. The CEAP is required to indicate understanding of and a commitment to the requirements that:
- No burning of debris or other materials will occur on the Site.
- No furnaces, boilers or other similar plant or equipment using any fuel that may produce air pollutants will be installed without prior written consent of the CSC.
- Dust suppression measures must be instituted, including requirements that all trucks used for transporting materials to and from the site will be covered with canvas tarpaulins, or other acceptable type cover (which shall be properly secured) to prevent debris and/or materials from falling from or being blown off the vehicle(s); hard surfaces are required in areas with regular movements of vehicles; effective use of water sprays must be implemented (e.g., all roads within the construction areas of the Site must be sprayed at least twice each day, and more if necessary to control dust to the satisfaction of the CSC; acceptable practices in regard to cement and asphalt, and other provisions are specified in detail by Appendix 1.
° Emergency Response Plan. The Emergency Response Plan required as part of the CEAP must include contingencies for the accidental release of toxic air pollutants.
2.4 Noise and Vibration
2.4.1 Potential Impact
116. Potential impacts could include jobsite noise levels can exceed acceptable standards and may require protective equipment in some instances.
117. Off-site noise and vibration impacts could also occur in the Construction Stage. Typical noise levels associated with construction activities such as grading and clearing are generally in the range from 80-90 dBA. It is generally intermittent and depends on the type of operation, location and function of the equipment and the equipment usage cycle. It attenuates (decreases) quickly with distance. Potential construction related noise levels of 85-90 dBA at 18 meters from the source would be reduced to less than 62 dBA 700 meters from the source. Excavation noise levels, for example, assuming bulldozer and dump truck activity only, will yield a Leq of approximately 85 dBA at 18 meters. These noise levels will decrease by six dBA with every doubling of distance. The fact that the Project will use bored rather than driven piles considerably reduces the potential for vibration impacts due to construction activities.
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2.4.2 Recommended Mitigation
118. Specific recommendations in regard to baseline and routine monitoring are provided by Appendix 1: Recommended Conditions of Particular Application. Specifically, the Contractor is required to:
° Carry out noise monitoring at such points within the construction camps and/or staging areas and along the LRT alignment and at times as shall be determined by the CSC. The location(s) proposed must be clearly illustrated by the Site Plan(s).
° Conduct baseline noise monitoring at agreed upon sensitive locations. The CEAP shall indicate when and where the Contractor proposes to undertake the required baseline noise survey and provide references to locations indicated by the accompanying site plan(s) as appropriate. The proposed locations require the approval of the CSC.
° The maximum acceptable jobsite noise level (Lmax) shall not exceed 85 dBA unless protective equipment is supplied. Off-site noise levels due to construction activities shall not exceed a Leq of 70 dBA at any time and, insofar as possible, shall not exceed 55 dBA during the day (6:00 to 8:00 PM) and 40 dBA at night (8:00 PM to 6:00 AM. Noise shall be monitored not less than once per month and more frequently if determined warranted by the CSC.
119. In addition to the duties placed on the Contractor as spelled out in detail in Appendix 2, the CSC staff will be provided with hand-held noise monitors to spot-check noise levels on a routine basis during the course of the work.
2.5 Electro-Magnetic Interference
2.5.1 Potential Impact
120. Off-site EMI impacts, which could be issues of concern in the Operational Stage, are not anticipated due to construction activities.
2.5.2 Recommended Mitigation
121. EMI-related mitigation actions are not warranted in the Construction Stage, other than to ensure that the design guiding the construction conforms to the Design Specifications as recommended in Item 1.5.2.
2.6 Biological Environment
2.6.1 Potential Impact
122. Unavoidable impacts to area vegetation will occur due to construction activities as indicated by the tabulation of impacts to trees quantified in Item 1.6.1 above. Additional impacts to vegetation could occur unless construction activities are properly supervised.
123. Impacts to non-special status wildlife, particularly rodents and reptiles displaced during the Construction Period could occur. Most are likely to relocate to neighboring undisturbed areas and no significant adverse impacts are anticipated.
2.6.2 Recommended Mitigation
124. To minimize the potential impact to flora, construction contract provisions are warranted and provided by recommended COPA, Appendix 1 which requires the Contractor
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to:
° Complete final forming and re-vegetation will be completed as soon as possible following fill placement to facilitate regeneration of a stabilizing ground cover.
° Trench where necessary to ensure successful establishment of vegetation.
° Seed with a fast growing crop and potential native seed mix immediately after fill placement to prevent scour and to encourage stabilization.
° Stabilize embankment slopes and road cuts by re-vegetation with grazing resistant plant species, placement of fiber mats, riprap, rock gabions, or other appropriate technologies.
121. Maintenance of records of accidents involving wildlife during construction (if any) , including recordation of the types of species and locations, is recommended.
2.7 Health and Safety
2.7.1 Potential Impact
125. Potential impacts to the local health facilities during the Construction Stage could include:
° Demands due to accidents beyond the capacity of the Contractor to respond and requiring hospital attention.
° Introduction of new diseases into the Project Area, especially sexually transmitted infections (STDs) with subsequent impacts on the area's health facilities.
° Impacts to public health and safety in the Project Area due to accidental spills or improper disposal of hazardous materials and/or wastewater, and the fact that large scale construction projects have an inherent potential for accidents.
2.7.2 Recommended Mitigation
126. Mitigation due to potential Construction Stage impacts on health facilities include:
° Development of coordinated emergency response plans with all concerned local officials.
° Implementation of the HIV-Aids Awareness Program presented in Appendix 1.
127. Safety issues during the construction period include, most notably, on-the-job safety issues and traffic management safety. Worker safety programs are required by the Conditions of Particular Application as follows:
° Safety Training Program. A Safety Training Program is required and must consist of:
- Initial Safety Induction Course. All workmen must be required to attend a safety induction course within their first week on Site.
- Periodic Safety Training Courses. Period safety course must be conducted not less than once every six months. All Subcontractor employees are required to participate in relevant training courses appropriate to the nature, scale and duration of the subcontract works. All workmen on the Site and at all levels of supervision and management are required to attend Safety Training Courses.
- Safety Meetings. Regular safety meetings must be conducted on a monthly basis and
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require attendance by the safety representatives of Subcontractors unless otherwise agreed by the CSC. The CSC must be notified of all safety meetings in advance. The CSC may attend in person or by representative at his discretion. The minutes of all safety meetings must be taken and sent to the CSC within seven (7) days of the meeting.
- Safety Inspections. The Contractor must regularly inspect, test and maintain all safety equipment, scaffolds, guardrails, working platforms, hoists, ladders and other means of access, lifting, lighting, signing and guarding equipment. Lights and signs must be kept clear of obstructions and legible to read. Equipment, which is damaged, dirty, incorrectly positioned or not in working order, must be repaired or replaced immediately.
- Safety Equipment and Clothing. Safety equipment and protective clothing must be available on the Site at all material times and measures for the effective enforcement of proper utilization and necessary replacement of such equipment and clothing, and all construction plant and equipment used on or around the Site must be fitted with appropriate safety devices. These must include but not be limited to:
- Effective safety catches for crane hooks and other lifting devices, and
- Functioning automatic warning devices and, where applicable, an up-to-date test certificate, for cranes and hoists.
° Requirements for Sub-Contractors’ Safety Plans. All sub-contractors must be supplied with copies of the CEAP. Provisions must be incorporated into all sub-contracts to ensure the compliance with the CEAP at all tiers of the sub-contracting. All subcontractors are required to appoint a safety representative who must be available on the Site throughout the operational period of the respective sub-contract unless the Engineer’s approval to the contrary is given in writing. In the event of the CSC's approval being given, the CSC, without prejudice to their other duties and responsibilities, must ensure, as far as is practically possible, that employees of subcontractors of all tiers are conversant with appropriate parts of the CEAP.
° Temporary Evacuations. In the event that temporary evacuations are required due to safety or other considerations appropriate compensation will be provided.
128. Mitigation of potential public health and safety impacts also includes:
° Full enforcement of all provisions related to worker camps and other Project facilities as they have been outlined above and presented in detail in Appendix 1.
° Full enforcement of all provisions related to air quality as they have been outlined above and presented in detail in Appendix 1.
° Full enforcement of all provisions related to air pollution as they have been outlined above and presented in detail in Appendix 1.
129. Full enforcement of all provisions related to noise as they have been outlined above and presented in detail in Appendix 1.
2.8 Socio-Economic Conditions
2.8.1 Potential Impacts
130. Administrative Structure. The administrative structure of the Astana City and its
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Rayons and Oblast are expected to provide the framework for Grievance Resolution as described in detail in Part F. Impacts due to construction activities can be anticipated as a normal part of Project implementation and the administrative demands placed on the organization will be impacted accordingly.
131. Socio-Economic Impacts. Although direct demographic impacts to the area as a whole are not likely to be significant, the Construction Stage will see an influx of workers in the immediate vicinity of the LRT ROW.
132. Development of a Construction Camp (with residential facilities for workers) in Phase 1 will not occur.
133. Transport Infrastructure. Construction of the LRT could impact existing roads due to requirements for detours and significant traffic delays. Impacts could also occur due to the transport of construction materials, especially gravel, sand and related construction materials and the transport of the pre-fabricated guide-ways through the city for Phase 1.
134. Water Supply Infrastructure. Impacts to water supply systems could occur due to the interruption of service for the relocation of pipelines requiring relocation, accidents or other unforeseen events.
135. Wastewater & Solid Waste Disposal. Impacts to wastewater collection systems and solid waste disposal services could occur due to the interruption of service for the relocation of pipelines requiring relocation, accidents or other unforeseen events and the alteration of street patterns to accommodate construction needs.
136. Electrical Power, Pipelines & Other Utilities. Impacts to electrical power, pipelines and other utilities in the Project Area could occur due to inaccuracies in data used for planning purposes, accidents of other unforeseen events.
137. Ethnic and Vulnerable Groups. Unforeseen impacts to ethnic and vulnerable groups could occur.
138. Land Uses and Displacements. With the exception of direct impacts due to land takings, long-term impacts to prevailing land uses due to construction activities are expected to be minimal. Short-term impacts to existing business and residential areas, however, will be impacted by traffic diversions and disruptions to accommodate the transport of pre- fabricated components and construction materials and equipment.
2.8.2 Recommended Mitigation
139. Administrative Structure. Mitigation actions to allow the administrative structure to accommodate the demands to be placed upon it by the Project are outlined as part of the Pre-Construction Stage discussion in Item 1.8.2. To mitigate the anticipated demands placed upon the legal and administrative framework for the implementation of the LRT Project includes established Grievance Procedures. It is anticipated that complaints will be received through the staff of the Akimats, first at the Rayon level, and subsequently at higher levels of government Details are presented in Part F: Public Consultations, Disclosure & Grievance Mechanism.
140. Socio-Economic Impacts. The influx temporary of population will be mitigated by the contract provisions recommended to govern the location and operation of construction camps (if any) as outlined below and presented in detail in Appendix 1. Large scale relocations of families are not anticipated. Related impacts due to increased demands for water and increased generation of waste are separately discussed under the appropriate headings.
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141. Transport Infrastructure. Potential adverse impacts to the area transport network and safety in the Construction Period must be mitigated by due diligence and strict enforcement of the contract provisions referenced above and presented in detail in Appendix 1: Recommended Conditions of Particular Application: Environmental Provisions
142. Water Supply Infrastructure. Oversight of monitoring of water withdrawal rates and mitigating any problems that might arise during the construction process is a responsibility of the CSC. Potential adverse impacts to the use of the municipal water supply system and the wells used for technical water must be mitigated by due diligence and strict enforcement of the contract provisions.
143. Wastewater & Solid Waste Disposal. Adoption of the COPA provided in Appendix 1, will stipulate that sites for the disposal of large volumes waste must be determined in the Pre-Construction Stage. As detailed in Appendix 1, specific contract provisions ensure that construction camps and other potential sources of secondary impacts are properly sited and provided with drainage and wastewater facilities.
144. Electrical Power, Pipelines & Other Utilities. Impacts to electrical power, pipelines and other utilities in the Project Area will be mitigated by continuous coordination among all of the concerned agencies and providers. Potential adverse impacts to the area infrastructure networks in the Construction Period will be mitigated by due diligence, strict enforcement of the contract provisions and continuing strategic coordination by the concerned organizations.
145. Ethnic and Vulnerable Groups. Unforeseen impacts to ethnic or vulnerable groups will be mitigated through the Project's Grievance Redress Mechanism (See Part F).
146. Land Uses and Displacements. Mitigation of potential impacts to prevailing land uses during construction is provided by the provisions to protect air and water resources and the recommendations of the COPA in regard to traffic management, safety and emergency provisions in response to accidental hazardous spills of hazardous materials, etc.
2.9 Physical Cultural Resources
2.9.1 Potential Impact
147. No impacts to physical cultural resources are anticipated. Unexpected discoveries could occur in the construction process, however.
2.9.2 Recommended Mitigation
148. To mitigate impacts due to discoveries of cultural or historic artifacts (movable or immovable) in the course of the work, the recommended COPA stipulates the Contractor shall take all necessary measures to protect the findings and shall notify the CSC and concerned Rayon and Oblast-level and central government levels representatives, including but not necessarily limited to the Maslikhat of Astana City.
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3.0 OPERATIONAL STAGE
3.1 Land
3.1.1 Potential Impact
149. No adverse impacts to the area's seismology or geological conditions or adverse impacts on geological resources or upon the area’s topographic conditions are expected due to Post-Construction/Operational Stage condition.
150. A modest beneficial impact on soils could be realized in the Post- Construction/Operational Stage. The LRT will be electrically driven and will not produce emissions along the ROW that could eventually find their way to area soils. Operation of the LRT will reduce the amount of automobile and bus traffic and emissions from fossil fuel consumption along the ROW. Generation of electricity to power the LRT will be largely dependent on coal. However, and there is a potential for impacts to soils in the vicinity of the Heat and Power Plants (HPPs) as a result of increased demand for electrical power.
3.1.2 Recommended Mitigation
151. Potential impacts to soils (and other environmental criteria) due to increased electrical demand and the subsequent increase in electrical power generation will be more than offset by the reduction in fossil fuel consumption. The reduction in emissions, however, will occur along the LRT ROW. The increase due to increased electrical demand will occur at the locations of the HPPs. These impacts can be mitigated by increased monitoring and enforcement of standards for plant emissions.
3.2 Water
3.2.1 Potential Impact
152. Impacts to water resources could extend into the Post-Construction/Operational Stage due to improper discharges from site facilities, including the New Railway Station, or because of unanticipated circumstances or accidents.
3.2.2 Recommended Mitigation
153. To mitigate potential impacts to water resources extending into the Post- Construction/Operational Stage, it is recommended that contracts stipulate that a final inspection is required one year into the operating period and contractor’s final payment is released only after a fully compliant audit is recorded. Potential water quality issues which require additional instrumented monitoring are addressed by provisions incorporated in the recommended COPA presented in Appendix 1. Identification of impacts to hydrology and water quality is part of the final inspection process and final payments can not be made until outstanding issues are resolved.
154. To mitigate potential impacts to water resources resulting from wastewater generation from the New Railway Station, the station will be connected to the wastewater collection network. Estimates and forecasting on the wastewater generation will be conducted as part of the design process and the estimated demand for service using this station (e.g., passengers, workers, etc.). The connectivity of the station to the sewerage network will be based on this forecasting. Water saving technology and grey water reuse schemes will also be implemented where possible, especially if the station is expected to be landscaped.
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3.3 Air
3.3.1 Potential Impact
155. Air quality impacts in the Operational Stage of the Project are expected to be beneficial along the length of the LRT ROW. The LRT will be electrically driven and will produce no emissions along the ROW. Its use will reduce the use of automobiles and buses in the area and thereby reduce the air pollutants.
156. Comparison studies of the efficiency of LRT versus personal vehicle use, bus systems and other forms of transit consistently find that when electricity is used as the main power supply LRT is substantially more energy efficient. A study published in 200520, for example, compared bus rapid transit systems (BRTs) and LRT directly to determine which of the two had lower emissions and energy consumption overall. The best scenario LRT system and BRT system were compared as well as the average LRT system and BRT system efficiencies. Averages for electricity consumption per passenger mile were used. A subsequent study completed in 200721 came to the same conclusion and developed the estimate of savings indicated by Table E-6 when comparing LRT to other forms of transit and personal vehicle use.
TABLE E-6: ENERGY CONSUMPTION BY MODE OF URBAN TRANSPORT Transport Mode Kilo-joules* /Passenger-km Commuter Rail – Electrically powered 1,798 Light Rail Transit – Electrically powered 2,278 Trolley Buses – Electrically powered 2,626 Motorbus – Fossil fuel powered 3,548 Automobile – Fossil fuel powered 3,778 * The joule is a derived unit of energy or work in the International System of Units. It is equal to the energy expended required to accelerate a mass of one kilogram at a rate of one meter per second squared through a distance of one meter. The equivalent English/Imperial unit is the British Thermal Unit (BTU) which is equal to 1.53 kilo-joules Source: Light Rail Technology Overview and Analysis, Rapid Transit Office, City of Hamilton (Canada) Public Works, April 2009 as adapted from Light Rail Now, 2007
157. Based on these findings, it can be estimated that an LRT powered by electricity consumes approximately by 64 percent of the energy per passenger-kilometer as bus transport and 60 percent of the energy per passenger-kilometer for private automobiles.
158. Detailed studies have also consistently found that LRT systems create fewer pollutants then either personal vehicle use or bus systems.22 In assessing the fossil fuel equivalent energy use, however, the comparison must be made on the basis of the full fuel cycle emissions, i.e., a complete accounting of emissions and energy use from primary feedstock extraction through final energy use. Electric rail vehicles emit no propulsion system pollution at their point of operation, thus removing a major source of emissions from urban areas. They are, however, dependent on and add to the emissions created at power plants from which the system gets its electricity. It is possible for light rail systems to have a ‘zero’ emissions system. This occurs when the energy being produced for the grid comes from a sustainable source, i.e., wind, solar or water. The ratios of fuel sources for electric power generation can also be modified to make the light rail system more efficient. For example, Calgary (Alberta, Canada) subsidizes its power generation with enough renewable energy from wind power to make the system have a net carbon footprint of zero. In Ontario (Canada), the fuel sources for electric power generation are changing. By 2025, the goal is to have a higher percentage of fuel sources be renewable.23 There will be an increased reliance on nuclear energy and other renewables (wind, water and solar).
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3.3.2 Recommended Mitigation
159. None warranted.
3.4 Noise and Vibration
3.4.1 Potential Impact
160. As noted in detail in Item 1.4.1 noise levels due to operation of the LRT will be influenced by the technical specifications of the equipment selected. Adoption and achievement of the recommended performance standard and/or incorporation of noise suppression/absorption features to reduce the noise levels so as not to exceed the Kazakhstan night time residential standard of 55 dB(A) will result in no significant impact.
3.4.2 Recommended Mitigation
161. Mitigation of noise and vibration impacts will require the routine monitoring of operational noise at critical locations and devising appropriate actions. If the recommendation to adopt ISO 14001 in the ALRT operations is adopted (See Part H: Conclusions and Recommendations) such actions will occur in a structured overall environmental management framework.
162. Measures to mitigate noise impacts in the Operational Phase are presented as a planning and design issue in the Pre-Construction Phase so that adverse impacts in the Operational Phase are avoided. Periodic monitoring to ensure that the system operates in compliance is recommended as detailed in the Project’s EMP (Section G).
163. Vibration impacts during the operational stage of the Project (if any) are expected to be negligible. Studies by the U.S. Federal Transit Administration (FTA) have found that ground-borne vibration from any type of train operations will rarely be high enough to cause any sort of building damage, even minor cosmetic damage. No mitigation action related to ground-borne vibration from LRT operations are considered likely to be warranted other than the identification of particularly sensitive medical equipment together with EMI mitigation as discussed below. In the event that complaints of vibration are attributed (correctly or not) to the LRT operations are received and instrumented monitoring is considered warranted in response thereto, situational monitoring is recommended to mitigate concerns. 75 VdB is recommended as the approximate dividing line between barely perceptible and distinctly perceptible, except that any applicable Kazakhstan standards for specific land use shall prevail. In the event that distinctly perceptible vibration is confirmed, mitigation measures will be developed on a case by case basis.
164. In the event that operation of the LRT does not meet the established noise standards, retrofitting actions will be required. Typical measures retrofitting for LRT projects include:
° Increasing the resiliency of the track and track bed; ° Using “soft wheels” (rubber pieces added to the wheel shell); ° Using Rubber Rail Boots to encase the rails and absorb vibration; ° Installing Vibration Mats/Concrete Slabs the under the tracks; ° Minimizing curves, crossovers, and turnouts in the track work to eliminate noise from sharp turns; ° Using automated rail lubricators to periodically release lubricants on sensitive areas of the track; and ° Constructing noise barriers and/or installing sound suppression panels.
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3.5 Electro-Magnetic Interference
3.5.1 Potential Impact
165. Recommendations have been made in Item 3.1.1 to incorporate provisions in the Project’s Design Contract to ensure that the threat of EMI affecting the medical facilities clustered in the vicinity of Station 109 is avoided by the incorporation of appropriate features in the Design Specification. Impacts would occur only if the Project Design failed to meet these specifications.
3.5.2 Recommended Mitigation
166. Mitigation of potential EMI impacts to sensitive equipment not already anticipated as part of the Project Design will require shielding of the affected equipment. As noted in Item 1.5 above, the most common form of shielding of medical equipment is the reinforcement of the outer enclosure using either metal or metalized plastic. The outer housing of the shielded medical device should be provided with openings for cables, switches, monitor, etc. Seams must be sealed using conductive EMI gaskets to maintain shielding protection. A conductive elastomer gasket usually provides current continuity between conductive panels. Medical equipment monitors and displays are generally fitted with EMI shielded windows, conductively mounted to a device’s enclosure.24
3.6 Biological Environment
3.6.1 Potential Impact
167. No significant adverse impacts to flora or fauna are expected in the Post- Construction/Operational Stage of the Project.
3.6.2 Recommended Mitigation
168. Although no impacts for flora or fauna are anticipated in the Construction/Operational Stage of the Project, to mitigate unanticipated impacts extending into the Post- Construction/Operational Stage, contracts stipulated that one year into the operating period a final inspection is required and Contractor’s final payment is released only after a fully compliant audit is recorded.
169. The audit must include verification that required re-vegetation has occurred and the plants are established. Any failures in this regard must be part of the final inspection process and final payments can not be made until outstanding issues are resolved. No additional mitigation actions to offset impacts to flora in the operational period are considered warranted.
3.7 Health and Safety
3.7.1 Potential Impact
170. Impacts to the local health facilities in the Operational Period could result from accidents.
3.7.2 Recommended Mitigation
171. Mitigation of potential impacts to local health facilities in the Operational Period will require coordination with local officials. The preparation of an Emergency Response Plan to respond to accidents and emergency is recommended as a part of ALRT’s or its Operating Contractor’s Operating Procedures.
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3.8 Socio-Economic Conditions
3.8.1 Potential Impacts
172. It is anticipated that most workers will be drawn from those already resident in the area. Nonetheless, especially of there are demands for construction workers due to other construction projects in the same time period, a significant number of additional construction workers could be attracted by the Project and retained in the Post- Construction/Operational Stage
173. Long-term demographic and economic impacts are considered likely due to the enhancement of transport infrastructure and this is viewed as a beneficial impact. These impacts are fully consistent with the goals and policies of the Astana General Development Plan and are considered to be beneficial.
174. Impacts to bus operators and those deriving income from taxi services will occur in the operational period due to reduced demands for such services.
175. No additional impacts to parameters discussed under the heading of Social and Economic Conditions are anticipated in the Operational Stage.
3.8.2 Recommended Mitigation
176. Recommended mitigation in the Operational Stage has been determined based on discussions and meetings with key stakeholders and informants (including bus and taxi drivers). Findings will be incorporated in the Project’s Poverty and Economic Assessment.
3.9 Physical Cultural Resources
3.9.1 Potential Impact
177. No impacts to physical cultural resources in the Operational Stage ate anticipated.
3.9.2 Recommended Mitigation
178. None warranted.
4.0 KEY IMPACTS AND MITIGATION
179. The Key Impacts and Mitigation associated with the Project are:
° The establishment of Design Specifications in the form of performance standards for noise (and the incorporation of contingency mitigation measures if the recommended standards are not met);
° The incorporation of EMI prevention/protection as a Design Requirement, especially in the vicinity of Station 109.
° Traffic impacts and the need for Traffic Management Plans
° The advisability of adopting an environmental management program to assist ALRT in its responsibility to meet the administrative and managerial needs of the Project in all three stages of the Project Cycle, specifically including the establishment of Design Specifications and Performance Standards.
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5.0 CUMULATIVE & INDUCED IMPACTS
180. The phrase “Cumulative Impacts” refers to impacts on the environment that result when the effects of implementing the Project's activities and sub-projects are added to effects of other past, present and reasonably foreseeable future actions. Cumulative impacts are important because impacts of individual projects may be minor when considered in isolation, but significant when the projects are viewed collectively.
181. The phrase “Induced Impacts” refers to impacts related to the activities that the Project is likely to prompt. For the Astana LRT Project, it is anticipated that operation of the LRT will induce ridership and reduce the amount of less efficient forms of transport.
182. In the case of the Astana LRT, the Astana General Development Plan, which takes all known and likely future developments in the area into account, provides the best picture of Cumulative Impacts. The Astana LRT is wholly consistent with and incorporated as part of the General Development Plan. The LRT’s Feasibility Studies have incorporated the projections of the General Development Plan as basis upon which the LRT plans have been devised.
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END NOTES
1 Comparison of Emissions from Light Rail Transit and Bus Rapid Transit, Christopher M. Puchalsky, 2005 and Light Rail Technology Overview and Analysis, Rapid Transit Office, City of Hamilton (Canada) Public Works, April 2009
2 Source: Light Rail Technology Overview and Analysis, Rapid Transit Office, City of Hamilton (Canada) Public Works, April 2009.
3 Comparison of Emissions from Light Rail Transit and Bus Rapid Transit, Christopher M. Puchalsky, 2005 and Light Rail Technology Overview and Analysis, Rapid Transit Office, City of Hamilton (Canada) Public Works, April 2009.
4 Ontario Ministry of Energy and Infrastructure, 2008
5 New Transportation System of Astana Feasibility Study (Update), Prepared by Hong Kong Transportation Development Ltd, A Vision Transportation Group Company (VTG), December 2009, Volume 3, page 3-23.
6 Converted using http://www.unitjuggler.com/energy-conversion.html.
7 Sound Transit, Regional Transport Summary Environmental Impact Statement (SEIS), Seattle, Washington (USA), June 2005.
8 Sound Transit, Regional Transport Summary Environmental Impact Statement (SEIS), Seattle, Washington (USA), June 2005, page 4.3-7 and http://members.ozemail.com.au/~eclaus/NoiseEquations.htm . 9 Confirmed by he Public Consultation Document for the Taraz Bypass Project, 30 March 2011, page 11.
10 The Smithsonian/NASA Astrophysics Data System (http://adsabs.harvard.edu/abs/1983JSV....87..285H), Hanson, C. E., Journal of Sound and Vibration, Volume 87, Issue 2, p. 285-294.
11 ALRT Public Consultation, 4 February 2012.
12 http://www.cincinnati- oh.gov/noncms/projects/streetcar/environmental/docs/Cincinnati%20Streetcar%20EA%20App%20H%20- %20Noise%20and%20Vibration%20Tech%20Report.pdf
13 Vibration and Noise Criteria used to Evaluate Environmental Impacts of Transportation Projects on Sensitive Facilities, Colin Gordon & Associates, California, 2005. http://gatewaycog.org/HSR_Project/lib/References- Vibration_and_Noise_Criteria_Used_to_Evaluate_Environmental_Impacts_2005.pdf
14 Sources for this section include University of Minnesota, Central Corridor Light Rail Project, EMI Threat Assessment, November 2009 and Silicone Valley Rapid Transit Project Final EIS, and the Light Rail Technology, Overview & Analysis, Rapid Transit Office City of Hamilton Public Works, April 2009.
15 Environmental Impacts and Mitigation, Electromagnetic Fields and Interference (EMF/EMI) – Draft Technical Memorandum, Urban Ring Phase 2 Project (Massachusetts), November 2007. http://web.mit.edu/facilities/about/planning/EOT_EMF_EMI_memo_110607.pdf
16 http://projects.soundtransit.org/Documents/pdf/projects/eastlink/deis/4.13_Electromagnetic_Fields.pdf
17 University of Minnesota, Central Corridor Light Rail Project, EMI Threat Assessment November 20, 2009 Progress Review Meeting and University of Minnesota Faculty Committee Assessment of Central Corridor Light Rail Transit Impacts to University of Minnesota Research February 18, 2010, http://lightrail.umn.edu/assets/pdf_new/faculty_report_feb-18-10.pdf.
18 Seals and other Materials Shield Against EMI Problems in Medical Devices, http://www.chomerics.com/tech/EMI_shld_%20Artcls/Using%20Conductive%20Seals%20to%20Guard%20Against%20EM I.pdf
19 The commission included the Chief Specialist of the Unit for Environmental Assessment and Environmental Management of the General Department (GU) "Department of Natural Resources and Environmental Management of Astana City" Zhanataev A.S., Chief Specialist of the Unit for Environmental Assessment GU "Yesil Department of Ecology Committee of Ecological Regulation and Control of the Ministry of Environment Protection, Republic of Kazakhstan" Zhakenov R. A., ecologist of the General Department (GU) "Department of Natural Resources and Environmental Management of Astana city" Sadiev O.T., specialist of the Construction Unit of TOO "Astana LRT" Auelbek O.O., design engineer of TOO "InvestPromProekt" Aliev S., and Representative of "Astana -Zelenstroi" Tileulesov N.E.,
20 Comparison of Emissions from Light Rail Transit and Bus Rapid Transit, Christopher M. Puchalsky, 2005 and Light Rail Technology Overview and Analysis, Rapid Transit Office, City of Hamilton (Canada) Public Works, April 2009
21 Source: Light Rail Technology Overview and Analysis, Rapid Transit Office, City of Hamilton (Canada) Public Works, April 2009.
22 Comparison of Emissions from Light Rail Transit and Bus Rapid Transit, Christopher M. Puchalsky, 2005 and Light Rail Technology Overview and Analysis, Rapid Transit Office, City of Hamilton (Canada) Public Works, April 2009.
23 Ontario Ministry of Energy and Infrastructure, 2008
24 Seals and other Materials Shield Against EMI Problems in Medical Devices,
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http://www.chomerics.com/tech/EMI_shld_%20Artcls/Using%20Conductive%20Seals%20to%20Guard%20Against%20EM I.pdf
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F. PUBLIC CONSULTATIONS, DISCLOSURE & GRIEVANCE MECHANISM
F. PUBLIC CONSULTATIONS, DISCLOSURE & GRIEVANCE REDRESS MECHANISM
ORGANIZATION OF PART F
1. The ADB Safeguard Policy Statement (SPS) stipulates that the "section (of environmental analyses which addresses public consultations and disclosure):
° Describes the process undertaken during the project design...
° Summarizes comments and concerns received from affected people and other stakeholders and how these comments have been addressed in the project design and mitigation measures ... and
° Describes the planned information disclosure measures ....and the process for carrying out consultation with affected people and facilitating their participation during project implementation." 1
2. Accordingly, these issues are discussed in item 1.0: Public Consultations and Disclosure under three sub-headings reflecting the SPS requirements.
3. The outline provided for the predation of the EIA presupposes that the Project will require a Grievance Redress Mechanism and stipulates that Part F of the EIA must address this need. The current situation and recommendations in regard to the needed Grievance Redress Mechanism is presented in Item 2.0
1.0 PUBLIC CONSULTATIONS AND DISCLOSURE
1.1 Public Consultations Conducted
4. Public Consultations in regard to the Astana LRT Project have been conducted as follows:
1.1.1 Feasibility Study Public Consultation - March 2009
5. The document entitled New Transportation System of Astana, Feasibility Study Update (2009), prepared by Hong Kong Transportation Development. Ltd., A Vision Transportation Group Company, documents that a Public Consultation, conducted by the Astana Akimat, was held to receive comments on the Pre-Ovos in March 2009.2 A summary of the meeting summary Feasibility Study Public Consultation - March 2009 is provided by Appendix 3. Issues raised are summarized in Item 1.2 below.
1.1.2 Round 1 ADB Draft EIA Public Consultation - 9 December 2011
6. The initial formal Public Consultations in regard to the preparation of the ADB EIA for Astana Project took place on 9 December 2011. An announcement of the Public Consultations appeared in area newspapers beforehand. A copy is presented in Appendix 3. Brochures describing the proposals were provided to those participating in the consultations. Sign-in sheets to provide a record of those attending were provided and sign- ins were solicited by ALRT staff. Copies of both the brochure are included in Appendix 3.
7. The Consultations venue was the Kazak Drama Theater, a centrally located facility. The Consultations occurred on a Saturday morning to facilitate maximum participation by the
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general public. Materials distributed at the Presentation were prepared in both Russian and Kazakh languages. The Attendees were welcomed to the Consultations by Ardan Talgat Nuraliuly, Chairman of ALRT. The Project was explained by the Chairman with reference to a PowerPoint Presentation which has been printed and also included in Appendix 3. The presentation lasted approximately one-half hour and was followed by a question and answer session with open microphones. Anyone with an interest in doing so was invited to speak.
8. Minutes of the Consultations are provided by Appendix 3. A summary of comments received and design responses are provided in Item 2.2 below.
1.1.3 Round 2 - ADB Draft EIA Public Consultation – 4 February 2012
9. The Round 2 ADB Draft EIA Public Consultations were conducted on the morning of 4 February 2012 at the Astana Akimat, Room 221. An announcement of the Public Consultations appeared in two area newspapers beforehand. Copies of the Executive Summary of the Phase 2 Environmental Impact Assessment were provided to those participating in the consultations. Sign-in sheets to provide a record of those attending were provided and sign-ins were solicited by ALRT staff. A copy of the Executive Summary is included as the initial section of the EIA, the document in hand. Copies of both the brochure are included in Appendix 3. Approximately 60 people were in attendance. The Chairman of Astana LRT officiated at the meeting.
10. The meeting commenced with an overview of the Project provided by the Chairman of Astana LRT. Comments in support of the Project were also offered by a representative of the ADB. An overview of the intent of the EIA, the methodology followed, and the major findings of the EIA were presented by the International Consultant responsible for its preparation. The floor was then opened for questions. As reported below.
1.1.4 Round 3 - ADB Draft EIA Public Consultation – 15 June 2013
11. The Round 3 ADB Draft EIA Public Consultations were conducted on the morning of 15 June 2013 at the Astana National Library meeting room. An announcement of the Public Consultations appeared in two area newspapers beforehand, and announcements were made on a number of bulletin boards of residential buildings along Syganaq Street. Sign-in sheets to provide a record of those attending were provided and solicited by ADB staff. Approximately 15 people were in attendance. The LRT Project Manager from the Astana LRT officiated at the meeting.
12. The meeting commenced with an overview of the Project provided by the LRT Project Manager, followed by a brief presentation by the ADB Environmental Specialist. An overview of the intent of the EIA, the methodology followed, and the major findings of the EIA were presented. The floor was then opened for questions as reported below.
1.2 Comments Received & Design Response
1.2.1 Feasibility Study Public Consultation - March 2009
13. Questions received at the Feasibility Study Consultations in March 2009 were primarily related to:
° Maintenance Depot Locations. At the time of the Feasibility Study Consultations two land plots were allocated for the depot: the (then) existing trolley depot an area on the left bank along Turan Avenue. (The depot locations have subsequently been relocated to the Airport and the Astana Railway Station.)
° The LRT Alignments. The planned routes of the LRT Network as it existed at that time
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were explained.
° Impact of noise, electro-magnetic fields and vibration. It was explained that at that time the Project included:
o Parapet walls on elevated guide-ways to reduce noise and direct it to the center of the bearing structure.
o Supporting structures were planned to use noise absorbing joints to allow isolation of the bearing structure from support structures of buildings thus preventing the distribution of vibration to surrounding buildings.
o Power supply would be finalized in the Design Stage, but nine substations were envisioned. The Project planned to work out details pertaining to electromagnetic impact.
° The reasons for moving away from trolleys. It was explained that although both systems use electricity, trolleys are on-ground transport and their movement around the city on certain routes and low speed at crossings lead to traffic jams causing exhaust gas emissions. New trains with electrical drives, on the other hand, will provide mostly elevated transport and their movements will not cause jams.
° Plans for heat and power supply for stations. It was explained that heat and power supply stations were expected to be connected to municipal networks, but this will be determined at further stages of designing.
° Plans for storm sewer and drainage systems. It was explained that construction works will not affect sewer drainage. Storm sewer system exists for storm waters and drains. Pollutants, such as heavy metals, oils and various precipitations will be filtered immediately in the depot in accordance with existing norms and rules to avoid occurrence of such substances in water bodies of the city. Additional discharges into waters are not envisaged.
° Adaptability to weather conditions of Astana City. It was explained that the new system fits weather conditions well. Lightening strike protection, snow protection etc. will be worked out on the engineering level.
° Energy supply scheme. It was explained that power will be supplied from nine traction substations.
° How many people the train will accommodate, cost of transportation, construction of the depot, travel time of trains. It was reported that at the time of the meeting the train was planned to accommodate 504 people, cost of tickets will be calculated on later stages of design, but it will not be expensive, the Depots were planned to be constructed in two stages.
1.2.2 Round 1 - ADB Draft EIA Public Consultation - 9 December 2011
14. Questions received at the Public Consultations in December 2011 related primarily to:
° LRT Bridge over Ishim River. The question was posed as a point of clarification to understand the relationship of the LRT Bridge to the existing bridge. It was explained that the LRT Bridge will be a separate structure.
° Sequencing of the Proposed Construction. The observation was presented that, to
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better serve the public, it would be advantageous to sequence construction of the portions of the LRT network serving the more densely populated and congested portions of the city first and to provide service to the Airport at a later date. It was observed that the needs of the center city are acute. The Airport is well served by existing roads. It was explained in response that it is anticipated that all three phases of the LRT will be constructed within the next five years. Construction of Phases 1 and 2 will be close to simultaneous. Although Phase 1 will be built slightly before Phase 2, this is a result of the fact that financing of Phase 1 could be more expeditiously arranged. Phases 2 and 3 will be constructed as soon as possible within the constraints of the essential financing arrangements.
° Timing of Property Acquisition and Demolition. Clarifications of the timing of property acquisition and demolition schedules were sought. Responses to these questions were provided in a “side-bar” to the main meeting at which the details and anticipated timing of events were discussed.
° Farsighted Comprehensiveness of the Proposal. It was observed that the proposed network will serve the existing area, but the needs of future development must also be adequately foreseen. The response noted more long range conceptual plans for Phases 4 and 5 to serve the expanding areas of the urban area are also in development.
15. None of the issues raised to date were comments suggesting a design response.
16. Comment forms posing four questions about the LRT were distributed at the Consultation. A copy of the questionnaire in both Russian and English is included in Appendix 3. A review of the responses indicates they concerned timely payment of resettlement funds, expressed hope that Phase 2 would begin operations as soon as possible and commented that as a new technology with low emissions or environmental risk they support the Project. Comments were also received in regard to consideration of an underground system and suggesting that the LRT should be contained within a greenbelt to enhance the environment.
1.2.3 Round 2 - ADB Draft EIA Public Consultation – 4 February 2012
17. Questions received at the Public Consultations in December 2011 related primarily to:
° The year in which Gete (also spelled Goethe) Street will see construction work. It was explained that most of the work along Gete Street is envisaged in the 3rd Phase of the Project, and in accordance with the sequence of phases, construction in this area will be carried out in 2014.
° Impact on buildings in old areas of Astana city. It was explained by the Chairman that the Project ‘New Transport System of Astana city’ uses newest LRT technologies, environmental impact on Astana city will be given the maximum consideration.
° Ability of the LRT to operate at – 40 C. The Chairman explained that the LRT system is designed with adaptation to temperature and climate conditions of Astana city (-40 C, +50 C).
° How big will be the noise from the rolling stock? Answer: The Project will use noise and vibration insulation system at track structures, including rails, and it was explained by the Chairman that the noise level are not expected to exceed 60 dB.
° Why will the project construction start from the airport? Answer: the Project ‘New Transport System of Astana city’ was developed in consideration of the integrated
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approach to city planning, street and road network and funding, meaning that all project phases were carefully examined to find the optimal construction sequence.
° Why should the Project spend money for environmental assessments? Answer: in accordance with requirements to construction projects, it is mandatory to include environmental assessments into the project activities.
° What is the payback period of the project? Answer: the project is a long-term and purely social one.
° After the 3 phases of the project, will other lines be constructed in the city? Answer: Options for perspective LRT lines are being considered.
° What will be the speed of the rolling stock? Answer: the average designed speed is 40 km/h, a fairly high one in comparison with city buses with the speed of 20-25 km/h.
° Where will the LRT line be located on Potanin Street? Answer: LRT line on Potanin str. will be in the center of the roadway.
18. None of the issues raised to date were comments suggesting a design response.
19. Comment forms posing four questions about the LRT were distributed at the Consultation. A copy of the questionnaire in both Russian and English is included in Appendix 3.
1.2.4 Round 3 - ADB Draft EIA Public Consultation – 15 June 2013
20. Questions received at the Public Consultations on June 15, 2013 related primarily to the following:
° How the project links with a bus system and provides facilities for pedestrians and cycling routes, and how it refines the traffic in the city. It was explained the project is being coordinated with another activity to provide a BRT system in Astana that will also be phased and inter-linked with the LRT system. The detailed design phase of the project will include detailed traffic management plans for both the construction and the operation stages.
° Will the 12 trains per day be enough to give the added benefit of the LRT system and serve the City of Astana. It was explained that there is an ongoing feasibility study that is re-evaluating the traffic volume projections and this number may be increased to 16 trains.
° Wouldn’t the LRT work better if connected to a bus system. It was explained that it will be connected to a comprehensive BRT network.
° The construction phase could be catastrophic for business owners along the corridor. It was explained that the EMP will include detailed traffic management plans for the access to residences and businesses along the alignment during construction. It was also explained that this is a temporary impact and given the importance of the project for Astana as a city, all residents of Astana should work together to make it work.
° Will the new train station be operational for the Expo 2017. It was explained that the plan was to have Phase 1 operational by 2017.
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° What will the frequency of the monitoring be. It was explained that different indicators have different frequencies of monitoring and that detailed monitoring programs have been developed for the construction and operation phases.
° The issue of trees and any loss of trees is sensitive and has to be carefully delivered to the public. It was explained that a detailed survey of trees has been conducted and the number of trees that will be lost was determined. A replacement plan has also been put in-place, and the EMP will include an awareness, outreach, and communication plan to keep the public informed of progress.
° How will the public be kept informed of project progress. It was explained that there will be awareness materials and information, and the Astana LRT emphasized that their door is always open to the public.
° Will the LRT system be a security threat. It was explained that the design specifications include real-time continuous monitoring of stations and trains via CCTV. It was also explained that stations and trains will be continuously staffed with security personnel.
1.3 Planned Information Disclosure
21. In compliance with ADB's requirements for EIA (Category A environmental analyses), the document will be provided for disclosure on the ADB website prior to Board consideration of the Project.3
22. The Contractor(s) will be contractually obligated to notify and inform the public of construction operations prior to construction works, publish an emergency response plan disclosing his intentions to deal with accidents and emergencies, including environmental/public health emergencies associated with hazardous material spills and similar events, etc.
2.0 GRIEVANCE REDRESS MECHANISM
23. Grievances (i.e., complaints in regard to damages or losses suffered as a result of the Project or Project-related activities) are an unfortunate, but normal and predictable aspect of large scale construction projects, especially those that affect established urban areas. The need for an established process and procedures to provide redress (i.e., to compensate for legitimate grievances) is recognized in the design of such projects – and a requirement of good management practice and the requirements of the ADB.
24. Consultations with the legal staff of ALRT4 indicate it is most likely that an entity to manage the Project’s Grievance Procedures will be established within ALRT rather than contractual arrangements. Recommendations were put forward for a four-part framework in which grievances which can not be reconciled between the aggrieved party and the Contractor will be referred for resolution to:
° The ALRT Grievance Unit. A Grievance Unit will be created within ALRT. The ALRT Grievance Unit will establish procedures so that Affected Persons (APs) or other concerned individuals may visit, call or send a letter or fax to the appropriate officials to register their comments or complaints related to land acquisition or other aspects of the Projects. The ALRT Grievance Unit will be required to maintain a record-book to register the complaints, keep track of their status and report monthly to the Project Management. Typically reports and complaints resolution will be subject to follow-up by an External Monitoring/Evaluation Team (the composition of which is discussed below) and by the Project Management. The reports and the process of dispute resolution are also typically observed/monitored by the External Monitoring/Evaluation Team. If the issues cannot be
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resolved by the ALRT Grievance Unit and the other parties within a two-week period, disputes are typically referred to the next step as follows.
° The District Akimats. An agreement for the involvement of the District Akimat will be required and is the subject of on-going discussions with ALRT. If the District Akimats are involved, the issues cannot be resolved at the level of the ALRT Grievance Unit will be referred to District Akimat for the area in dispute. Issues that cannot be resolved with the assistance of the District Akimat and the other parties within a two-week period will be referred to the next step as follows.
° The City Akimat. An agreement for the involvement of the City Akimat will also be required. If the issues cannot be resolved with the assistance of the City and the other parties within a two-week period, disputes are typically referred to the next step as follows.
° The Courts. The court’s decision shall be final and binding.
25. External Monitoring/Evaluation Team. The ALRT Grievance Redress Process will be subject to review by the External Monitoring/Evaluation Team as well as Project Management. The composition of the External Monitoring/Evaluation Team has not yet been established but, in addition to ALRT LLP Management and the Akimat of Astana, it is expected to include additional local agencies, representatives of civil society and non- government organizations (NGOs) as recommended by the PPTA’s Social Specialist.
26. Steps in the Grievance Process. Grievance redress procedures expected to be adopted by the Project aim to provide an effective and systematic mechanism in responding to queries, feedbacks and complaints from stakeholders and the general public.
27. The Process will include provisions to appeal any disagreeable decision, practice or activity arising from land or other assets compensation. Information about the land acquisition and other aspects of the Project will be provided to the ALRT LLP and Akimat of Astana.
28. The Grievance resolution process will follow the steps:
° First, complaints resolution will be attempted at the ALRT LLP level with the involvement of relevant parties (including design contractor, land/property valuation contractor, etc.) and informal mediators (such as representatives of civil society). If the issue cannot be resolved within two weeks, the ALRT LLP will pass the complaint to the Akimat of Astana for review and resolution.
° Second, complaints resolution will be attempted at the level of Akimat of Astana with the involvement of the ALRT LLP (including valuation contractor, other relevant contractors), district authorities and informal mediators (such as representatives of civil society). Within two weeks the Akimat of Astana will discuss the case and recommend its settlement to parties. If the case remains unsolved a complaint can be lodged to the court.
° If after the intervention and assistance with the Akimat of Astana no solution has been reached and if the grievance redress system fails to satisfy the complainants, they can pursue further action by submitting their case to the appropriate court of law. Nevertheless, abovementioned grievance mechanism does not limit the citizen’s right to submit the case to the court of law just in the first stage of grievance process.
29. Grievance Focal Points, Complaints Reporting, Recording and Monitoring. Complaints will be received through the staff of the ALRT LLP or Akimat of Astana.
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Grievance Focal Points will be designated at these levels to receive, help to resolve, report or forward complaints. Individuals will be invited to visit, call or send a letter or fax to any of the Grievance Focal Points to register their comments or complaints related to land acquisition or other aspects of the project.
30. The Akimat of Astana and ALRT LLP will be required to maintain a record-book to register the complaints, keep track of their status. Complaint forms will be available at these entities to facilitate recording of complaints. The information of grievance resolution will be summarized in ALRT LLP progress reports to be submitted to ADB. The reports and the process of dispute resolution will be observed/monitored by the External Resettlement Monitoring Agency to be engaged by ALRT LLP, as well as by the ADB.
31. The information about the grievance resolution process will be disseminated through information brochures and will be presented during public consultations. The information on grievance resolution process will be also available at Akimat of Astana and ALRT LLP office.
END NOTES - PART F
1 Safeguard Policy Statement, Asian Development Bank, Appendix 1, 2009, approved July 2009, effective February 2010.
2 New Transportation System of Astana, Feasibility Study Update (2009), prepared by Hong Kong Transportation Development. Ltd., A Vision Transportation Group Company, December 2009, page 11-28.
3 http://www.adb.org/environment/faqs.asp
4 Utembayev Madir Nurbulanovich, Head of Legal Department, and Aliyeva Anastasia Bagdatovna, Contract and Procurement Specialist, 12 December 2011.
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G. ENVIRONMENTAL MANAGEMENT PLAN
G. ENVIRONMENTAL MANAGEMENT PLAN
INTRODUCTION
1. This section of the EIA provides the Environmental Management Plan (EMP) to assist in the implementation of the Project. EMPs are described by the ADB Safeguard Policy Statement (SPS, 2009) as a set of “measures to be taken during the project implementation to avoid, reduce, mitigate, or compensate for adverse environmental impacts (in that order of priority.)1 The EMP is divided into four sub-sections:
° Mitigation (Item 1.0) ° Monitoring; (Item 2.0) ° Institutional Arrangements (Item 3.0); ° Costs (Item 4.0).
1.0 MITIGATION
2. The mitigation measures initially discussed in Part E: Impacts and Mitigation are the key elements of the EMP and are presented in tabular form by Table G-1 through Table G-3.
3. Many of the mitigation measures involve the avoidance of adverse environmental impacts as the first priority, e.g., ensuring that performance standard for noise exposures are established so as to avoid the potential for adverse noise impacts altogether and requiring supplemental measures only as a last resort. Measures to reduce or mitigate impacts that are unavoidable include time-of-day restrictions on construction activities to lessen the severity of their impact. Compensation as a form of mitigation is limited to those impacts quantified by the accompanying Social Analysis and Land Acquisition and Resettlement Plan (LARP). In compliance with the recommendations of the SPS, mitigation is explained in terms of the potential impact or issue requiring action and the recommended mitigation measure, including links to other related plans (e.g., the LARP).
4. The tabulation is presented for each stage of the Project Cycle as was the case with the preceding sections of the EIA. As the first order of business in the Pre-Construction Stage the preparatory and prerequisite steps for the implementation of the EMP are identified. Thereafter, each of the major environmental criteria is addressed in turn, i.e., mitigation and monitoring specifically related to:
- Land; - Water; - Air - Noise & Vibration - EMF - Biological Resources; and - Social/Cultural Considerations.
5. The same sequence is followed to present mitigation recommendations for each environmental criterion in the subsequent stages, the Construction Stage (Table G-2); and Post-Construction-Operational Stage (Table G-1).
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TABLE G-1: RECOMMENDED MITIGATION ACTIONS 1.0 PRE-CONSTRUCTION STAGE 1. 1 Design-Related And Other Preparatory Mitigation Actions Potential impact Mitigation Measure & Related Links Schedule Responsible Agencies or issue EMI becomes a concern only when sensitive equipment is in its path. The possibility of EMI affecting hospital and medical facilities in the area in the vicinity of Station 109 has been noted. It is recommended that the Design Brief Astana LRT as Project Incorporate EMI specify that the Design Consultant shall define the extent of this possibility in consolation with the potentially As soon as practical in the Proponent to ensure that its prevention in the affected parties and provide protection in the design to ensure avoidance of such impacts. A Memorandum of Design Stage of the consultants conform to its Project Design. Agreement between ALRT and the concerned medical facilities agreeing to a specified course of action should be Project. specifications. negotiated when the technical specifications of the selected LRT system and the extent of potential EMI threat become known. Establish the maximum As part of the Design and Procurement process it is recommended that ALRT establish a maximum acceptable As soon as practical in the Astana LRT as Project noise exposure for noise exposure of 62 db at a distance of five meters from the edge of the tracks based on the Project’s train Design Stage of the Proponent with consulting incorporation in Design frequencies and hours of operation. Project. services as it deems necessary. and Procurement. Provide for noise suppression panels or other technologies in the vicinity of In the event that the recommended performance standard of 62 db at a distance of five meters from the edge of As soon as practical in the Astana LRT as Project station109 near the the tracks based on the Project’s train frequencies and hours of operation is not achieved, it is recommended that Design Stage of the Proponent with consulting medical facilities (and the design include any necessary design features to accommodate noise suppression panels near station 109 Project. services as it deems necessary. possibly elsewhere) if that is close to the medical facilities (and possibly elsewhere) if needed. needed (e.g., near the concert center or the national museum). Selection of Project The selected PMC must be able to provide ALRT with the full range of environmental management expertise the Management Project will require. The optimum size of the staff involved in environmental management will be dependent on the As soon as practical in the Astana LRT as Project Consultant (PMC) and overall management approach adopted by ALRT. It will also depend on how many construction packages are Design Stage of the Proponent with consulting Environmental Staffing undertaken simultaneously. Clearly, however, an adequately sized and skilled staff to deal with the issues Project. services as it deems necessary. of ALRT presented will be essential. Assessment of the Documentation of specific proposals in a report following a scoping process (as described in Part H of this EIA) As soon as practical in the A responsibility of Astana LRT Required Prefabrication and supplemental environmental documentation (a supplemental IEE or EIA or other appropriate environmental Design Stage of the as Project Proponent. Plant documentation) is required. Project. ISO 14001 has no legal authority. It will imply no legal commitment other than compliance with the laws of Adoption of an ISO Kazakhstan. Its procedures are flexible. It does not add new regulatory requirements. It does not replace technical Astana LRT as Project 14001 Approach to requirements embodied in statutes or regulations. But it does require that organizations such as ALRT put in As soon as practical. Proponent with consulting Environmental place and implement a series of practices and procedures that, when taken together, result in a sound services as it deems necessary. Management. environmental management system. Adoption of CEAP Astana LRT as Project requirements as an Formal acknowledgement of the incorporation of the CEAP requirements is recommended. As soon as practical. Proponent with consulting integral part of the services as it deems necessary. EMP. Environmental Incorporation of the COPA recommendations in bid and contract documents will require the key ALRT staff and its Astana LRT as Project As soon as practical. Management consultants to be fully familiar with the contract provisions, Proponent with consulting
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Workshops for ALRT services as it deems necessary. staff. Incorporation of environmental After workshops and Detailed Design Bid documents must not be issued unless the stipulated requirements are fully translated and fully understood by requirements in bid before issuance of bid Consultant and Astana LRT staff and its consultants and by potential bidders. documents prior to documents. Astana LRT contract specialists. issuance. Enhanced Contractor Project Management Previous experience indicates the advisability of providing training workshops and institutional strengthening to understanding of Consultant (PMC) both Astana LRT staff and its consultants in regard to the specific requirements of the Project. environmental Prior to issuance of bid or retained mitigation measures documents. experts to plan Workshops are recommended to familiarize Contractors with the requirements for CEAPs and the supervision of and requirements of and deliver such their implementation. CEAPs prior to bids. training Incorporation of A responsibility of Astana LRT environmental Explicit consideration of the environmental requirements of the bid solicitation must be made part of the bid review Incorporated in the bid as Project Proponent with compliance in the bid and award process. review and award process. consulting services as it deems review process. necessary. Provided by National Assistance to Workshops to provide CEAP Preparation Assistance to successful bidders by a National Environmental Immediately after bid Environmental Consultant under Contractors in the Consultant for one month following the bid awards are recommended awards. contract to Astana LRT or its Preparation of CEAPs. designee. Contractor-conducted A required Contractor survey of land uses Provisions are incorporated in the COPA to mitigate impacts due to pile driving and other construction activities. It Incorporated in bid responsibility with the susceptible to noise, will be incumbent upon the Contractors to survey susceptible land uses in the construction area and, if warranted, solicitation documents participation Astana LRT as vibration and EMI document (including photo-documentation) of the existing conditions at susceptible structures. Project Proponent. impacts. Adequacy of Re- Basic re-vegetation of disturbed areas to avoid erosion and excessive runoff are included in the recommended To be included in the Astana LRT with supporting vegetation COPA. Re-vegetation plans pursuant thereto must be prepared as part of Project Design and are required as part CEAP submission. analysis as it deems necessary. Provisions of the Contractor's initial CEAP submission. The recommended COPA specifies that a Traffic Control Plan shall be submitted to explain the means and methods to be taken for proper and adequate control of traffic during the course of the Works. This Plan shall include but not be limited to: A responsibility of Astana LRT Review of Contractor- To be incorporated in bid as Project Proponent with Prepared Traffic ° The traffic control equipment the Contractor proposes to use for the Works; solicitation documents as consulting services as it deems Management Plans ° Traffic control signage including location and sign descriptions; soon as possible. necessary. ° How and when the Contractor proposes to use traffic control flag men; ° Traffic control means during no-working periods; ° Traffic control means and devices for night and off-hour periods. 1.2 Land-Related Mitigation Potential impact Mitigation Measure & Related Links Schedule Responsible Agencies or issue Impacts associated To mitigate potential impacts to topography, soils and physiographic conditions, the recommended COPA Inspections to ensure The ESO must be responsible with all quarries. provisions stipulate that: compliance are discussed for day-to-day issues of below as part of the environmental management ° Licensed quarrying operations for material sources must be used and all uses sources require the prior Construction Stage such as proper quarry approval of the CSC. The potential impact of transport of quarried materials must be considered in the activities. operations. Compliance
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approval process. assurance must be the responsibility of the CSC. ° If licensed quarries are not available the Contractors may be made responsible for setting up their dedicated crusher plants at approved quarry sites only with the approval of the CSC.
° Plans for quarry operations must be included in the required CEAP submission. Borrow pits cause The following conditions must apply to borrow pits: Inspections to ensure Appointment and approval of drainage and visual compliance are discussed ESO is required before work problems and present a ° The locations of all borrow pits require the prior approval of the CSC before any material is removed and all below as part of the can commence. potential for increased must be located outside the ROWs. Construction Stage vector activity (e.g., activities. The ESO must be responsible mosquitoes or water ° Borrow pits must be developed in a manner which does not cause drainage or visual intrusion or present a for day-to-day issues of contamination). potential for increased vector activity (e.g., mosquitoes or water contamination). environmental management and must be subject to the CSC’s ° Pit restoration must follow the completion of works in full compliance all applicable standards and approval. The Contractor must specifications. not undertake any works on the Site until the ESO has ° The excavation and restoration of the borrow areas and their surroundings, in an environmentally sound commenced duties on Site manner to the satisfaction of the CSC is required before final acceptance and payment under the terms of unless specifically agreed in contracts. writing by the CSC.
° Borrow pit areas must be graded to ensure drainage and visual uniformity, or to create permanent tanks/dams.
° Topsoil from borrow pit areas must be saved and reused in re-vegetating the pits to the satisfaction of the Contractor.
° Additional borrow pits must not be opened without the restoration of those areas no longer in use. Need for proper Mitigation of potential adverse impacts due to earth-moving, cut and fill and similar requirements must include Inspections to ensure The ESO must be responsible drainage and re- contract stipulations which require: compliance are discussed for day-to-day issues of vegetation (Phase 1 below as part of the environmental management Embankments). ° Selection of less erodible material, placement of gibbons and riprap and good compaction, particularly around Construction Stage such as proper quarry bridges and culverts. activities. operations.
° Specification that final forming and re-vegetation must be completed as soon as possible following fill Compliance assurance must be placement to facilitate regeneration of a stabilizing ground cover. the responsibility of the CSC.
° Trenching where necessary to ensure successful establishment of vegetation.
° Seeding with a fast growing crop and potential native seed mix immediately after fill placement to prevent scour and to encourage stabilization.
° Placement of grass sods where applicable.
° Stabilization of embankment slopes and road cuts by re-vegetation with grazing resistant plant species, placement of fiber mats, riprap, rock gabbions, or other appropriate technologies.
° Completion of discharge zones from drainage structures with riprap to reduce erosion when required.
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° Down drains/chutes lined with rip-rap/masonry or concrete to prevent erosion.
° Side slopes adjusted in the range based on soil and other conditions as specified by the Project Specifications to reduce erosion potential. It is recommended that steep slopes be stabilized, covered with riprap or other material to prevent soil erosion.
° Use of stepped embankments for embankments greater than six meters. Construction in erosion- and flood- prone areas restricted to the dry season.
° Use stepped embankments for embankments greater than six meters. 1.3 Water-Related Mitigation Potential impact Mitigation Measure & Related Links Schedule Responsible Agencies or issue Impacts to water To mitigate potential impacts to area waterways, the following conditions must apply to the Contractor's All required facilities to The Contractor’s Environmental resources in later Construction Camps and work staging areas: avoid impacts to water Specialist is responsible for the stages are largely resources must be preparation of the CEAP determined by ° Waste Disposal. All water and waste products arising on the site must be collected, removed from the site via indicated on the required indicating all required actions to decisions taken (by a suitable and properly designed temporary drainage system and disposed of at a location and in a manner CEAP and construction mitigate potential impacts to design or default) in the that causes neither pollution nor nuisance. The site plan required as part of the CEAP must indicate the cannot begin until the water resources. Pre-Construction system proposed and the locations of related facilities in the site, including latrines, holding areas, etc. There CEAP is approved by the Stage, particularly must be no direct discharge of sanitary or wash water to surface water. Disposal of materials such as, but not CSC. Approval of the CEAP by the stipulations the limited to, lubricating oil and onto the ground or water bodies must be prohibited. Liquid material storage CSC is required prior to the Project’s bid and tender containment areas must not drain directly to surface water. Liquid material storage containment areas initiation of construction. documents and equipped with drains must be valved, and the valve must be maintained locked in the closed position with contract specifications. supervisory control of the key. Lubricating and fuel oil spills must be cleaned up immediately and spill clean-up Once the CEAP is approved, must be materials be maintained at the storage area. the CSC is required to undertake periodic ° Drainage. The site plan required as part of the CEAP must be devised to ensure that rain run-off from the unannounced site inspections to construction sites is not deposited directly into any watercourse, stream, or canal and must indicate the ensure compliance. The system proposed, including the locations of retention ponds and other facilities. There must be no direct Contractor is responsible for discharge of sanitary wastewater, wash water, chemicals, spoil, waste oil or solid waste to surface water preparation and submission of bodies. Fuel, lubricating oil and chemical spills must be contained and cleaned-up immediately. Spill clean up monitoring reports. The CSC is equipment must be maintained on site. responsible to review of monitoring reports and ° Fueling Operations. Fueling operations must occur only within containment areas. identification of environmental issues requiring resolution. ° Relationship to Watercourses. The site plans required as part of the CEAP must be devised to ensure that, insofar as possible, all temporary construction facilities are locate at least 50 meters away from a water course, stream, or canal.
° Wheel Washing Facilities. If determined warranted by the CSC, the Contractor must provide a wash pit or a wheel washing and/or vehicle cleaning facility at the exits from the sites. If so requested, the Contractor must ensure that all vehicle are properly cleaned (bodies and tires are free of sand and mud) prior to leaving the site areas. The Contractor must provide necessary cleaning facilities on site and ensure that no water or debris from such cleaning operations is deposited off-site.
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° Other Water-Related Facilities. The Contractor is required to construct, maintain, remove and reinstate as necessary temporary drainage works and take all other precautions necessary for the avoidance of damage by flooding and silt washed down from the Works. Site Plans must indicate adequate precautions to ensure that no spoil or debris of any kind are allowed to be pushed, washed down, fallen or be deposited on land or water bodies adjacent to the Site.
Other water quality provisions applying to construction camps and work sites must include but must not be limited to the following:
° All existing stream courses and drains within, and adjacent to, the Site must be kept safe and free from any debris and any excavated materials arising from the Works. Chemicals, sanitary wastewater, spoil, waste oil and concrete agitator washings must not be deposited in the watercourses.
° All water and waste products arising on the Site must be collected, removed from the Site via a suitable and properly designed temporary drainage system and disposed of at a location and in a manner that must cause neither pollution nor nuisance.
° Drainage works must be constructed, maintained, removed and reinstated as necessary and all other precautions necessary for the avoidance of damage by flooding and silt washed down from the Works must be taken. Adequate precautions must be taken to ensure that no spoil or debris of any kind are allowed to be pushed, washed down, fallen or be deposited on land adjacent to the Site.
° In the event of any spoil or debris from construction works being deposited on adjacent land or any silt washed down to any area, then all such spoil, debris or material and silt must be immediately removed and the affected land and areas restored to their natural state by the Contractor to the satisfaction of the Engineer.
° Downstream slopes must be stabilized with concrete, rock gabions or walls to avoid erosion where warranted.
° Contractor must ensure that construction camps and other potential sources of secondary impacts are properly sited and provided with drainage and wastewater facilities. 1.4 Air-Related Mitigation Potential impact Mitigation Measure & Related Links Schedule Responsible Agencies or issue Air quality impacts in To mitigate potential impacts to air quality in the subsequent stages of the work, adoption of the COPA provisions All required facilities to The Contractor’s Environmental later stages are largely presented in Appendix 1 is a key element in the EMP. Aspects related to air quality include stipulations that: avoid impacts to air quality Specialist is responsible for the determined by must be indicated on the preparation of the CEAP decisions taken (by Furnaces, boilers or other similar plant or equipment using any fuel that produce air pollutants must not be required CEAP and indicating all required actions to design or default) in the installed without prior written consent of the CSC. Burning of debris or other materials must not occur on the Site. construction cannot begin mitigate potential impacts to air Pre-Construction until the CEAP is approved quality. Stage, particularly the Dust suppression measures including but not limited to the following must be implemented: by the CSC. stipulations of the Approval of the CEAP by the Project’s bid and tender ° Stockpiles of sand and aggregate greater than 20 cubic meters for use in concrete manufacture must be CSC is required prior to the documents and enclosed on three sides, with walls extending above the pile and two (2) meters beyond the front of the piles. initiation of construction. contract specifications. Locations must be indicated by the CEAP. Once the CEAP is approved,
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° Effective water sprays must be used during the delivery and handling of all raw sand and aggregate, and other the CSC is required to similar materials, when dust is likely to be created and to dampen all stored materials during dry and windy undertake periodic weather. unannounced site inspections to ensure compliance. The ° Areas within the Site where there is a regular movement of vehicles must have an acceptable hard surface Contractor is responsible for and be kept clear of loose surface material. Locations must be indicated by the CEAP. preparation and submission of monitoring reports. The CSC is ° Conveyor belts must be fitted with wind-boards, and conveyor transfer points and hopper discharge areas responsible to review of must be enclosed to minimize dust emission. All conveyors carrying materials that have the potential to create monitoring reports and dust must be totally enclosed and fitted with belt cleaners. Locations must be indicated by the CEAP. identification of environmental issues requiring resolution. ° Cement and other such fine-grained materials delivered in bulk must be stored in closed silos fitted with a high-level alarm indicator. The high-level alarm indicators must be interlocked with the filling line such that in the event of the hopper approaching an overfull condition, an audible alarm must operate, and the pneumatic line to the filling tanker must close. Locations must be indicated by the CEAP Plan.
° All air vents on cement silos must be fitted with suitable fabric filters provided with either shaking or pulse-air cleaning mechanisms. The fabric filter area must be determined using an air-cloth ratio (filtering velocity) of 0.01 - 0.03 m/s.
° Weigh hoppers must be vented to a suitable filter.
° The filter bags in the cement silo dust collector must be thoroughly shaken after cement is blown into the silo to ensure adequate dust collection for subsequent loading.
° Adequate dust suppression including water bowsers with spray bars.
° Areas of reclamation must be completed, including final compaction, as quickly as possible consistent with good practice to limit the creation of wind blown dust.
° All roads within the construction areas of the Site must be sprayed to control dust as frequently as determined warranted by the CSC.
° All vehicles, while parked on the Site, must have their engines turned off.
° All equipment and machinery on the Site must be checked at least weekly and make all necessary corrections and or repairs to ensure compliance with safety and air pollution requirements.
° All vehicles must be properly cleaned (bodies and tires are free of sand and mud) prior to leaving the site areas. The necessary cleaning facilities must be provided on site to ensure that no water or debris from such cleaning operations is deposited off-site. Locations must be indicated by the CEAP Plans.
° All trucks used for transporting materials to and from the site must be covered with canvas tarpaulins, or other acceptable type cover (which must be properly secured) to prevent debris and/or materials from falling from or being blown off the vehicle(s).
° Construction walls must be provided in all locations where strong winds cause the blowing of dust and debris.
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At any concrete batching plant or crushing plant being operated on the Site the following additional conditions must apply:
° Dust nuisance as a result of Project activities must be avoided. An air pollution control system must be installed and must be operated whenever the plant is in operation.
° Where dusty materials are being discharged to vehicles from a conveying system at a fixed transfer point, a three-sided roofed enclosure with a flexible curtain across the entry must be provided. Exhaust fans must be provided for this enclosure and vented to a suitable fabric filter system. Locations must be indicated by the CEAP.
° Any vehicles with an open load carrying area used for moving potentially dust-producing materials must have properly fitting side and tailboards. Materials having the potential to create dust must not be loaded to a level higher than the side and tail boards, and must be covered by a clean tarpaulin in good condition. The tarpaulin must be properly secured and must extend at least 300 millimeters over the edges of the side and tailboards.
° The concrete batching plant and crushing plant sites and ancillary areas must be frequently cleaned and watered to minimize any dust emissions.
° Dry mix batching must be carried out in a totally enclosed area with exhaust to suitable fabric filters.
Other Provisions related to Air Quality. Additional provisions related to air quality must apply as specified in Appendix 1. 1.5 Noise & Vibration-Related Mitigation Potential impact Mitigation Measure & Related Links Schedule Responsible Agencies or issue Noise - including To mitigate potential noise impacts, the recommended contract conditions stipulate that: All required facilities to The Contractor’s Environmental construction noise on avoid noise and vibration- Specialist is responsible for the the jobsite and adjacent ° Off-site noise levels due to construction activities must not exceed a Leq* of 75 dBA at any time and, insofar related impacts must be preparation of the CEAP areas and noise as possible, must not exceed an indoor Leq of 55 dBA during the day (6:00 to 8:00 PM) and 40 dBA at night indicated on the required indicating all required actions to generated along any (8:00 PM to 6:00 AM. CEAP and construction mitigate potential noise and transport routes used cannot begin until the vibration impacts. by the Project. ° The maximum acceptable jobsite noise level (Lmax) must not exceed 85 dBA unless protective equipment is CEAP is approved by the supplied. CSC. Approval of the CEAP by the CSC is required prior to the To avoid potential adverse noise and vibration impacts, the recommended COPA provisions state that the initiation of construction. Contractor must: Once the CEAP is approved, ° Be responsible for repairing any damage caused as the result of vibrations generated from or by the use of his the CSC is required to equipment, plant, and machinery. undertake periodic unannounced site inspections to ° Erect temporary noise barriers where schools and other sensitive receptors (e.g., medical facilities) are within ensure compliance. The 50 meters of construction activities. Contractor is responsible for preparation and submission of ° Provide public notification of construction operations prior to construction works. monitoring reports. The CSC is responsible to review of
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° Ensure that sensitive receptors must be avoided as possible (i.e., aggregate crushers, operators, etc.). monitoring reports and identification of environmental ° Ensure that all exhaust systems must be maintained in good working order; properly designed engine issues requiring resolution. enclosures and intake silencers must be employed; and regular equipment maintenance must be undertaken.
° Ensure that stationary equipment must be placed as far from sensitive land uses as practical; selected to minimize objectionable noise impacts; and provided with shielding mechanisms where possible.
° Schedule operations to coincide with periods when people would least likely be affected; work hours and work days must be limited to less noise-sensitive times. Hours-of-work must be approved by the site engineer having due regard for possible noise disturbance to the local residents or other activities. Construction activities must be strictly prohibited between 10 PM and 6 AM in the residential areas.
° The Contractor must also note and record the condition of the structure being monitored and any change in condition from the time of the previous round of monitoring.
* Notes: Leq is defined as an energy-averaged sound level that includes both steady background sounds and transient short-term sounds commonly used to describe traffic noise levels that tend to experience hourly peaks.
L10% - the sound level exceeded 10 percent of the measurement period and represents the peak sound levels.
L90% - the sound level exceeded 90 percent of the measurement period and is commonly used to represent background sound levels.
Lmax - the maximum sound level. 1.6. EMI-Related Mitigation Potential impact Mitigation Measure & Related Links Schedule Responsible Agencies or issue Avoidance of EMI by appropriate actions at the start of the Design Stage while avoidance is still possible is identified above as the first preparatory actions above. The possibility of EMI affecting hospital and medical Astana LRT as Project Incorporate EMI facilities in the area closer to Station 109 of the Project cannot be eliminated on the basis of currently available Proponent to ensure that its prevention in the As soon as practical. data. As part of the EMP, therefore, the Design Brief provided to the Design Consultants should specify that the consultants conform to its Project Design Design Consultant shall define the extent of this possibility in consolation with the potentially affected parties and specifications. provide protection in the design to ensure avoidance of such impacts. 1.7 Social/Cultural Mitigation Potential impact Mitigation Measure & Related Links Schedule Responsible Agencies or issue Impacts to existing To mitigate potential impacts to the existing transport network, a Traffic Control Plan must be submitted to explain Contractors are required to The ESO is responsible for day- transport infrastructure the means and methods to be taken for proper and adequate control of traffic during the course of the Works. outline all intentions with to-day issues of environmental This Plan must include but not be limited to: regard to traffic as a part if management and safety, the initial CEAP including the implementation of ° The traffic control equipment the Contractor proposes to use for the Works; submission. the Traffic Control Plan. ° Traffic control signage including location and sign descriptions; ° How and when the Contractor proposes to use traffic control flag men; Updates of planned actions Oversight supervision is the
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° Traffic control means during no-working periods; with regard to traffic issues responsibility of the CSC with ° Traffic control means and devices for night and off-hour periods. are required as determined full participation by the by the CSC. appropriate offices of ASTANA To mitigate and ensure that potential impacts to the area transport network are avoided in the subsequent stages LRT. of the Project, the COPA stipulates a very specific and detailed set of requirements in regard to general traffic management, traffic control, safety provisions that apply to temporary traffic ramps, vertical clearance, signage, temporary fencing, warning lights and other details. (See Appendix 1) Potential impacts to To mitigate potential impacts to irrigation systems bid and contract documents state that to avoid potential Inspections to ensure The ESO is responsible for day- irrigation systems adverse impacts to irrigation systems, the Contractor must ensure irrigation channels diverted during the compliance are discussed to-day issues of environmental construction phase must be returned to their original status. Where this is not possible, or where channels are below as part of the management and safety, irrevocably altered, consultation must be held with landowners to ensure that an adequate redesign is undertaken Construction Stage including periodic site visits to to ensure that irrigation channels are returned as closely as possible to their former layout. The Contractor must activities. assess issues associated with undertake all necessary works to achieve this status, including provision of labor. impacts to irrigation networks.
Potential impacts to No impacts to ethnic and/or vulnerable groups are anticipated other than those identified and addressed by the See the Project's Land See the Project's Land ethnic and/or Project's Land Acquisition and Resettlement Report (if any). Acquisition and Acquisition and Resettlement vulnerable groups Resettlement Report. Report. Impacts to local health The COPA specifies the following provisions in regard to health care for Construction Workers: Commitments to the The ESO is responsible for day- facilities and public requirements in regard to to-day issues of environmental health Emergency Response Plan. An emergency response plan to deal with accidents and emergencies, including health facilities and public management and safety, environmental/public health emergencies associated with hazardous material spills and similar events, must be health is required as part of including steps to ensure that prepared for the approval of the CSC. the initial CEAP the necessary health facilities submission due within 30 and programs for workers are First Aid Base. A fully equipped first aid base must be established and climatically controlled to maintain the days of the bid award and available and in compliance with temperature of the inside of the building at 20 degrees C. Arrangements for emergency medical services must be prior to the the requirements, made to the satisfaction of the CSC. commencement of construction The ESO must coordinate with Safety Training Program. A Safety Training Program is required and must consist of: Rayon and Oblast Health Officials as required throughout ° Initial Safety Induction Course. All workmen must be required to attend a safety induction course within their the course of the work. first week on Site. Supervision and insurance of ° Periodic Safety Training Courses. Period safety course must be conducted not less than once every six compliance is the responsibility months. All Subcontractor employees must be required to participate in relevant training courses appropriate of the CSC. to the nature, scale and duration of the subcontract works. Training courses for all workmen on the Site and at all levels of supervision and management.
° Safety Meetings. Regular safety meetings must be conducted on a monthly basis and must require attendance by the safety representatives of Subcontractors unless otherwise agreed by the CSC. The CSC must be notified of all safety meetings in advance. The CSC may attend in person or by representative at his discretion. The minutes of all safety meetings must be taken and sent to the CSC within seven (7) days of the meeting.
° Contractor Safety Inspections. The Contractor must regularly inspect, test and maintain all safety equipment, scaffolds, guardrails, working platforms, hoists, ladders and other means of access, lifting, lighting, signing and guarding equipment. Lights and signs must be kept clear of obstructions and legible to read.
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Equipment, which is damaged, dirty, incorrectly positioned or not in working order, must be repaired or replaced immediately.
° Safety Equipment and Clothing. Safety equipment and protective clothing are required to be available on the Site at all material times and measures for the effective enforcement of proper utilization and necessary replacement of such equipment and clothing, and all construction plant and equipment used on or around the Site must be fitted with appropriate safety devices. These must include but not be limited to effective safety catches for crane hooks and other lifting devices, and functioning automatic warning devices and, where applicable, an up-to-date test certificate, for cranes and hoists.
° Requirements for Sub-Contractors’ Safety Plans. All sub-contractors must be supplied with copies of the CEAP. Provisions must be incorporated into all sub-contracts to ensure the compliance with the CEAP at all tiers of the sub-contracting. All subcontractors must be required to appoint a safety representative who must be available on the Site throughout the operational period of the respective sub-contract unless the Engineer’s approval to the contrary is given in writing. In the event of the CSC's approval being given, the CSC, without prejudice to their other duties and responsibilities, must ensure, as far as is practically possible, that employees of subcontractors of all tiers are conversant with appropriate parts of the CEAP.
° Temporary Evacuations. In the event that temporary evacuations are required due to safety or other considerations appropriate compensation must be provided.
° HIV-Aids Awareness Program. Details of the recommended HIV-Aids Awareness Program are presented in Appendix 1.
° Coordination with local public health officials. The Contractor must coordinate with local public health officials and must reach a documented understanding with regard to the use of hospitals and other community facilities.
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TABLE G-2: ENVIRONMENTAL MANAGEMENT PLAN - CONSTRUCTION STAGE 2.1 Land Potential impact Mitigation Measure & Related Links Schedule Responsible Agencies or issue Impacts associated All contract stipulations established in the Pre-Construction Stage as outlined above and detailed in Appendix 1 Inspections and reports of Contractors are responsible for with quarries. must apply. quarry operations are compliance in their operations. required weekly and The CSC has primary Quarry operations require the prior approval of the CSC. Regular periodic site inspections of all quarry operations summarized monthly. supervision responsibility. and transport routes for materials by the CSC are required as a routine part of supervision activities. Additional oversight by the Astana environmental agencies is encouraged. Borrow pit operations All contract stipulations established in the Pre-Construction Stage as outlined above and detailed in Appendix 1 Inspections and reports of Contractors are responsible for and inspections must apply. borrow pit operations are compliance in their operations. required weekly and The CSC has primary Borrow pit operations require the prior approval of the CSC. Regular periodic site inspections of all borrow pits summarized monthly. supervision responsibility. and transport routes for materials by the CSC are required as a routine part of supervision activities. Additional oversight by Astana environmental agencies is encouraged. Need for proper All contract stipulations established in the Pre-Construction Stage as outlined above and detailed in Appendix 1 Inspections and reports of Contractors are responsible for drainage and re- must apply. drainage provisions and re- compliance in their operations. vegetation. vegetation efforts are The CSC has primary Drainage provisions and re-vegetation plans require the prior approval of the CSC. Regular periodic site required weekly and supervision responsibility. inspections of all drainage provisions and re-vegetation efforts by the CSC are required as a routine part of summarized monthly. Additional oversight by Astana supervision activities. environmental agencies is encouraged. 2.2 WATER Impacts to water All contract stipulations established in the Pre-Construction Stage as outlined above must apply. Water quality is monitored The ESO is responsible for day- resources not less than once per to-day issues of environmental in later stages are Additional mitigation measures in the event of unanticipated conditions or in response to accidental spills that month during the course of management and compliance largely determined by could affect surface or groundwater resources must apply as determined warranted by the CSC. the Works. with air quality requirements. decisions taken (by design or default) in the Periodic unannounced site visits are also recommended to verify compliance. Insurance of contract Pre-Construction compliance is the responsibility Stage, particularly of the CSC. stipulations the Project’s bid and tender documents and contract specifications. 2.3 AIR Air quality impacts in All contract stipulations established in the Pre-Construction Stage as Air quality impacts must be The ESO is responsible for day-to-day issues of environmental the Construction Phase outlined above must apply. monitored not less than once per management and compliance with air quality requirements. could result from month during the course of the accidents or failures to Additional mitigation measures warranted in the event of unanticipated Works, Insurance of contract compliance is the responsibility of the comply with the conditions or in response to accidental spills or volatile materials or CSC.
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stipulated air quality significant accidental air pollutant emissions must apply as determined Additional monitoring must be provisions. warranted by the CSC. undertaken as deemed warranted by the CSC. Periodic unannounced site visits are required to verify air quality and all other environmental compliance. 2.4 NOISE & VIBRATION Noise & vibration All contract stipulations established in the Pre-Construction Stage as Documented visual and The ESO is responsible for day-to-day issues of environmental impacts could occur in outlined above must apply. observational safety and management and compliance with noise requirements. the Construction Phase environmental audits (including noise due to failure to failure Additional mitigation measures in the event of unanticipated conditions or observations) must be undertaken on Insurance of contract compliance is the responsibility of the to comply with the in response to unforeseen circumstances must be undertaken as weekly basis. CSC. stipulated noise determined warranted by the CSC. requirements. . Lmax noise readings must be obtained Periodic unannounced site visits must be undertaken to verify by the ESO during the weekly compliance. environmental audits and during periodic unannounced site visits to verify compliance.
Instrumented noise monitoring must be conducted not less than once a month at locations determined by the CSC in each Construction Package. 2.5 ELECTRO-MAGNETIC FIELDS (EMF) No impacts related to None required in this stage of the Project. No scheduling related to EMF is No designation of EMF responsibility is required in this stage EMF are anticipated in required in this stage of the Project. of the Project. the Construction Phase of the Project. Such impacts (if any) would be due to operations. . 2.6. BIOLOGICAL RESOURCES Minimization of impacts Sites must be routinely inspected to ensure that avoidable impacts to Visual observations by the CSC to Contractors are responsible for their operations. The CSC has to vegetation and plant plant life do not occur. occur on all job sites not less than primary supervision responsibility. Additional oversight by diversity weekly. Astana environmental agencies is encouraged. 2.7 SOCIAL/CULTURAL ASPECTS OF THE EMP Impacts to existing All contract stipulations established in the Pre-Construction Stage as Visual observations by the CSC to Contractors are responsible for compliance in their operations. transport infrastructure outlined above and detailed in Appendix 1 must apply, including issues occur on all affected roadways not The CSC has primary supervision responsibility. of transport safety, etc. less than weekly.
All proposed actions in regard to traffic management and safety issues require the prior approval of the CSC. Regular periodic site inspections of all detours, diversions and other traffic arrangements for materials by the CSC are required as a routine part of supervision activities. Potential impacts to Mitigation of potential impacts to ethnic and/or vulnerable groups must Addressed in Monthly Progress As determined by the Project's Land Acquisition and ethnic and/or be in compliance with the recommendations of the Project's Land Reports. Resettlement Report. vulnerable groups Acquisition and Resettlement Report. Impacts to local health All contract stipulations established in the Pre-Construction Stage as Addressed in Monthly Progress Contractors are responsible for compliance in their operations.
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facilities and public outlined above and detailed in Appendix 1 must apply. Reports. The CSC has primary supervision responsibility. health This includes all required provisions for worker health provisions, health awareness and safety program (including HIV awareness) as presented in detail in Appendix 1.
TABLE G-3: ENVIRONMENTAL MANAGEMENT PLAN – POST CONSTRUCTION – OPERATIONAL STAGES 3.1 Land Potential impact Mitigation Measure & Related Links Schedule Responsible Agencies or issue Unresolved issues (if Contracts stipulated that one year into the operating period a final Once one year after the After the completion of the final inspection to the satisfaction of any) resulting from inspection is required and contractor’s final payment is released only after a completion of construction. Astana LRT, operational monitoring of environmental quarry operations, fully compliant audit is recorded. This includes the continuing effects of parameters (if any) becomes the responsibility of MoEP. borrow pits and other quarry and borrow pit operations and other ancillary aspects of the Project earth-disturbing with significant environmental implications. Any continuing impacts and activities during the restorative actions that may be necessary are part of the final inspection construction process. process and final payments can not be made until outstanding issues are resolved. Adequacy of erosion Erosion prevention and re-vegetation aspects of the Project must be part of Once one year after the After the completion of the final inspection to the satisfaction of prevention features and the final inspection. completion of construction. Astana LRT, operational monitoring of environmental re-vegetation. parameters (if any) becomes the responsibility of MoEP. 3.2 Water Hydrology and water Contracts stipulate that one year into the operating period a final inspection Once one year after the After the completion of the final inspection to the satisfaction of quality issues as a is required and contractor’s final payment is released only after a fully completion of construction. Astana LRT, operational monitoring of environmental result of unresolved compliant audit is recorded. This includes the decommissioning of parameters (if any) becomes the responsibility of MoEP. construction impacts. construction camps, asphalt plants and other ancillary aspects of the Project with significant environmental implications. Any impacts to hydrology and water quality are part of the final inspection process and final payments can not be made until outstanding issues are resolved. Impacts to hydrology Operational impacts such as spills of hazardous materials resulting from As determined necessary by ASTANA LRT and MOEP and/or water quality as accidents are mitigated by emergency response procedures of the circumstances. a result road responsible agencies. construction related to the LRT or drainage issues at the depot sites. 3.3 Air Air quality impacts. Air quality impacts of the LRT are expected to be beneficial due the lack of As determined by Astana LRT and Coordination between Astana LRT, MoEP and other emissions from the LRT and reductions in the amount of bus and MoEP concerned agencies is recommended on a routine basis. automobile traffic. Air quality situation should, however, be routinely monitored to document the situation. 3.4 Noise & Vibration Noise and vibration due Measurement of ambient noise levels are recommended not less than Quarterly noise monitoring is Responsibility for noise monitoring during the operational
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to LRT operations. quarterly at sensitive receptors along all operating sections of the LRT. recommended but more frequent stage of the Project will be a responsibility of Astana LRT in Locations should include all areas where curves in the system may lead to monitoring may be warranted in association with its Operational Consultant. noise-generating circumstances. problem areas.
Vibration monitoring will be required at areas reporting issues due to LRT Operations. 3.5 EMI Electro-magnetic If the requirements for EMI avoidance in the Pre-Construction Stage are Quarterly noise monitoring is Potential impacts due to LRT operations will be a matter of interference (EMI) successful, further monitoring of EMI issues may not be warranted. It would recommended but more frequent concern to the Center of Sanitary and Epidemiology Control impacts due to LRT be prudent, however, to be prepared to monitor sensitive areas, especially monitoring may be warranted in (Astana), Ministry of Health and other concerned agencies. operations. in the vicinity of hospitals, research facilities or other activities where EMI problem areas. could be particularly problematic. 3.6 Biological Resources Minimization of impacts Observation of the operational characteristics of LRT operations at-grade As determined by Astana LRT For one year after completion of construction, primary to wildlife. will be required to identify problem areas and avoidable impacts to wildlife. Operating Procedures. responsibility rests with the Contractors and CSC. Astana LRT Although the potential for impacts to wildlife are low, unexpected impacts thereafter. could occur, especially along the at-grade sections of Phase 1. Management procedures should provide an avenue for unexpected events to be reported and appropriate actions taken. Minimization of Impacts Observation of the operational characteristics LRT operations at-grade and As determined by Astana LRT After the completion of the final inspection to the satisfaction of to plant diversity in the vicinity of the Airport Depot will be required to identify problem areas Operating Procedures. Astana LRT, operational monitoring of environmental and avoidable impacts to plant diversity due to runoff, water contamination, parameters (if any) becomes the responsibility of Astana LRT etc. thereafter. . 3.7 Socio-Cultural Monitoring and Measurement of LRT ridership and passenger satisfaction levels is Quarterly noise monitoring is Potential impacts due to LRT operations will be a matter of quantification of LRT recommended as a normal routine of business and the procedures recommended but more frequent concern to the Center of Sanitary and Epidemiology Control ridership and established by ISO 14000. monitoring may be warranted in (Astana), Ministry of Health and other concerned agencies. passenger satisfaction problem areas. levels.
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2.0 MONITORING
2.1 Ambient Monitoring
6. The recommended Monitoring Program consists of an Initial Environmental Baseline Survey (IBES) as the benchmark against which to assess impacts and routine periodic monitoring during the construction process. The COPA provides that the IBES will be undertaken by the Contractors (or qualified organizations contracted on by and behalf of the Contractors) and arranged by the qualified Environment/Safety Officer (ESO) required to be part of the Contractor’s staff. Monitoring is required to be continued thereafter and reported on a timely, routine basis as provided by the COPA.
7. Monitoring results must be submitted to CSC two (2) working days of the completion of the monitoring period for analysis and review. Actions taken in response to the monitoring results are determined in the monthly review process and additional monitoring (if warranted) must be undertaken as deemed warranted by the CSC. Results must be reported in the required weekly Environmental and Safety Reports (ESRs). Documented safety and environmental audits must be undertaken on weekly basis. The COPA provides that ESRs summarizing the results of the audits must be submitted to the CSC on a monthly basis. Issues requiring resolution may be forwarded to the PMC and Astana LRT as the party ultimately responsible for overall management, including environmental management.
8. The recommended monitoring program is provided by Table G-4 and provides recommendations for the IBES (technically part of the Pre-Construction Stage since, by definition, it must precede the start of construction, the Construction and the Operational Stage).
TABLE G-4: AMBIENT MONITORING PROGRAM 1.0 ENVIRONMENTAL BASELINE SURVEYS 1.1 Land (Soils & Sediment) Parameters Frequency Locations Responsible Entities Soils: (1) At the site of the Railway Depot: Not less than four points, (2) at the Lead Soils: Once at each location of the New PH location. Railway Station Oil and Grease (115) and the ROW Conducted under the Heavy metals Sediments: Three of the tracks leading supervision of ALRT, the Other parameters as may samples; one at the to it. PMC and concerned be determined in approximate center Kazakhstan agencies. consultation with of the river and one Sediment: Within Kazakhstan Agencies. ten meters from the Ishim river along each bank. the estimated path of the LRT Ishim River Bridge, and the Nura Ishim Channel just north of the Airport 1.2 Water Parameters Frequency Locations Responsible Entities Surface Water Ishim River and the PH Nura Ishim Channel Twice at each Suspended Solids (SS) at two locations fo – Conducted under the location within a Biological Oxygen one upstream and supervision of ALRT, the one-week period. Demand (BOD) each one PMC and concerned
Dissolved Oxygen (DO) downstream of he Kazakhstan agencies.
Conductivity proposed bridge Coliform, crossing (Surface
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Total Pesticides Water) Sulfur Dioxide Oil and Grease Levels\ Airport Depot Site - Herbicides at the source of Copper (2+) technical water at Sulfates the Airport Depot Magnesium (Groundwater). Fluoride Chloride Railway Depot Site Nitrogen nitrite – at locations to be Oxygen determined Ammonium Saline The location of the Groundwater New Railway Station pH and the area SS surrounding the Iron (Fe) ROW in that vicinity Fecal Coliform, Coliform Herbicides 1.3 Air Parameters Frequency Locations Responsible Entities Conducted under the supervision of: Continuous period - ALRT, Total Suspended of at least 24 hours; - PMC, Particulates (TSP) - Ministry of Carbon Monoxide (CO) Second Environmental Nitrogen Oxide NO2 At the all proposed measurement for at Protection (MoEP) Sulfur Dioxide SO2 station locations least one two-hour Department for State Lead (Pb) from Station 109 to period; and Environmental Expertise 115 (6 locations) within the Division for Others as may be Third measurement Natural Resources determined warranted by for at least one two- Management of Astana the CSC. hour period. City and - Other concerned Kazakhstan agencies. 1.4 Noise & Vibration Parameters Frequency Locations Responsible Entities the site of the sensitive receptor L10 near the medical Conducted under the L90 One 24-hour facilities (i.e., near supervision of ALRT, its Leq period. Station 109), and PMC and concerned Ldn near the site of the Kazakhstan agencies concert center (station 111). 1.5 Electro-Magnetic Fields Parameters Frequency Locations Responsible Entities Four locations along To be determined on the the Syganak Street Conducted under the basis of Design One 24-hour LRT ROW in supervision of ALRT, its Specifications and surveys period. proximity to the PMC and concerned of potentially impacted medical facilities in Kazakhstan agencies equipment. the area.
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Astana LRT Project- Kazakhstan Environmental Impact Assessment
2.0 Routine Weekly & Monthly Monitoring Program The COPA requires routine weekly and monthly monitoring reports prepared by the Contractors with oversight by the ALRT with the assistance of the PMC and CSCs.
Monitoring results must be submitted to CSC two (2) working days of the completion of the monitoring period for analysis and review. Actions taken in response to the monitoring results must also be required. Additional monitoring must be undertaken as deemed warranted by the CSC. Results must; be reported in the required weekly Regular Environmental and Safety Reports. Documented safety and environmental audits must be undertaken on weekly basis. Environmental and Safety Reports (ESRs) summarizing the results of the audits must be submitted to the CSC on a monthly basis. 2.1 Land (Soils & Sediment) Parameters Frequency Locations Responsible Entities Soils: At the site of Lead the Railway Depot: PH Not less than four Oil and Grease points, and at the Sulfates location of the New Fluoride Railway Station As determined Copper (2+) (115) and the ROW warranted by the CSC, Chloride of the tracks leading Conducted under the but not less than once Nitrogen nitrite to it. supervision of ALRT, its per month during Oxygen PMC and concerned construction in the Ammonium Saline Kazakhstan agencies. potentially affected Heavy metals Sediment: Within areas. Other parameters as the Ishim river along may be determined in the estimated path of consultation with the LRT Ishim River Kazakhstan Agencies. Bridge and where the LRT crosses the Nura Ishim Channel 2.2 Water Parameters Frequency Locations Responsible Entities Surface Water PH Suspended Solids (SS) Not less than once per Biological Oxygen month during Demand (BOD) construction in the Ishim River and Dissolved Oxygen potentially affected Nura Ishim Channel (DO) areas. at two locations – Conductivity one upstream and Coliform, Additional monitoring one downstream of Total Pesticides may be required at the he proposed bridge Sulfur Dioxide discretion of the CSC if crossing (Surface Oil and Grease Levels warranted by site Water) Conducted under the Herbicides observations. supervision of ALRT, its Sulfates Airport Depot Site - PMC and concerned Fluoride Analytical reports may at the source of Kazakhstan agencies. Copper (2+) be required by the CSC technical water at he Chloride to explain anomalies Airport Depot Nitrogen Nitrite and problems (Groundwater). Oxygen encountered.
Ammonium Saline Railway Depot Site Actions taken in – at locations to be response to the Groundwater determined pH monitoring results shall SS also be required. Iron (Fe) Fecal Coliform, Coliform Herbicides
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2.3 Air Parameters Frequency Locations Responsible Entities Not less than once per Total Suspended month during the Solids (TSP) At the all proposed Conducted under the course of the Works. Carbon Monoxide (CO) station locations supervision of ALRT, its Additional monitoring Nitrogen Oxide NO2 from Station 109 to PMC and concerned shall be undertaken as Sulfur Dioxide SO2 207 (8 locations) Kazakhstan agencies. deemed warranted by Lead (Pb) the CSC. 2.4 Noise & Vibration Parameters Frequency Locations Responsible Entities At times of pile driving (if any) and not less than once a month at ; the site of the L10 Conducted under the other times. sensitive receptor in L supervision of ALRT, its 90 the vicinity of PMC and concerned Leq Additional monitoring Stations 109 and Kazakhstan agencies Ldn shall be undertaken as 111 deemed warranted by the CSC. 2.5 Electro-Magnetic Fields/ Electro-Magnetic Interference Parameters Frequency Locations Responsible Entities EMF/EMI is a concern in the Operational NA NA NA Stage, but not the Construction Stage.
3.0 Operational Monitoring Program 3.1 Land (Soils & Sediment) Parameters Frequency Locations Responsible Entities Lead PH If required, monitoring of Oil and Grease As may be required by soils and sediments will Heavy metals environmental review As may be required be conducted under the Other parameters as agencies or as required by environmental supervision of ALRT and may be determined in by accidental spills of review agencies. its Operational consultation with hazardous materials Consultants Kazakhstan Agencies.
3.2 Water Parameters Frequency Locations Responsible Entities Surface Water Ishim River and PH Nura Ishim Channel Suspended Solids at two locations – (SS) one upstream and Biological Oxygen one downstream of Demand (BOD) he proposed bridge Dissolved Oxygen crossing (Surface As may be required by Conducted under the (DO) Water) environmental review supervision of ALRT, its Conductivity agencies or as required Operational Consultant Coliform, Airport Depot Site - by accidental spills of and concerned Total Pesticides at the source of hazardous materials Kazakhstan agencies. Sulfur Dioxide technical water at he Oil and Grease Levels\ Airport Depot Herbicides (Groundwater).
Groundwater Railway Depot Site pH – at locations to be SS determined
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Iron (Fe) Fecal Coliform, Coliform Herbicides 3.3 Air Parameters Frequency Locations Responsible Entities Total Suspended As may be required by Conducted under the Solids (TSP) At the all proposed environmental review supervision of ALRT, its Carbon Monoxide (CO) station locations agencies or as required Operational Consultant Nitrogen Oxide NO2 from Station 109 to by accidental releases and concerned Sulfur Dioxide SO2 115 (7 locations) of volatile substances. Kazakhstan agencies Lead (Pb) 3.4 Noise & Vibration Parameters Frequency Locations Responsible Entities As may be required by Conducted under the L10 environmental review supervision of ALRT, its L agencies, but not less In the vicinity of 90 Operational Consultant than once per month Station 109 and 111 Leq and concerned as a matter of good Ldn Kazakhstan agencies operational practice. 3.5 Electro-Magnetic Fields/Electro-Magnetic Interference Parameters Frequency Locations Responsible Entities Contact should be At locations where maintained with Contacts with Conducted under the medical and medical and research concerned facilities are supervision of ALRT, its research facilities facilities whose recommended monthly Operational Consultant whose equipment equipment was during the first year of and concerned was identified for identified for shielding operations. Kazakhstan agencies shielding. to assess its efficacy.
2.2 Compliance Monitoring
9. Compliance Monitoring is needed to verify the Contractor’s compliance with the provisions of the COPA, including emissions testing of construction vehicles, equipment, batching plants, etc.
10. Monitoring of the Contractor’s compliance with the provisions of the CEAP is the responsibility of the Contract Supervision Consultant (CSC). Reporting responsibilities for providing the monitoring results are required as specified by the COPA for each environmental parameter on a not less than monthly basis. Monitoring of other environmental concerns, such as emissions testing of vehicles, independent testing of maximum noise levels on job sites and visual inspections of job sites to ensure compliance. An Environmental Checklist for Site Supervision Visits to assist in the discharge of these responsibilities is attached as Appendix 5. More sophisticated compliance verification such as vehicle emissions testing or to resolve disputes of monitoring results may require the CSC to contract for specialized services. Funds for these services are budgeted on a contingency basis as part of the CSC contracts.
11. Incidental compliance monitoring is also likely to be undertaken by the Inspection Unit of the Astana Environmental Department. Generally, however, such inspections occur once per year and Contractors receive at least a two-week notice prior to the inspection visit. The Contractor is fined only if a third offence occurs and this happens rarely since the duration of most contracts is less than three years. Clearly, however, the onus for the enforcement of the environmental provisions within its own contracts is the primary responsibility of ALRT and the consultants working on its behalf.
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3.0 INSTITUTIONAL ARRANGEMENTS
3.1 Construction Phase
12. The institutional arrangements for environmental management in the Construction Phase of the Project are established by the overall contractual and management framework with roles and responsibilities as assigned by the agreements between the ALRT as the Project Proponent and the ADB as described in Section C.7.0: Contracting & Institutional Aspects of the Project. Within this framework, the roles, staffing and responsibilities for implementation of the EMP in the Construction Phase are foreseen as indicated by Table G- 5. The roles, responsibilities and staffing implications are discussed from the “bottom-up” (i.e., from the job site to upper management) reflecting the flow of environmental information from its origins to higher levels in the hierarchy.
TABLE G-5: EMP IMPLEMENTATION RESPONSIBILITIES: CONSTRUCTION PHASE Entity EMP Roles & Responsibilities EMP Staffing Contractor's Contractors are responsible for the Contractors are required to hire a Environmental preparation of Environmental Action licensed environmentalist or firm for the Specialist Plans (CEAPs). The CEAP must be preparation of the CEAP and must retain (CES) based the EMP and the full set of that environmentalist/firm to oversee the environmental specifications for the operation throughout the contract period. CEAP provided by the Conditions of Particular Application (COPA) The CES staff may conduct the required which is attached hereto as monitoring and/or may arrange with Appendix 1. certified service providers.
Prior to the initiation of the work, ALRT has stated its preference for the the COPA requires appointment use of one Contractor (as opposed to and approval of an multiple Construction Packages).and its Environment/Safety Officer (ESO). preference to undertake Phases 1 and 2 Responsibilities of the ESO include at essentially the same time. Given the day-to-day issues of environmental monitoring and reporting schedule, it is management. estimated that the Contractor’s team will require an Environmental Supervisor and During the course of the work, the four Environmental Specialists over the Contractor is required to monitor of life of the Construction Phase, i.e., five relevant environmental parameters staff positions. (using in-house or contracted resources). The ESO is required to conduct weekly inspections of certain environmental parameters (e.g., borrow pits) and to monitor (or arrange third party monitoring of) air, water, noise and vibration on a monthly basis or more often if determined warranted. Responsibilities include the preparation of Routine Monthly Reports and other reporting responsibilities as determined by circumstances. Construction The roles and responsibilities of the Given the size and complexity of the Supervision CSC are to supervise construction Project and the need for periodic site Consultant activities to ensure that they are in visits, etc., and assuming one CSC in (CSC) compliance with the contracts and accordance with ALRT’s preference, it is specifications for the work, estimated that the CSC team will require including the implementation of the an Environmental Supervisor and four EMP. The CSC is required to Environmental Specialists over the life of review the monthly monitoring the Construction Phase, i.e., five staff
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reports, identify significant positions. environmental issues and to redress these issues as may be required on a case-by-case basis. Unannounced periodic site inspections are required, including on-site measurements of maximum noise levels and verification to ensure that the environmental specifications are fully met. Project The PMC, working with and on Environmental staffing of the PMC is Management behalf of Astana LRT and the ADB, estimated to require the equivalent of Consultant will be responsible for the day-to- one full time environmental position. (PMC) day implementation of all aspects of the Project, including the EMP. Environmental monitoring reports will be compiled and forwarded to the PMC with recommendations for action. The PMC is responsible for the resolution of environmental issues unresolved by the Contractor or the CSC and/or referring unresolved issues to the Project Grievance Redress Committee. ALRT In its role as the Proponent for the It is estimated that staffing of ALRT to Project, ALRT will be ultimately fulfill its role in the implementation of the responsible for the implementation EMP and coordination with the PMC and of the EMP, as well as all aspects CSC will require one full time of the Project. environmental position.
These responsibilities will require the resolution of environmental issues based on the recommendations of the PMC, CSC and others and taking into account additional factors and Kazakhstan policy considerations as it considers appropriate. Inspection The role of the Inspection Unit of Additional staffing of the Inspection Unit Unit of the the Astana Environmental of the Astana Environmental Department Astana Department is to undertake for these purposes is not considered Environmental inspections, including monitoring, warranted. Department as it deems appropriate.
3.2 Operational Phase
13. Contracts for the construction of the LRT will specify that that there shall be a one year transitional period following the completion of construction during which the monitoring and other environmental responsibilities of the Contractor(s), the CSC and the PMC shall continue. Upon the conclusion of that year, EMP implementation in the Operational Phase of the Project will be the responsibility of ALRT and the contracted operator of the LRT system. Periodic monitoring may also be undertaken by the Inspection Unit of the Astana Environmental Department.
4.0 ENVIRONMENTAL COSTS
14. Most costs associated with the environmental recommendations are a normal part of
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preparing the bid and contract documents and ensuring that proper environmental provisions are incorporated therein. The incorporation of provisions for wastewater collection and treatment at construction camps or staging areas, for example, is an environmental necessity, but not generally considered an "environmental cost". Bid solicitations must call for the costs of recommended baseline monitoring to be included in the bids. Both baseline and periodic monitoring during construction are normally considered to be a part of good engineering practice and included in the Project Budget. Supervision and monitoring of Contractor activities and reporting thereon are a normal responsibility of the CSC, included in the Project Budget and not a separable cost. Nonetheless, the most overt and explicit environmental mitigation and monitoring activities can be estimated. Those for the Astana LRT Project are summarized by Table G-6. They include training in regard to the requirements of CEAPs, assistance to Contractors in the preparation of CEAPs, baseline monitoring of the major environmental parameters and routine periodic monitoring and reporting.
TABLE G-6: ESTIMATED ENVIRONMENTAL COSTS
PRE-CONSTRUCTION ACTIONS Purpose & Costing Activity/Item Frequency Cost Basis Cost Assumptions (See Note 1) Verification cost estimated on Verify achievement of Technical basis of one recommended noise Specifications and person-month exposure forecast (NEF) by decisions to be made professional staff. selected LRT system. Note: Once in the Design $5,000 if not achieved, contingency Process will Additional costs for additional mitigation determine actual mitigation (if action apply as indicated NEF. needed) is below. budgeted as a contingency) Identification survey and MOU To identify specific preparation medical and/or estimated on research equipment basis of one Identification of medical requiring EMI person-month and/or research equipment Once shielding and prepare professional staff. 5,000 requiring EMI shielding a Memorandum of Understanding Additional (MOU) with mitigation (if concerned agencies. needed) is budgeted as a contingency) Environmental assessment is Update the EIA based on an required pursuant to Cost estimated OVOS Assessment of the ADB regulations. Once as 2 person- $8,000 Required Prefabrication Cost assumes local months @ $4,000 Plant consultant will prepare the assessment. Two person- months Adopt ISO 14001 Approach To ensure sound Consultant for to Environmental Once environmental presentation to $16,000 Management. management policies Board for approval @ $8.000
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Two person- Incorporate environmental Once prior to the months for requirements in bid Once preparation of bid $8,000 drafting and documents solicitations. review @ $4,000 CEAP Requirements Once prior to the Workshop for Astana LRT One 4-day preparation of bid US $16,000 Staff and Potential Bidders $16,000 course and contract (See Note 2) (National and International documents Consultants) Local Environmental Consultant for To provide one month at CEAP Preparation Once for assistance to $4,000/m plus Assistance - Local one-month successful bidder in $6,300 $50 per diem for Environmental Consultant. period. the preparation of 30 days plus their required CEAPs. travel and $800 miscellaneous expenses Once for CEAPs required for Preparation of CEAPs by each site staging areas for both Contractors.- Based on two $10,000.00 40,000 requiring a Phases and at each person-months per CEAP CEAP of the two depots = 4. Subtotal (Assuming NEF Performance standards are achieved by the selected Design) $104,300 Contingency for Sound Suppression Panels – Estimated as $1 million per kilometer (See Note 3). Syganak from Korbanbai Batyr to TaeulSizdik = 3.5 km 3,500,000
Contingency for EMI Shielding 20,000 Subtotal (Assuming Noise Suppression Panels are required): $3,624,300
BASELINE MONITORING Purpose & Costing Activity/Item Frequency Cost Basis Costs Assumptions (See Note 1) (See Note 2) At Stations 109, 111, 113 and 3 in a one- Air Quality 115 = 4 x 3/wk - Total samples = US $ 100 1,200 week period 12 Not less than 2 groundwater samples at the site of the proposed wells for technical water 2 in a one- Water Quality and at the 2 sites at the proposed US $ 80 640 week period. crossing of the Ishim River (four locations x 2 periods = 8 samples) At pier locations of for LRT Sediment 2 in a one- crossing of Ishim River – 2 piers 80 320 Testing week period assumed = 4 samples At 7 of the Proposed Phase 1 Stations (109 through 115), US $ 80 (Noise including: monitoring costs Noise & 2 in a one- of other Kazakh 1,120 Vibration week period projects doubled to allow for vibration measurements)
Subtotal Baseline 3,760
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ROUTINE MONITORING DURING CONSTRUCTION 2 at each of 7 Phase 1 stations Not less than (109-115). Air Quality $100 42,000 once per month 30-month construction period assumed = 420 Samples Not less than 2 groundwater samples at points selected after station 113 (=4) and 2 surface Not less than Water Quality water samples at the Ishim River 80 14,400 once per month sites of bridges (=2) – Total of 6/month for 30-month construction period = 180 Routinely once/month at 7 Phase Noise & Not less than 1 Station locations (109-115); 30- 80 28,000 Vibration once per month month construction period = 210 Samples Subtotal Routine Monitoring (30-Month Construction Period): $84,400
DEDICATED ENVIRONMENTAL STAFF POSITIONS DURING CONSTRUCTION Number Cost Entity of Function Duration Per Position Total Cost Positions Per Month ALRT Environmental Director – Reports to the LRT Board on all environmental matters. 30-Month ALRT 1 Oversees and environmental Construction 6,000 180,000 functions of the PMC, CSC and Period Contractors. Liaises with other agencies. PMC Environmental Coordinator – Reports to the ALRT Board on all environmental matters. 30-Month PMC 1 Oversees and environmental Construction 6,000 180,000 functions of the CSC and Period Contractors. Liaises with other agencies. CSC Environmental Specialists are responsible for oversight of all required instrumented 30-Month monitoring, preparation of CSC 5 Construction 4,000 600,000 Weekly and Monthly Reports Period and initial efforts for the resolution of environmental issues on-site. Contractors are responsible for the environmental management of their construction areas, 30-Month including updating or revisions of Contractors 5 Construction 4,000 600,000 the CEAPs as may be required, Period the preparation of traffic detour and diversions during the course of the work, etc. Total for Dedicated Environmental Staff Positions (30-Month Construction Period) $1,560,000
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PRE-CONSTRUCTION AND CONSTRUCTION ENVIRONMENTAL COSTS Subtotal Pre Construction (Assuming NEF standards are achieved by the selected 96,300 Design) Subtotal Baseline Monitoring 3,760 Subtotal Routine Monitoring 84,400 Total for Dedicated Environmental Staff Positions 1,560,000 Pre-Construction And Construction Environmental Costs (Assumption 1)
Assuming NEF standards are achieved by the selected Design Contingency for Sound Suppression Panels or other noise mitigation measures are required (See Note 3). Contingency for EMI shielding Pre-Construction And Construction Environmental Costs (Assumption 2) Assuming Sound Suppression Panels or other noise mitigation measures are required.
OPERATIONAL ENVIRONMENTAL COSTS (Annual) Purpose & Costing Activity/Item Frequency Cost Basis Costs Assumptions (See Note 1) (See Note 2) At 7 Proposed Phase Station (109-115) Monitoring of Once per Noise & US $ 80 2,240 quarter. Vibration Equals seven locations, 4 times per year = 28 Samples Contacts with Equivalent of concerned ½ person- 0 At locations where medical and Included in facilities are month of staff research facilities whose cost of LRT EMI recommended time by LRT’s equipment was identified for and Operating monthly during Operations Contractor shielding. the first year of Contractor at positions below operations. $6,000/year. As may be Monitoring of necessary in At locations as may be affected other Contingency response to by spills of toxic substances or 20,000 environmental lump sum accidental spills accidental air emissions. parameters. or other events. ALRT ALRT staff responsible for Environmental 1 position resolution of environmental issues 6,000/annum 6,000 Coordinator as the arise. Operating Operating Contractor’s staff Contractor’s 1 position responsible for resolution of 6,000/annum 6,000 Environmental environmental issues as the arise. Coordinator Estimated Total Annual Environmental Cost in Operational Phase: $35,200 Notes: 1. Unit costs are based similar projects in Kazakhstan, including the Kazakhstan: Central Asia Regional Economic, Cooperation Corridor 2 (Mangystau Oblast Sections) Investment Program (http://www.adb.org/Documents/IEES/KAZ/43439/43439-01- kaz-iee), and comparison to similar road improvement projects elsewhere. 2. Based on similar workshops incorporated in related projects. 3. Based on per-kilometer data provided by the National Academy of Engineering http://www.nae.edu/Publications/Bridge/NoiseEngineering/ChallengesandPromisesinMitigatingTransportationNoise.aspx Massachusetts Department of Transportation, http://www.mhd.state.ma.us/default.asp?pgid=content/barriers03&sid=about Center for Environmental Excellence – AASTHO http://environment.transportation.org/environmental_issues/construct_maint_prac/compendium/manual/3_13.aspx
END NOTES - PART G
1 Asian Development Bank, Safeguard Policy Statement, 2009, Annex to Appendix 1, page 42.
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H. CONCLUSIONS AND RECOMMENDATIONS
H. CONCLUSIONS AND RECOMMENDATIONS
1.0 CONCLUSIONS
1.1 Overall Conclusion
1. The EIA investigations support a finding that the benefits of the Astana LRT Project justify its implementation, provided that recommended actions specified below are implemented. These benefits include contributions to a more efficient transport network and significantly contribute to achievement of the strategic transport policy objectives presented in Part B.2: Need for the Project.
1.2 Conclusion vis-à-vis Categorization of the Project
2. Although the categorization of projects is an internal ADB prerogative, the ADB has specified that in this instance Part H of the EIA is required to provide a justification of the categorization according to the system outlined in Part B.5.1: Required ADB Environmental Approval, Table B.1. The definition of Categories in SPS 2009 requires consideration of the following criteria:
° Irreversible. Although certain impacts of the Project can be mitigated by compensatory actions, the impacts themselves can be considered irreversible. Trees impacted by the Project can, in some instances, be re-planted elsewhere as a compensatory measure, but many will be irreversibly lost. Noise associated with construction activities will be temporal but irreversible. Time lost due to delays resulting from road closures, also temporal, will be irreversibly lost. Potential impacts associated with the Project are judged to meet this criterion.
° Diverse. Potential impacts associated with the Project are within all three of the aspects of the environment as discussed by the ADB Guidelines. Impacts within the physical and biological realms include significant potential construction impacts to air quality, water quality, noise, vibration, etc. Impacts to biological resources will occur including the irreversible loss of trees and other vegetation. The socio-economic environment will also be impacted, both positively (as a result of increased mobility and access to services) and negatively (the loss of income derived from the provision of taxi services). Potential impacts associated with the Project are judged to meet this criterion.
° Unprecedented. Astana is not the first city to build an LRT system. The Project will, however, be a first for Astana and in fact a first for Kazakhstan. In that sense it can be described as unprecedented and has been described as a model for implementation elsewhere. The unprecedented aspects of such a Project in Kazakhstan are likely to necessitate enabling legislation. Potential impacts associated with the Project are judged to meet this criterion.
° Likely to affect an area larger than the sites or facilities subject to physical works. Impacts during the Construction Stage of the Project will affect areas larger than the actual construction sites and the facilities constructed. Noise, air quality impacts, water quality impacts, traffic disruptions and mobility impairments during construction will not be confined to site boundaries. Once implemented, the Project will beneficially impact mobility and access to services throughout the city and will thus have an impact considerably beyond the physical boundaries of the Project. Potential impacts associated with the Project are judged to meet this criterion.
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3. Based on these considerations, it is a conclusion of the EIA that the ADB’s categorization of the Project as a Category A Project is justified.
1.3 Conclusions vis-à-vis ADB Environmental Safeguard Requirements
4. The ADB's Safeguard Policy Statement (SPS)1 specifies Environmental Safeguards which must be met by projects supported by the ADB. Table H-1 provides a summary statement for the Astana LRT Project vis-à-vis the SPS and the findings of the EIA with cross-references to sections of the EIA Report as appropriate.
TABLE H-1: ADB SPS ENVIRONMENTAL SAFEGUARD REQUIREMENTS Requirements Responses vis-à-vis the Requirements A Category A Environmental Impact Assessment for the Astana Environmental Assessment. LRT Project has been found to be justified and is provided by the document in hand. The EIA contains an Environmental Management Plan (EMP) Environmental Planning and meeting the requirements of this Safeguard (See Part G: Management Environmental Management Plan) It is anticipated that the EIA (including the EMP) will be made available and accessible and in a form and languages Information Disclosure understandable to the affected people and other stakeholders. (See also Part F: Public Consultation, Information Disclosure, Grievance Redress Mechanism The consultation process conducted in the preparation of the Consultation and Participation Project is described in Part F: Public Consultation, Information Disclosure, and Grievance Redress Mechanism. A Grievance Redress Mechanism has been established and is Grievance Redress Mechanism explained in detail in Part F: Public Consultation, Information Disclosure, Grievance Redress Mechanism The EMP includes the required monitoring and reporting Monitoring and Reporting provisions. See Part G: Environmental Management Plan. The Proponent for the Project is committed to updating or preparing a revised EIA if warranted by unanticipated impacts.
Unanticipated Environmental Provisions for notification of unexpected archaeological discoveries Impacts in the construction process are included in the recommended contract provisions. (See Recommended Conditions of Particular Application, Appendix 1). The potentially affected area is considered to be a modified habitat (as defined by the ADB Safeguard Requirements). The degree of Biodiversity Conservation & human intervention in the Project Area makes it very unlikely that Sustainable Natural Resource significant habitat for the species of potential concern persists in Management the area. Additional biological resource surveys are not considered warranted. See Part D: Physical & Biological Baseline, Impacts & Mitigation Environment. The provisions included in the EMP, including, for example, stipulations in regard to fuel storage and disbursement, hazard spill responses, etc., are in compliance with the ADB Safeguard Requirements. (See Recommended Conditions of Particular Application, Appendix 1). The Operational Stage of the Project Pollution Prevention and will reduce pollution levels due to on an energy per passenger- Abatement kilometer basis the LRT will consume approximately by 64 percent of that required by bus transport per passenger-kilometer and 60 percent of the energy per passenger-kilometer for private automobiles.2 This indicates a net reduction in energy consumption and air pollutant emissions in the range from 36-40 percent after the energy needed to power the LRT is taken into account. The recommended contract provisions in regard to construction Health and Safety worker health needs, AIDS prevention and education, waste
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disposal, etc., are in compliance with the ADB Safeguard Requirements. (See Recommended Conditions of Particular Application, Appendix 1). Provisions for notification of unexpected archaeological discoveries in the construction process are included in the recommended Physical Cultural Resources contract provisions. (See Recommended Conditions of Particular Application, Appendix 1).
2.0 RECOMMENDATIONS
2.1 Pre-Construction & Construction Stage
2.1.1 Formally Adopt an ISO 14001 Approach to Environmental Management
5. It is recommended that ALRT formally recognize that environmental management will be an essential part of Project Management and adopt an Environmental Management System (EMS) approach as recommended by the International Standards Organization (ISO).
6. Construction of a rapid transit system for a city approaching a population of one million people entails significant environmental management responsibilities. Astana is fortunate in that the environmental issues presented by the proposed LRT are only those typically presented by any large construction project in an urban area. Unlike the construction of a typical building such as an office building, however, the LRT will be linear. Impacts will be spread over long distances. Phase 1 will traverse a distance of 21 kilometers. Phase 2 will traverse a distance of over ten kilometers – more than half of it through a relatively densely populated area. It needs to be recognized that doing so will require a day- to-day environmental management. Consideration should be given to adoption of an approach to environmental management postulated by ISO, specifically ISO 14001.
7. Background data in regard to ISO, a description of its principles, its core elements and its implications for Astana LRT are provided by Appendix 4.
2.1.2 Establish a Maximum Noise Exposure Forecast (NEF) as a Design Standard for Procurement of Equipment
8. It is understood that the Project may procure a noise and vibration track assembly and rolling stock noted for reduced levels of noise and vibration. Decisions in this regard have yet to be finalized, however, and Technical Specifications based on manufacturer’s noise exposure forecast are unavailable. In light of the dynamic and inter-related nature of decisions made in this regard, it is recommended that the Project establish a procurement standard requiring a Noise Exposure Forecast (NEF) of not more than 62 dB measured at five meters from the edge of the tracks. Doing so supports a finding that the Kazakhstan Lmax night time standard of 50 dB at all medical facilities located along the Phase 1 alignment is unlikely to be exceeded.. Failure to meet this performance standard will require site-specific noise mitigation as discussed in Part E: Impacts and Mitigation.
2.1.3 Incorporate EMI prevention/protection as warranted, especially in the portion of Phase 1 in the vicinity of the Medical Cluster near Stations 108 through 110 between its start point (Station 109) and Station 201.
9. The severity of EMI impacts is a function of the electro-magnetic fields generated and the sensitivity of the receptor. Significant impacts due to EMI are largely limited to research and medical equipment. The absence of such equipment, especially in the medical concentration that exists between its start point (vicinity of Station 109) cannot be assumed. It is recommended, therefore, that the LRT Design Consultant be required to establish the
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EMI threat along this area of the Project and to fully take the threat into account in the Design Proposals. One of the benefits of the LRT is that it will provide access to medical facilities and medical/research facilities are located in proximity to LRTs worldwide. The Design Specifications, however, must be adequate to provide the required level of access safely and with awareness of special conditions (if any) warranting additional design features.
2.1.3 Establish Procedures for Supplemental EIAs
10. The plant for prefabrication of the concrete elements from which much of the LRT Network will be constructed will require an environmental assessment as a project of significant size and potential for impact. It is likely to be the first of such needs that present themselves in the implementation of a project as large and complex as the Astana LRT. Astana LRT should be poised to respond to such needs as they are presented.
2.1.4 Ensure PMC Provides Full Environmental Management Expertise
11. Astana has a remarkable record of successful construction projects over the past 15 years. Unlike the construction of buildings on cleared land, however, the LRT will be linear and thread its way through populated areas. The day-to-day environmental issues that arise due to noise, electro-magnetic interference, damages to neighboring properties, disruption of traffic patterns, street closures, etc., will be of a similar scale. The optimum size of the staff involved in environmental management will be dependent on the overall management approach adopted by ALRT, e.g., how much of the tasks are to be dealt with by in-house staff, how much (if any) will be out-sourced. It will also depend on how many construction packages are undertaken simultaneously. In assessing the capacities of the PMC candidates, comparisons of the scale of the task vis-à-vis the responses of other cities facing similar circumstances can be helpful.
13. Clearly an adequately sized and skilled environmental staff to deal with the issues presented will be essential.
2.1.5 Adopt the COPA Environmental Provisions
14. The use of a FIDC or FIDIC-like contracting approach provides the opportunity to adopt sound environmental provisions within an established contracting mechanism.
2.1.6 Provide COPA Training to ALRT Staff
15. The COPA provisions require the preparation of Contractor’s Environmental Action Plans (CEAPs) according to the detailed requirements presented in Appendix 1. The staff of ALRT must understand the contents and intent of the CEAPs and their roles in the approval and implementation of the plans. The following training recommendations are devised to help achieve that goal:
° Pre-Construction Workshops in regard to CEAP Requirements. How well or poorly the CEAP requirements are understood and prepared by the Contractors, and how well they are understood and supervised by the ALRT staff and its consultants (particularly the CSCs), is critical to the goal of meaningful environmental protection.
The requirements of the Plans are specified in Appendix 1 and referenced throughout this Report. The requirements are rigorous in terms of levels of specificity, commitments to monitoring requirements, reporting procedures and other details. It will be essential for potential bidders to understand the minimum requirements of the CEAPs - and the seriousness with which they must be taken - before bids are prepared. The requirements of the CEAPs must be reflected in the bids. If they are not, the bids should
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be rejected as non-responsive. Backing up a step, for the Contractors to be aware of the implications of the CEAP requirements, it is essential for the ALRT staff and its consultants (particularly the CSC) to be aware of these implications and fully conversant on the details to ensure that they are reflected in the bid and contract documents - and that the bids received are fully responsive to these requirements. Accordingly, workshops to ensure that this is the case are recommended prior to the preparation of the bid announcement. The workshops are included as a Preparatory Action in the foregoing Part G: Environmental Management Plan.
° CEAP Preparation Assistance for Successful Bidders. It is likely that the successful bidders will need additional assistance with the preparation of CEAPs. The EMP, therefore, includes provisions for a National Environmental Expert to provide such assistance immediately after the bid awards to facilitate the preparation of CEAPs with the goal of achieving timely approval of all plans.
° Periodic Skills Enhancement Workshops during the Construction Period. Although no significantly adverse or irreversible impacts have identified, the executing and implementing agency are expected to pay special attention to potential impacts commonly associated with construction activities such as establishment of temporary diversions, earthworks, borrow pit operations, staging area, waste disposal and fuel dispensing, asphalt and concrete production, air and noise pollution, water pollution, and drainage issues. The COPA presented in Appendix 1 and referenced throughout this report provides the contractually mandated and legally enforceable way to do so. A review of the requirements outlined in Appendix 1 will confirm that the Contractors will be required to re-new the awareness of their staffs (and be sure to properly orient new staff as they are added during the life of the Project). Section 2.5.4, for example, states that "Periodic safety courses shall be conducted not less than once every six months. All Subcontractor employees will be required to participate in relevant training courses appropriate to the nature, scale and duration of the subcontract works. Training courses for all workmen on the Site and at all levels of supervision and management." The philosophy that underlies this requirement for Contractors and their staffs should apply to the practices of ALRT and the consultants, especially the CSCs on which it relies.
2.1.7 Incorporate COPA Provisions in the Bid Packages
16. ALRT will be responsible for the assembly of the bid packages, either using in-house staff or using a Project Management Consultant – or some combination of the two approaches. In either case, the COPA provisions need to be incorporated in the Bid Packages for the Astana LRT Project so that potential bidders are completely aware of the requirements and bid accordingly.
2.1.8 Hold Pre-Bid Workshops for Potential Bidders
17. Whether the Project will use International Competitive Bidding (ICB) or National Competitive Bidding (NCB) has yet to be decided. In either case, it is advisable to plan Pre- Bid Workshops for potential bidders so that the purpose and importance of the COPA provisions are fully understood.
2.1.9 Explicitly Consider Environmental Aspects in Bid Reviews
18. Assessments of the environmental aspects of bids and potential awards by Astana LRT or consultants acting on its behalf will be necessary as a normal part of bid and proposal review procedures to:
- Verify that the critical environmental conditions are acknowledged and incorporated in the proposals.
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- Verify the adequacy of environmental safeguards for and programs of action related to pile driving, EMI and other issues of concern are adequately addressed.
- Establish an environmental “sign-off” procedure to eliminated proposals that do not incorporate minimum environmental standards.
° Supervision of Pre-Construction Baseline Monitoring. Supervision by ALRT or its CSC acting on its behalf, will be required to determine the timing and exact locations of air, noise and vibration, and water quality monitoring in accordance with the contract provisions.
° Environmental Management as an Integral Part of Pre-Construction and Construction Supervision. Once bids have been accepted and awarded, it will be necessary to monitor compliance with the environmental provisions of the contract as an integral part of overall construction supervision. Supervision by ALRT Staff and/or its CSC acting on its behalf, will be required to:
- Ensure that facilities are properly sited and installed in accordance with the contract.
- Determine the timing and exact locations of both baseline, and routine air, noise and vibration, and water quality monitoring in accordance with the contract provisions.
- Undertake critically important routine visual monitoring of construction, waste disposal and overall environmental management practices by the Contractors. Effective environmental management during construction will require frequent site visits and observation skills. Adequate staffing of Astana LRT, in conjunction with the services provided by its CSC, will be essential.
- Devise solutions to environmental issues as they arise. Large construction projects in urban areas inevitably give rise to problems of excessive dust, noise levels and other impacts that are in some instances unavoidable. Good construction supervision, aided by baseline and routine monitoring to adequate assess the degree of impact, requires that every effort be made to minimize these impacts and a team approach is essential. Environmental issues are entwined with those of safety, traffic management and community relations. Circumstances will arise that will require creative solutions based on circumstances as they are encountered.
2.1.10 Conduct Routine Construction Site Investigations
19. Construction sites should be routinely visited to ensure that work is proceeding according to plan and the environmental aspects of the Project are being properly managed. This is largely a responsibility of the CSC, but periodic visits by ALRT staff are part of good environmental management. A site visit form for this purpose is attached as Appendix 5.
2.2 Operational Stage
20. If the ISO 14001 approach mentioned as the first recommendation is adopted, the process of reiteratively revisiting environmental policy; planning; implementation and operation activities; checking and correcting; and management reviews will ensure should environmental management practices are institutionalized and carried over to the Operational Stage.
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END NOTES
1 Safeguard Policy Statement, Asian Development Bank, Appendix 1, 2009, approved July 2009, effective February 2010.
2 New Transportation System of Astana Feasibility Study (Update), Prepared by Hong Kong Transportation Development Ltd, A Vision Transportation Group Company (VTG), December 2009, Volume 3, page 3-23.
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APPENDICES
APPENDIX 1
APPENDIX 1 Appended to the Environmental Impact Assessment – Astana LRT Project (Kazakhstan) RECOMMENDED CONDITIONS OF PARTICULAR APPLICATION ENVIRONMENTAL PROVISIONS Prepared for incorporation in the bid and contract documents
1.0 ENVIRONMENTAL MANAGEMENT, SAFETY & TRAFFIC CONTROL REQUIREMENTS
1.1 General Provisions
The Contractor shall take all necessary measures and precautions and otherwise ensure that the execution of the Works and all associated operations on the Work Sites or off-site are carried out in conformance with statutory and regulatory environmental requirements of the Government of Kazakhstan. The Contractor shall take all measures and precautions to avoid any nuisance or disturbance arising from the execution of Project Activities. This shall, wherever possible, be achieved by suppression of the nuisance at source rather than abatement of the nuisance once generated.
1.2 Preparation of a Contractor Environmental Action Plan (CEAP)
The Contractor shall prepare and submit a Contractor Environmental Action Plan (CEAP) to the Construction Supervision Consultant (CSC) for review and approval no later than 30 days after Notice to Proceed. The CEAP shall meet the requirements specified below.
2.0 COMPONENTS OF THE CEAP
The CEAP shall be organized in six sections as follows:
- Management Acknowledgements (Item 1.0) - Organization & Staffing (Item 2.0) - Communications And Reporting (Item 3.0) - Environmental Management Provisions (Item 4.0) - Safety Provisions (Item 5.0) - Traffic Provisions (Item 6.0)
Review and approval of the CEAP will be provided by the CSC following the receipt of all necessary information and documentation. Approval may be conditional as specified by the CSC. The CSC may also require periodic reviews, updating and supplements to the CEAP in the course of the work. Contractors should particularly note that aspects of the CEAP will affect the ability to commence work, including the following:
° Appointment and approval of an Environment/Safety Officer (ESO) is required before work can commence. The ESO shall be responsible for day-to-day issues of environmental management and shall be subject to the CSC’s approval. The Contractor shall not undertake any works on the Site until the ESO has commenced duties on Site unless specifically agreed in writing by the CSC.
° Environmental baseline surveys are required at the earliest practical data as specified in detail below.
° Initial Safety Induction Courses are required for all workmen within their first week on the site.
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2.1 Management Acknowledgements
2.1.1 Certification and Commitment
The CEAP submitted by the Contractor shall provide a signed statement from the Contractor’s managing directors attesting to a commitment that all environmental protection, safety, and industrial health aspects of the Project will be given highest priority in the discharge of contractual obligations and certifying a commitment to the provisions specified by the CEAP as approved by the CSC.
2.1.2 Statutory Understanding and Compliance
The CEAP shall provide a statement attesting the firm’s understanding of, and means of ensuring due compliance with, the statutory regulations relating to construction work in the Government of Kazakhstan, specifically in regard to compliance with:
(a) All safety and industrial health legislation including, without limitation, the Rules and Regulation of the Government of Kazakhstan and the authorities having jurisdiction.
(b) All current environmental laws and regulations, including both national and local regulations, related to the following, but not limited to: - Noise and Vibration; - Air pollution; - Water contamination; - Solid waste disposal; - Liquid waste disposal; - Sanitary conditions (water supply, sewerage, etc.); - Use of explosives; and - Protection of public traffic, etc.
2.1.3 Availability of Documents
The CEAP shall state where copies of safety and industrial health regulations and documents will be available on the construction site and verify that all regulations and documents have been or will be available and displayed or kept alongside each other in both the Russian and English languages.
2.1.4 Management of Subcontractors
The CEAP shall provide a commitment that the Contractor for the Work shall:
(a) Provide Subcontractors with copies of the CEAP and will incorporate provisions into all Subcontract documentation to ensure the compliance with such plan at all tiers of the Subcontracting.
(b) Require all Subcontractors to appoint an environmental and safety representative who shall be available on the site throughout the operational period of the respective Subcontract and ensure, as far as is practically possible, that employees of Subcontractors of all tiers are conversant with appropriate parts of the CEAP and the statutory regulations.
2.2 Organization and Staffing
2.2.1 Organization Chart
The CEAP shall include an organization chart labeled as Attachment 1 identifying (by job
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title and by the name of the individual) the personnel to be engaged solely for environmental protection, safety, traffic control. The chart and the supporting text shall identify participants and their areas of responsibility.
2.2.2 Identification of Responsibilities
The CEAP shall provide a description of the responsibilities of the Environment/Safety Staff appearing on the Organization Chart, either by notes included as a part of Attachment 1 or supplements thereto.
2.2.3 Nomination of the Proposed Environment/Safety Officer
The CEAP shall indicate the name of the proposed ESO. The ESO shall be responsible for day-to-day environmental management on the site.
2.2.4 Certification Related to the Environment/Safety Officer
The CEAP shall certify that:
° The ESO will be appointed and assigned duties throughout the period of the Contract entirely connected with the environmental, safety, and traffic control activities on the Site.
° The proposed ESO is suitably qualified and experienced to supervise and monitor compliance with the CEAP and will, in particular but without limitation, carry out auditing of the operation of the CEAP in accordance with a rolling program to be submitted, from time to time, to the CSC for his consent.
° The ESO will not be removed from the site without the express written permission of the CSC. Within fourteen (14) days of any such removal or notice of intent of removal, a replacement ESO will be nominated for the CSC’s approval.
° The ESO will be provided with supporting staff in accordance with the staffing levels set out in the CEAP. As detailed below, the supporting shall include at least one (1) Deputy ESO whose appointment is also subject to the CSC’s approval. The Deputy ESO is capable of assuming the duties and functions of the ESO whenever necessary.
° The ESO and the EOS staff will be empowered to instruct all employees of the Contractor or Subcontractors at any level to cease operations and take urgent and appropriate action to make safe the Site and prevent unsafe working practices or other infringements of the CEAP or the statutory regulations.
° The ESO shall maintain a daily site diary comprehensively recording all relevant matters concerning site environmental management, safety and traffic control, inspections and audits, related incidents and the like. The site diary shall be available at all times for inspection by the CSC.
2.2.5 Contact Information
Contact information for all Environment/Safety Staff shall be provided in the CEAP.
2.2.6 Qualifications of the Proposed Staff
Curriculum vita (CVs) and other relevant information explaining the qualifications of the proposed staff and their abilities to perform the duties assigned shall be provided with the CEAP.
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2.3 Reporting Procedures
2.3.1 Communications & Routine Reporting Procedures
The CEAP shall explain the proposed interaction and communication procedures between construction personnel and environmental protection, safety and traffic control staff, including:
° Communication facilities.
° Routine communication and reporting systems.
2.3.2 Environmental and Safety Reports
The following environmental and safety reports shall be submitted:
° Initial Environmental Baseline Report. An Initial Environmental Baseline (IEB) Report shall be submitted as specified by Section 2.4.
° Environmental and Safety Reports. Documented safety and environmental audits shall be undertaken on weekly basis. Environmental and Safety Reports (ESRs) summarizing the results of the audits shall be submitted to the CSC on a monthly basis.
° Incorporation of Summaries in the Project Monthly Reports. Summaries of these reports will be included in the Project’s Monthly Progress Reports.
2.3.3 Notification of Accidents
The CEAP shall verify that provisions have been made to ensure that:
° The CSC will be notified immediately of accidents which occur whether on-site or off-site in which the Contractor, his personnel or construction plant, or those of any Subcontractors are directly or indirectly involved and which result in any injuries.
° Such initial notification may be verbal and shall be followed by a written comprehensive report within 24 hours of the accident.
2.3.4 Communications with Subcontractors
The CEAP shall specify:
° The means by which environmental management, safety and traffic control and industrial health matters and requirements will be communicated to Subcontractors at all levels and their due compliance with the CEAP and all relevant statutory regulations is ensured. Subcontractors shall be supplied with copies of the CEAP. Additional activities may include attendance at training programs, circulation of newsletters and other means as specified by the CEAP.
° The method by which the procedures and practices proposed by Subcontractors will be reviewed for compliance with the CEAP and statutory regulations. This could include, for example, the inclusion of environmental and safety criteria as a part of daily and/or weekly site inspections.
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2.4 Environmental Control Provisions
The required CEAP shall contain:
- A site plan for each construction site indicating the major environmental requirements as noted below; - Proposed Environmental Baseline Work Programs; - Proposed Monitoring Schedules; - Verification of Arrangements for Required Equipment; and - Other Environmental Provisions as noted below.
Detailed requirements are as follows.
2.4.1 Site Plans
The CEAP shall include site plans for each construction site and staging areas indicating the locations and arrangements of all storage areas and work sites subject to activities that may result in environmental impacts. At a minimum, the site plans must indicate the following:
° The Basic Site Organization. The basic site organization shall be provided by a site plan at a scale of 1:1,000.
° Hard Surface Areas. Areas within the site where there is a regular movement of vehicles shall have an acceptable hard surface and be kept clear of loose surface material and shall be so indicated on the required site plan.
° Waste Disposal and Site Drainage Systems. The following conditions shall apply:
- Waste Disposal. All water and waste products arising on the site shall be collected, removed from the site via a suitable and properly designed temporary drainage system and disposed of at a location and in a manner that will cause neither pollution nor nuisance. In the event that wastewater disposal at the construction site or staging area will use the municipal wastewater collection and disposal system of the City of Astana, the Contractor shall provide documentation that the arrangements have been agreed and has the approval of the Akimat and all concerned agencies. At sites not connecting to the municipal system, the required site plans shall indicate the system proposed and the locations of related facilities in the site, including latrines, holding areas, etc. There shall be no direct discharge of sanitary or wash water to surface water. Disposal of materials such as, but not limited to, lubricating oil and onto the ground or water bodies shall be prohibited. Liquid material storage containment areas shall not drain directly to surface water. Liquid material storage containment areas equipped with drains shall be valved, and the valve shall be maintained locked in the closed position with supervisory control of the key. Lubricating and fuel oil spills shall be cleaned up immediately and spill clean-up shall be materials be maintained at the storage area.
- Drainage. Site plans shall be devised to ensure that rain run-off from the construction sites is not deposited directly into any watercourse, stream, or canal and shall indicate the system proposed, including the locations of retention ponds and other facilities. There shall be no direct discharge of sanitary wastewater, wash water, chemicals, spoil, waste oil or solid waste to surface water bodies. Fuel, lubricating oil and chemical spills shall be contained and cleaned-up immediately. Spill clean up equipment will be maintained on site.
- Locations of Groundwater Monitoring Stations. Locations for groundwater monitoring stations as required by Item 2.4.3 below shall be indicated.
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- Locations and Design Requirements for Fueling Operations & Liquid and Toxic Material Storage Areas. Fueling operations shall occur only within containment areas. Site plans shall specify the locations for the storage of liquid materials and toxic materials. The following conditions to avoid adverse impacts due to improper fuel and chemical storage:
o All fuel and chemical storage (if any) shall be located on an impervious base within a bund and secured by fencing. Storage areas shall be located away from any watercourse or wetlands. The base and bund walls shall be impermeable and of sufficient capacity to contain 110 percent of the volume of tanks.
o Filling and refueling shall be strictly controlled and subject to formal procedures and will take place within areas surrounded by bunds to contain spills / leaks of potentially contaminating liquids.
o All valves and trigger guns shall be resistant to unauthorized interference and vandalism and be turned off and securely locked when not in use.
o The contents of any tank or drum shall be clearly marked. Measures shall be taken to ensure that no contaminated discharges enter any drain or watercourses.
o Disposal of lubricating oil and other potentially hazardous liquids onto the ground or water bodies will be prohibited.
o Any accidental spills must be immediately cleaned up and all cleanup materials stored in a secure area for disposal to a site authorized to dispose of hazardous waste.
- Locations Relative to Watercourses. Site plans shall be devised to ensure that, insofar as possible, all temporary construction facilities are locate at least 50 meters away from a water course, stream, or canal.
- Other Water-Related Facilities. The Contractor is required to construct, maintain, remove and reinstate as necessary temporary drainage works and take all other precautions necessary for the avoidance of damage by flooding and silt washed down from the Works. Site Plans must indicate adequate precautions to ensure that no spoil or debris of any kind are allowed to be pushed, washed down, fallen or be deposited on land or water bodies adjacent to the Site.
° Location of Batching Plant(s). Dry mix batching shall be carried out in a totally enclosed area with exhaust to suitable fabric filters. The locations of these facilities should be clearly illustrated by the site plans.
° Location of Wheel Washing Facilities. If determined warranted by the CSC, the Contractor shall provide a wash pit or a wheel washing and/or vehicle cleaning facility at the exits from the sites. If so requested, the Contractor shall ensure that all vehicle are properly cleaned (bodies and tires are free of sand and mud) prior to leaving the site areas. The Contractor shall provide necessary cleaning facilities on site and ensure that no water or debris from such cleaning operations is deposited off-site. The locations of these facilities shall be clearly illustrated by the site plans.
° Location of Sand and Aggregate Storage Provisions. The Contractor shall implement dust suppression measures that shall include, but not be limited to the following:
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- Stockpiles of sand and aggregate greater than 20 cubic meters for use in concrete manufacture shall be enclosed on three sides, with walls extending above the pile and two (2) meters beyond the front of the piles.
- Cement and other such fine-grained materials delivered in bulk shall be stored in closed silos fitted with a high-level alarm indicator. The high-level alarm indicators shall be interlocked with the filling line such that in the event of the hopper approaching an overfull condition, an audible alarm will operate, and the pneumatic line to the filling tanker will close.
° Conveying Systems. Where dusty materials are being discharged to vehicles from a conveying system at a fixed transfer point, a three-sided roofed enclosure with a flexible curtain across the entry shall be provided. Exhaust fans shall be provided for this enclosure and vented to a suitable fabric filter system. Locations and essential details for these facilities shall be indicated on the site plan as warranted.
° Other Air Quality Features. Construction walls will be provided in all locations where strong winds could cause the blowing of dust and debris. The CEAP shall indicate where such facilities are proposed.
° Conformance with the Montréal Protocol. All refrigerants and fire extinguishing materials shall be in accordance with Montréal Protocol which specifies acceptable materials for these purposes.
° Locations of Proposed Air Quality Monitoring Stations. Sheltered air quality monitoring stations are required at each construction camp and/or staging area location for baseline air quality monitoring. The Contractor shall construct suitable access, hard standing and a galvanized wire fence and gate at each monitoring station. The exact location and direction of the monitoring equipment at each monitoring station shall be agreed with the CSC. The locations proposed should be clearly illustrated by the site plans.
° Explanations of Proposed Site Drainage Systems. Locations likely to be subject to water quality impacts or significant runoff (construction camps, staging areas, etc.) and an explanation of the proposed site drainage system shall be indicated on the site plans.
° Noise Monitoring Stations. The Contractor will carry out noise monitoring at such points within the construction camps and/or staging areas and along the LRT alignment and at times as shall be determined by the CSC. The location(s) proposed must be clearly illustrated by the Site Plan(s).
2.4.2 Standards and Required Equipment
Contractors are required to meet the prevailing standards and regulations of the Government of Kazakhstan. In instances in which the requirements of the General Specifications and those of the Government of Kazakhstan differ (if any) the more stringent shall apply. Instrumented monitoring as called for herein will require Subcontractor services for which the following should be noted:
° Air Quality. Air quality monitoring will require:
- A high volume air sampler and associated equipment and shelters in accordance with accepted international practice.
- A direct reading dust meter capable of reading one-hour TSP in the range 0.1-100 mg/m3. The dust (TSP) levels will be measured by the High Volume Method for Total Suspended Particulates.
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- Equipment capable of providing the monitoring specified by the Monitoring Plan.
- Suitable access, hard standing and a galvanized wire fence and gate at each monitoring station at locations on the site boundaries.
- Equipment as necessary to ensure that all samples collected as part of the monitoring program shall be analyzed according to accepted international practice.
° Water Quality. All sampling and analysis shall be in conformance with standard methods and standards of the Government of Kazakhstan. There shall be no direct discharge of sanitary wastewater, wash water, chemicals, spoil, waste oil or solid waste to surface water bodies. Fuel, lubricating oil and chemical spills shall be contained and cleaned-up immediately. Spill clean up equipment will be maintained on site.
° Noise & Vibration. Baseline noise monitoring shall conform to the requirement of the Government of Kazakhstan. Equipment as necessary to ensure monitoring meeting these standards is required.
2.4.3 Environmental Baseline Survey Work Program
The following are required as a part of the environmental baseline survey (EBS):
° Air Quality Baseline. Air quality baseline monitoring shall be carried out as soon after the date of acceptance of the Bid as is practicable, to determine ambient levels of the air pollutants indicated below at specified monitoring stations. The baseline monitoring is required to be carried out for a one-week period with measurements to be taken at each monitoring station according to the frequency schedule below. The CEAP shall indicate when the Contractor proposes to undertake the required baseline air quality survey and shall provide references to locations indicated by the accompanying site plan(s) as appropriate. The proposed locations require the approval of the CSC.
Baseline Monitoring: Air Quality Parameters Frequency Locations Standards Total Suspended Particulates (TSP) As specified by Carbon Monoxide (CO) Within a one-week period: the Ministry of Nitrogen Oxide NO2 Environmental Sulfur Dioxide SO2 ° A continuous period of Protection Lead (Pb) in TSP at least 24 hours; (MoEP) Sulfates At the all proposed Department for Fluoride ° Second measurement station locations from State Copper (2+) for at least one two- Environmental Chloride Station 109 to 207 (8 hour period. Expertise within Nitrogen nitrite locations) the Division for Oxygen ° Third measurement for Natural Ammonium Saline at least one two-hour Resources
period. Management of Others as may be Astana City determined warranted by the CSC
° Water Quality Baseline. Pre-construction water quality monitoring shall be carried out twice within a one-week period to establish baseline conditions at locations determined in consultation with the Engineer and shall include locations likely to be subject to water quality impacts or significant runoff (construction camps, staging areas, etc.) and shall include:
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Baseline Monitoring: Water Quality Parameters Frequency Locations Standards Surface Water Twice at each location Ishim Rive: at six points - As specified by PH within a one-week period two locations – one MoEP and Suspended Solids (SS) and additional and upstream and one Department for Biological Oxygen Demand additional samples as downstream of the State (BOD) may be determined proposed bridge crossing – Environmental Dissolved Oxygen (DO) warranted by the CSC. one sample along each Expertise Conductivity bank and one in the within the Coliform, approximate center of the Division for Total Pesticides river. (Surface Water) Natural Sulfur Dioxide Resources Oil and Grease Levels Airport Depot Site - at the Management Herbicides source of technical water at of Astana City Copper (2+) the Airport Depot Sulfates (Groundwater). Magnesium Fluoride Railway Depot Site – at Chloride locations to be determined Nitrogen nitrite (groundwater) Oxygen Ammonium Saline
Groundwater pH SS Iron (Fe) Fecal Coliform, Coliform Herbicides
° Soil and Sediment Baseline. Pre-construction soil and sediment monitoring shall be carried out twice within a one-week period to establish baseline conditions at locations determined in consultation with the Engineer and shall include locations in which roadside soils will be disturbed and used for fill or other purposes and at the locations of bridge construction in which sediments will be disturbed and could impact water quality or be used inappropriately (if contaminated) for other purposes (e.g., crop production).
Baseline Monitoring: Soils and Sediments Parameters Frequency Locations Standards For Soils & Sediment: Soils shall be tested once Soils: At the site of the As specified by ° Lead at four locations prior to Railway Depot and sites or MoEP and ° Ph any soils disturbance in earlier industrial activities: Department for ° Fecal coliform, the vicinity of the railroad Not less than four points. State ° Oil and grease (including the depot site) Environmental ° Pesticides and at locations or Sediment: Within the Ishim Expertise industrial activities. River along the estimated within the For Sediment Also: path of the LRT Ishim River Division for ° Copper (2+) Sediments surveys one at the centerline of the Natural ° Sulfates consist of three samples river and one ten meters Resources ° Magnesium at the proposed crossing from each shoreline. Management ° Fluoride of the Ishim River, one at of Astana City ° Chloride the centerline of the river ° Nitrogen nitrite and one ten meters from ° Ammonium Saline each shoreline.
° Noise Baselines. Baseline noise monitoring will be conducted at agreed upon sensitive locations. The CEAP shall indicate when and where the Contractor proposes to undertake the required baseline noise survey and provide references to locations indicated by the accompanying site plan(s) as appropriate. The proposed locations require the approval of the CSC.
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Baseline Monitoring: Noise & Vibration Parameters Frequency Locations Standards
° Leq Once prior to construction. At the mid point between As specified by stations in residential MoEP and ° L10% areas (all Stations north of Department for the Tulpar Bridge); the site State ° L90% of the sensitive receptor in Environmental the vicinity of the mid- Expertise points of stations south of within the the Tulpar Bridge, except Division for that four monitoring Natural locations shall be Resources monitored between Management Station 109 and 201. of Astana City Leq represents a sound level equivalent, i.e., an energy-averaged sound level that includes both steady background sounds and transient short-term sounds commonly used to describe traffic noise levels that tend to experience hourly peaks.
L_% is defined as the percentile distributions of sound levels, i.e., the sound level exceeded for an indicated percentage of the measurement period. L90% is the sound level exceeded 90 percent of the measurement period and is commonly used to represent background sound levels. L10% is the sound level exceeded 10 percent of the measurement period and represents the peak sound levels.
2.4.4 Monitoring Schedules during Construction
The following scheduling provisions shall apply in regard to routine periodic monitoring during the life of the Project:
° Air Quality. Air quality impact shall be monitored not less than once per month during the course of the Works. Monitoring results shall be submitted to CSC two (2) working days of the completion of the monitoring period for analysis and review. Actions taken in response to the monitoring results shall also be required. Additional monitoring shall be undertaken as deemed warranted by the CSC.
° Water Quality Monitoring. Monitoring of runoff from the site areas, construction camps, staging areas and camps etc., shall be undertaken not less than once per month and additional monitoring may be required at the discretion of the CSC if warranted by site observations. Analytical reports may be required by the CSC to explain anomalies and problems encountered. Actions taken in response to the monitoring results shall also be required.
° Noise & Vibration Monitoring. Instrumented noise monitoring will be conducted at times of pile driving (if any) and not less than once a month at other times at locations determined by the CSC in each Construction Package. The maximum acceptable jobsite noise level (Lmax) shall not exceed 85 dBA unless protective equipment is supplied. Off- site noise levels due to construction activities shall not exceed a Leq of 70 dBA at any time and, insofar as possible, shall not exceed 55 dBA during the day (6:00 to 8:00 PM) and 40 dBA at night (8:00 PM to 6:00 AM). Noise levels shall be measured during times of pile driving and during other periods as follows:
o During Pile Driving. During piling driving (if any) or any other activity likely to be a source of significant vibration designated by the CSC, the Contractor shall record vibration levels at locations agreed with the CSC at least twice daily. The frequency of monitoring may be relaxed if it can be shown that vibration levels are consistent and within acceptable levels. Theses shall be done at times during the active use of the equipment likely to be a source of vibration.
o Other Periods. Other than during period of pile driving (if any), noise shall be monitored not less than once per month and more frequently if determined
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warranted by the CSC.
In all cases monitoring results shall be submitted to CSC two (2) working days of the completion of the monitoring period for analysis and review. Actions taken in response to the monitoring results shall also be required.
2.4.5 Post-Construction and Final Inspection Monitoring
Following the completion of construction and one year into the operating period a final inspection will be required and the Contractor’s final payment will be released only after a fully compliant audit is recorded. This includes the decommissioning of construction camps, asphalt plants and other ancillary aspects of the Project with significant environmental implications. Monitoring of air quality, water quality and/or other environmental parameters will be undertaken at the time of the final inspection as directed by the CSC. Any impacts to hydrology and water quality are part of the final inspection process and final payments can not be made until outstanding issues are resolved.
Other Environmental Provisions
Related to Air Quality
The CEAP shall indicate understanding of and a commitment to the requirements that:
(a) No furnaces, boilers or other similar plant or equipment using any fuel that may produce air pollutants will be installed without prior written consent of the CSC.
(b) No burning of debris or other materials will occur on the Site.
(c) Dust suppression measures including but not limited to the following will be implemented:
- Stockpiles of sand and aggregate greater than 20 cubic meters for use in concrete manufacture shall be enclosed on three sides, with walls extending above the pile and two (2) meters beyond the front of the piles. Locations shall be indicated by the CEAP.
- Effective water sprays shall be used during the delivery and handling of all raw sand and aggregate, and other similar materials, when dust is likely to be created and to dampen all stored materials during dry and windy weather.
- Areas within the Site where there is a regular movement of vehicles shall have an acceptable hard surface and be kept clear of loose surface material. Locations shall be indicated by the CEAP.
- Conveyor belts shall be fitted with wind-boards, and conveyor transfer points and hopper discharge areas shall be enclosed to minimize dust emission. All conveyors carrying materials that have the potential to create dust shall be totally enclosed and fitted with belt cleaners. Locations shall be indicated by the CEAP.
- Cement and other such fine-grained materials delivered in bulk shall be stored in closed silos fitted with a high-level alarm indicator. The high-level alarm indicators shall be interlocked with the filling line such that in the event of the hopper approaching an overfull condition, an audible alarm will operate, and the pneumatic line to the filling tanker will close. Locations shall be indicated by the CEAP.
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- All air vents on cement silos shall be fitted with suitable fabric filters provided with either shaking or pulse-air cleaning mechanisms. The fabric filter area shall be determined using an air-cloth ratio (filtering velocity) of 0.01 - 0.03 m/s.
- Weigh hoppers shall be vented to a suitable filter.
- The filter bags in the cement silo dust collector must be thoroughly shaken after cement is blown into the silo to ensure adequate dust collection for subsequent loading.
- Adequate dust suppression including water bowsers with spray bars.
- Areas of reclamation shall be completed, including final compaction, as quickly as possible consistent with good practice to limit the creation of wind blown dust.
- All roads within the construction areas of the Site shall be sprayed at least twice each day, and more if necessary to control dust to the satisfaction of the CSC.
- All vehicles, while parked on the Site, will be required to have their engines turned off.
- All equipment and machinery on the Site will be checked at least weekly and make all necessary corrections and or repairs to ensure compliance with safety and air pollution requirements.
- All vehicles will be properly cleaned (bodies and tires are free of sand and mud) prior to leaving the site areas. The necessary cleaning facilities will be provided on site to ensure that no water or debris from such cleaning operations is deposited off-site. Locations should be indicated by the CEAPs.
- All trucks used for transporting materials to and from the site will be covered with canvas tarpaulins, or other acceptable type cover (which shall be properly secured) to prevent debris and/or materials from falling from or being blown off the vehicle(s).
- Construction walls will be provided in all locations where strong winds could cause the blowing of dust and debris.
(d) At any concrete batching plant or crushing plant being operated on the Site the following additional conditions shall apply:
- Dust nuisance as a result of Project activities will be avoided. An air pollution control system shall be installed and shall be operated whenever the plant is in operation.
- Where dusty materials are being discharged to vehicles from a conveying system at a fixed transfer point, a three-sided roofed enclosure with a flexible curtain across the entry shall be provided. Exhaust fans shall be provided for this enclosure and vented to a suitable fabric filter system. Locations shall be indicated by CEAPs.
- Any vehicles with an open load carrying area used for moving potentially dust- producing materials shall have properly fitting side and tailboards. Materials having the potential to create dust shall not be loaded to a level higher than the side and tail boards, and shall be covered by a clean tarpaulin in good condition. The tarpaulin shall be properly secured and shall extend at least 300 millimeters
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over the edges of the side and tailboards.
- The concrete batching plant and crushing plant sites and ancillary areas will be frequently cleaned and watered to minimize any dust emissions.
- Dry mix batching shall be carried out in a totally enclosed area with exhaust to suitable fabric filters.
Related to Soils a) Cut and Fill Activities. In undertaking cut and fill activities associated with the Works the Contractor shall:
- Select less erodible material, placement of gabions and riprap and good compaction, particularly around bridges and culverts.
- Complete final forming and re-vegetation will be completed as soon as possible following fill placement to facilitate regeneration of a stabilizing ground cover.
- Trench where necessary to ensure successful establishment of vegetation.
- Seed with a fast growing crop and potential native seed mix immediately after fill placement to prevent scour and to encourage stabilization.
- Stabilize embankment slopes and road cuts by re-vegetation with grazing resistant plant species, placement of fiber mats, riprap, rock gabions, or other appropriate technologies.
- Complete discharge zones from drainage structures with riprap to reduce erosion when required.
- Line down drains/chutes with rip-rap/masonry or concrete to prevent erosion.
- Adjust side slopes adjusted in the range from based on soil and other conditions and within a range as determined in consultation with the Contractor to reduce erosion potential or, if necessary, cover with riprap or other material to prevent soil erosion.
- Use stepped embankments for embankments greater than six meters. b) Borrow Pits. The following conditions shall apply to borrow pits:
- The locations of all borrow pits will require the prior approval of the CSC before any material is removed and all will be located outside the ROWs.
- Borrow pits will be developed in a manner which does not cause drainage or visual intrusion or present a potential for increased vector activity (e.g., mosquitoes or water contamination).
- Pit restoration will follow the completion of works in full compliance all applicable standards and specifications.
- The excavation and restoration of the borrow areas and their surroundings, in an environmentally sound manner to the satisfaction of the CSC is required before final acceptance and payment under the terms of contracts.
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- Borrow pit areas will be graded to ensure drainage and visual uniformity, or to create permanent tanks/dams.
- Topsoil from borrow pit areas will be saved and reused in re-vegetating the pits to the satisfaction of the CSC.
- Additional borrow pits will not be opened without the restoration of those areas no longer in use. c) Quarries. To ensure adequate mitigation of potential adverse impacts, only licensed quarrying operations are to be used for material sources and prior approval of the CSC shall be required. If licensed quarries are not available the Contractors may be made responsible for setting up their dedicated crusher plants at approved quarry sites only with the approval of the CSC. d) Erosion. To avoid potential adverse impacts due to erosion, the Contractor shall:
- Line spillage ways with riprap to prevent undercutting.
- Provide mitigation plantings and fencing where necessary to stabilize the soil and reduce erosion.
- Upgrade and adequately size, line and contour storm drainage to minimize erosion potential.
Related to Water Quality
Other water quality provisions will include but will not be limited to the following:
- All existing stream courses and drains within, and adjacent to, the Site will be kept safe and free from any debris and any excavated materials arising from the Works. Chemicals, sanitary wastewater, spoil, waste oil and concrete agitator washings will not be deposited in the watercourses.
- All water and waste products arising on the Site will be collected, removed from the Site via a suitable and properly designed temporary drainage system and disposed of at a location and in a manner that will cause neither pollution nor nuisance.
- Drainage works will be constructed, maintained, removed and reinstated as necessary and all other precautions necessary for the avoidance of damage by flooding and silt washed down from the Works will be taken. Adequate precautions will be taken to ensure that no spoil or debris of any kind are allowed to be pushed, washed down, fallen or be deposited on land adjacent to the Site.
- In the event of any spoil or debris from construction works being deposited on adjacent land or any silt washed down to any area, then all such spoil, debris or material and silt shall be immediately removed and the affected land and areas restored to their natural state by the Contractor to the satisfaction of the Engineer.
° Downstream slopes will be stabilized with concrete, rock gabions or walls to avoid erosion where warranted.
° Contractor will ensure that construction camps and other potential sources of secondary impacts are properly sited and provided with drainage and wastewater facilities.
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Related to Noise and Vibration
To avoid potential adverse noise and vibration impacts, the Contractor shall:
- Be responsible for repairing any damage caused as the result of vibrations generated from or by the use of his equipment, plant, and machinery.
- Erect temporary noise barriers where schools are within 50 meters of construction activities.
- Provide public notification of construction operations prior to construction works.
- Ensure that sensitive receptors will be avoided as possible (i.e., aggregate crushers, operators, etc.).
- Ensure that all exhaust systems will be maintained in good working order; properly designed engine enclosures and intake silencers will be employed; and regular equipment maintenance will be undertaken.
- Ensure that stationary equipment will be placed as far from sensitive land uses as practical; selected to minimize objectionable noise impacts; and provided with shielding mechanisms where possible.
- Schedule operations to coincide with periods when people would least likely be affected; work hours and work days will be limited to less noise-sensitive times. Hours-of-work will be approved by the site engineer having due regard for possible noise disturbance to the local residents or other activities. Construction activities will be strictly prohibited between 10 PM and 6 AM in the residential areas.
- Vibration and noise monitoring shall be undertaken as specified by Item 2.4.4 above.
- The Contractor shall also note and record the condition of the structure being monitored and any change in condition from the time of the previous round of monitoring.
Related to Protection of Historic and Cultural Resources
To avoid potential adverse impacts to historic and cultural resources, the Contractor shall:
- Protect sites of known antiquities, historic and cultural resources by the placement of suitable fencing and barriers;
- The Contractor will undertake formal public meetings prior to construction works to identify potential historic and cultural sites that may be affected by Project works.
- Not locate construction camps within 500 meters from cultural resources.
- Adhere to accepted international practice and all applicable historic and cultural preservation requirements of the government of Kazakhstan, including all appropriate local government entities
- In the event of unanticipated discoveries of cultural or historic artifacts (movable or immovable) in the course of the work, the Contractor shall take all necessary measures to protect the findings and shall notify the CSC and concerned Rayon and Oblast-level and central government levels representatives.
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If continuation of the work would endanger the finding, project work shall be suspended until a solution for preservation of the artifacts is agreed upon.
Related to Protection of Utilities
To avoid potential adverse impacts to utilities, the Contractor shall:
- Ascertain and take into account in his method of working the presence of utility services on and in the vicinity of the Site.
- Take into account in his program the periods required to locate, access, protect, support and divert such services, including any periods of notice required to affect such work in consultation with authorities operating such services.
- Assume all responsibility to locate or to confirm the details and location of all utility services on or in the vicinity of the Site.
- Exercise the greatest care at all times to avoid damage to or interference with services.
- Assume responsibility for any damage and/or interference caused by him or his agents, directly or indirectly, arising from actions taken or a failure to take action, and for full restoration of the damage.
- Wherever existing ground surfaces are to be disturbed for construction of the Works, carry out full and adequate preliminary investigations to locate all services in the area by means of hand-dug trial holes and trenches in combination with electronic and electro-mechanical devices, where appropriate,. Each service thus exposed shall be identified. Every such service at risk shall be fully exposed and adequately protected and supported in situ or diverted to the satisfaction of the appropriate authority prior to the commencement of such construction.
- When working in the vicinity of overhead power cables, ascertain and certify safe clearances to be maintained from the power cables in consultation with the authority operating the power line. Where existing overhead power lines, communications cables or other major utilities require relocation, the Contractor will use the services of specialist enterprises with the necessary skills and technology to carry out the work.
- The Contractor will consult with the concerned agencies to determine the proposed schedule for future utilities works on the Project Road. If such works, i.e. cable laying, is proposed in the near future the Contractor should propose an appropriate works schedule to synchronize such activities and reduce potential disruption.
Related Land Communication
Construction operations will be conducted in a manner to minimize their impact on land communications in and around the areas of construction. Measures to accomplish this requirement shall include but not be limited to the following:
- Loading of all trucks used for transporting materials and equipment and shall not exceed the legal limits as stipulated by the government of Kazakhstan.
- The speed for all trucks used for transporting materials and equipment shall not exceed 60 kilometers per hour on highways.
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- Transport of materials and equipment and shall be in accordance with the all relevant requirements and regulations.
- Avoidance of loading and transportation of materials and equipment during rush hours to avoid aggravating conditions on road in the construction area.
- Installation of proper and sufficient traffic signs.
- Proper supervision of drivers to ensure awareness and adherence to regulations.
- Control of drivers to prevent the use of alcohol and drugs. The Contractor shall stipulate that such usage shall be grounds for termination of employment on the Works.
- The storage of construction materials.
The CEAP shall attest to the fact that the Contractor will be responsible for all road damage that may occur from the transporting of materials and equipment to and from the Works and will be responsible for coordinating with all concerned agencies for implementing all necessary repairs and/or restorations. The Contractor shall be required to repair any damage to the satisfaction of the Engineer and at no cost to the Employer.
Contingency Provisions
Special circumstances and conditions may make the imposition of special environmental provisions from time to time. The CEAP shall attest to the fact that the Contractor understands that such provisions may be imposed by the CSC. Such special conditions may result from oil spills or spills of toxic materials or other impacts resulting from Project-related activities.
2.5 Health & Safety Provisions
2.5.1 Emergency Response Plan
An emergency response plan to deal with accidents and emergencies, including environmental/public health emergencies associated with hazardous material spills and similar events, shall be prepared for the approval of the CSC.
2.5.2 First Aid Base
A fully equipped first aid base shall be climatically controlled to maintain the temperature of the inside of the building at 20 degrees Celsius (20O C). Arrangements for emergency medical services shall be made to the satisfaction of the CSC.
2.5.3 On-Site Safety Publicity
The Contractor shall ensure that safety, rescue and industrial health matters are given a high degree of publicity to all persons regularly or occasionally on the Site. Posters, in both Russian and English, drawing attention to site safety, rescue and industrial health regulation shall be made or obtained from the appropriate sources and shall be displayed prominently in relevant areas of the Site.
2.5.4 Safety Training Program
A Safety Training Program is required and shall consist of:
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° Initial Safety Induction Course. All workmen shall be required to attend a safety induction course within their first week on Site.
° Periodic Safety Training Courses. Periodic safety courses shall be conducted not less than once every six months. All Subcontractor employees will be required to participate in relevant training courses appropriate to the nature, scale and duration of the subcontract works. Training courses for all workmen on the Site and at all levels of supervision and management.
° Safety Meetings. Regular safety meetings will be conducted on a monthly basis and shall require attendance by the safety representatives of Subcontractors unless otherwise agreed by the CSC. The CSC will be notified of all safety meetings in advance. The CSC may attend in person or by representative at his discretion. The minutes of all safety meetings will be taken and sent to the CSC within seven (7) days of the meeting.
° Safety Inspections. The Contractor shall regularly inspect, test and maintain all safety equipment, scaffolds, guardrails, working platforms, hoists, ladders and other means of access, lifting, lighting, signing and guarding equipment. Lights and signs shall be kept clear of obstructions and legible to read. Equipment, which is damaged, dirty, incorrectly positioned or not in working order, shall be repaired or replaced immediately.
° Safety Equipment and Clothing. Safety equipment and protective clothing are required to be available on the Site at all material times and measures for the effective enforcement of proper utilization and necessary replacement of such equipment and clothing, and all construction plant and equipment used on or around the Site shall be fitted with appropriate safety devices. These shall include but not be limited to:
- Effective safety catches for crane hooks and other lifting devices, and
- Functioning automatic warning devices and, where applicable, an up-to-date test certificate, for cranes and hoists.
° Requirements for Subcontractors’ Safety Plans. All Subcontractors will be supplied with copies of the CEAP. Provisions will be incorporated into all Subcontracts to ensure the compliance with the CEAP at all tiers of the Subcontracting. All Subcontractors will be required to appoint a safety representative who shall be available on the Site throughout the operational period of the respective Subcontract unless the Engineer’s approval to the contrary is given in writing. In the event of the CSC's approval being given, the CSC, without prejudice to their other duties and responsibilities, shall ensure, as far as is practically possible, that employees of Subcontractors of all tiers are conversant with appropriate parts of the CEAP.
° Temporary Evacuations. In the event that temporary evacuations are required due to safety or other considerations appropriate compensation will be provided.
° Coordination with Local Public Health Officials. The Contractor shall coordinate with local public health officials and shall reach a documented understanding with regard to the use of hospitals and other community facilities. Documentation of the agreements reached shall be included in the Contractor's initial CEAP submission.
2.5.5 HIV-Aids Awareness Program
It shall be a requirement of the Contract that the Contractor:
2.5.5.1 Subcontracts with an Approved Service Provider to provide an HIV
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Awareness Program to the Contractor’s Personnel and the Local Community as soon as practicable after the Contractor’s Personnel arrive at the Site but in any case within two weeks after the Contractor’s Personnel arrive at Site and to repeat the HIV Awareness Program at intervals not exceeding four months;
2.5.5.2 Gives any representative of the Approved Service Provider, the Employer and the National HIV/AIDS Authority all reasonable access to the Site in connection with the HIV Awareness Program;
2.5.5.3 If the National Aids Authority has not provided the names of available Approved Service Providers within two weeks after being asked the Contractor may select its own service provider after consultation with the appropriate UNAIDS and/or National HIV/AIDS Authority office;
2.5.5.4 Instructs the Contractor’s Personnel to attend the HIV Awareness Program in the course of their employment and during their normal working hours or any period of overtime provided for in the relevant employment contracts and uses all reasonable endeavors to ensure this instruction is followed;
2.5.5.5 Provides suitable space for delivery of the HIV Awareness Program and does nothing to dissuade the Contractor’s Personnel from attending the HIV Awareness Program;
2.5.5.6 As soon as practicable, notifies the National HIV/AIDS Authority of its subcontract with an Approved Service Provider to facilitate the National HIV/AIDS Authority’s audit of Approved Service Providers;
2.5.5.7 Gives all reasonable cooperation to the National HIV/AIDS Authority if it exercises its right to audit the provision by the Approved Service Provider of the HIV Awareness Program.
2.5.5.8 Makes condoms complying with the requirements of ISO 4074 available to all Contractor’s employees at readily accessible points on the site, suitably protected from the elements, for the duration of the contract;
2.5.5.9 Either place and maintain HIV/AIDS awareness posters of size of not less than A1 in areas which are highly trafficked by construction workers, or provide construction workers with a pamphlet, in languages largely understood by construction workers, which reinforce the outcomes of the HIV Awareness Program stated in 2.5.5.1;
2.5.5.10 Encourages voluntary HIV/STD testing, and
2.5.5.11 Provides information on services concerning counseling, support and care of those that are infected. It is not a requirement of this contract for the Contractor to undertake or pay for treatment or medication for personnel found to be suffering from HIV/AIDS. Such personnel shall not be discriminated against however.
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2.5.6 The outcomes of the HIV Awareness Program shall as a minimum, result in Contractors personnel exposed to such a program being able to:
a) Communicate the existence of problems of HIV and be able to outline the consequences of transmission of HIV to or from the local community;
b) Recall and communicate the mode of HIV transmission and preventative measures including the proper use of the condom.
c) Be aware of the advantages of abstinence/avoidance
2.5.7 Reporting 2.5.7.1 The Contractor shall prepare and attach to his claims for payment a brief report which outlines how the actions taken by the Contractor in the period for which payment is claimed satisfy the requirements and a schedule which lists the names, identity numbers, trade / occupation and name of employer of all construction workers exposed to the program.
2.5.7.2 The employer’s representative shall certify the report and schedule described in 2.5.5.1 whenever a claim for payment is issued to the employer.
2.5.8 Where a clinic is provided on behalf of the Contractor on site, the Contractor shall ensure that such clinic provides to the Contractor’s personnel, on request and without charge:
2.5.8.1 Counseling and advice on AIDS in compliance with UNAIDS or National HIV/AIDS Authority guidelines; and
2.5.8.2 Condoms that comply with either the current ISO standard or WHO/UNAIDS Specification and Guidelines for Condoms 1998 or any more recent equivalent publication by the National HIV/AIDS Authority.
2.5.9 The Contractor shall be entitled to be reimbursed by the Employer for any payments made under a subcontract made on either cost incurred in accordance with the relevant provisions in the Contract, and in particular, for the amounts included in the Bill of Quantities; . 2.5.10 Where the Contract does not provide for reimbursement of named costs, the amount paid by the Contractor to the Approved Service Provider shall be added to any lump sum to be paid by the Employer to the Contractor under the Contract and, before such lump sum is paid, the Contractor shall provide to the Employer evidence of:
2.5.10.1 Payment of the amount claimed to the Approved Service Provider; and
2.5.10.2 Provision of the HIV Awareness Program (e.g., a Compliance certificate issued by the Approved Service Provider).
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2.5..11 Where the Contractor subcontracts any of its obligations under the Clause of the Contract it shall require any Subcontractor to comply with sub-clauses of the Contract as if it were the Contractor.
2.6 Traffic Management Provisions
A Traffic Control Plan shall be submitted to explain the means and methods to be taken for proper and adequate control of traffic during the course of the Works. This Plan shall include but not be limited to:
- The traffic control equipment the Contractor proposes to use for the Works; - Traffic control signage including location and sign descriptions; - How and when the Contractor proposes to use traffic control flag men; - Traffic control means during no-working periods; - Traffic control means and devices for night and off-hour periods.
2.6.1 General Traffic Management Requirements
(a) The Contractor shall keep open to traffic existing roads during the performance of the Works, provided that when approved by the CSC the Contractor may bypass traffic over a detour. The Contractor shall at all times keep roads and footpaths, affected by his operations, free from soil and material spillage.
(b) The Contractor shall keep the length of the project construction areas in such condition that traffic will be accommodated safely. Traffic control devices and services shall be provided and maintained both inside and outside the project limits as needed to facilitate traffic guidance should this be necessary.
(c) Prior to the start of construction operations, the Contractor shall erect such signs, barricades, and other traffic control devices as may be required by the plans, specifications or directed by the CSC. Traffic control devices shall be operated only when they are needed and only those devices that apply to conditions actually in existence shall be operable.
(d) Temporary fence shall be placed to provide a visual barrier between the work area and adjacent traffic or buildings and at locations directed by the CSC.
(e) Any devices provided under this Clause that are lost, stolen, destroyed, or deemed unacceptable while their use is required on the project shall be replaced by the Contractor without additional compensation.
(f) During non-working hours and following completion of a particular construction operation, all warning signs, except those necessary for the safety of the public, shall be removed or entirely covered with either metal or plywood sheeting so that the sign panel will not be visible.
(g) Retro-reflective sheeting on signs, barricades, and other devices shall be kept clean. The Contractor shall promptly correct stretches, rips, and tears in the sheeting. Retro-reflective sheeting shall have a maintained retro-reflection.
(h) Nighttime operations shall be illuminated by a lighting system approved by the CSC. The lighting system shall be positioned and operated to preclude glare. Incandescent lights will not be permitted.
(i) The Contractor shall take necessary care at all times during the execution of the works to ensure the existing convenience and safety of residents along and adjacent
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to the road, and any public highway or port facility that may be affected by the Works. Street lighting shall be relocated as necessary to maintain the same standard of lighting during the course of the works until new lighting facilities are brought into operation.
(j) The Contractor should thoroughly acquaint himself with existing traffic conditions and understand the importance of maintaining traffic safety and the avoidance of excessive traffic delay. The Contractor shall co-operate with the pertinent agencies regarding traffic control and all details will be subject to the CSC's approval.
(k) The Contractor shall be responsible for investigating and establishing the requirements for traffic control and safety ion all work areas and shall submit such details in his Safety, Traffic Control and Environmental Plan as required.
(l) The Contractor’s requirements shall include, but not be limited to, construction of detours, temporary bridges and approach roads, of traffic control devices and services for the control and protection of traffic through areas of construction.
(m) Any failure of the Contractor to meet these requirements will entitle the Engineer to carry out such works as he deems to be necessary and to charge the Contractor with the full cost thereof plus ten percent of such cost, which sum will be deducted from any money due or which may become due to the Contractor under the Contract. 2.6.2 Temporary Road Works
(a) The Contractor shall furnish, maintain, and remove on completion of the work for which they are required, all temporary roads and road works such as sleeper tracks and staging over roads, access and service roads, temporary crossings of bridges over streams or unstable ground, and shall make them suitable in every respect for carrying materials for the work, for providing access for traffic for himself or others, or for any other purpose. Such temporary road works shall be constructed to the satisfaction of the CSC, but the Contractor shall nevertheless be responsible for any damage done to or caused by such temporary road works.
(b) Before constructing temporary road works, the Contractor shall make all necessary arrangements, including payment if required, with the public authorities or landowners concerned, for the use of the land and he shall obtain the approval of the CSC. Such approval will be dependent on the CSC being satisfied with the Contractor’s proposals for items such as signing, lighting and riding quality of the temporary road together with the proposed maintenance arrangements. Such approval will not, however, relieve the Contractor of his responsibilities under the Contract. Upon completion of the works the Contractor shall clean up and restore the land to the satisfaction of the CSC.
(c) The Contractor, when required by the CSC, shall submit for the Engineer’s approval drawings giving full details of temporary roads. Such details shall include alignment, profile, pavement construction, signing, lighting and the duration of the temporary road.
(d) The Contractor shall make all arrangements necessary to permit the passage of materials and employees.
2.6.3 Temporary Traffic Ramps
In cases where it is necessary or required by the CSC, the Contractor shall construct and maintain temporary traffic ramps, and furnish all the labor and materials required.
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2.6.4 Traffic Control
(a) In order to facilitate traffic through or around the Works, or wherever ordered by the CSC, the Contractor shall erect and maintain at prescribed points on the work and at the approaches to the work, traffic signs, lights, flares, barricades, rubber cones with traffic lamps and other facilities as necessary or required by the CSC for the proper direction and control of traffic.
(b) As necessary for proper control of traffic or when/where directed by the CSC, the Contractor shall furnish and station competent flagmen whose sole duties shall consist of directing the movement of traffic through or around the work.
(c) The Contractor shall furnish and erect, within or in the vicinity of the project area, such warning and guide signs as may be necessary or ordered by the CSC.
(d) In order to minimize disruption to traffic flows the Contractor shall enclose the Site with temporary fence to provide a visual barrier between his work and adjacent traffic. The temporary fence shall be of 2.0-m height and the movement of men, materials and plant into and out of the barriered area shall be controlled by flagmen.
2.6.5 Number of Lanes for Traffic Control
Insofar as possible, the existing number of traffic lanes shall be maintained during the work and if diversions are provided these must be of the same traffic capacity as the original road. Notwithstanding the above, the CSC may give approval to reductions in traffic capacity if the Contractor can show that these will not cause excessive delay to traffic or are unavoidable. If such approval is given, the CSC may specify the hours during the day when the reduction in capacity may be applied and it should be anticipated that these hours may not include the peak period for the traffic movement under consideration.
The Contractor shall cooperate with the pertinent agencies regarding traffic control and all details will be subject to the approval of the CSC.
2.6.6 Half-Width Construction
(a) Where, in the opinion of the CSC, a detour is not feasible, construction on existing public roads shall be undertaken only over half of the full width of the roadway. The length of such half-width construction shall be kept as short as possible.
(b) Where half-width construction is necessary, work on culverts must be completed and the embankments adjacent to them must be reinstated so that at least half the full width shall be available for use by the public throughout the next rainy season.
(c) Where single-lane traffic becomes necessary over a particular length of the works or over the approaches thereto, the Contractor, in maintaining through traffic, shall provide a single lane at least three and a half meters wide on the roadway or embankment to be kept open to traffic.
(d) The Contractor shall so conduct his operations as to offer the least possible obstruction, inconvenience, and delay to traffic and shall be responsible for the adequate control of the traffic using such lengths of single lane.
2.6.7 Extraordinary Traffic
The Contractor shall be responsible for carrying out any necessary investigations and the obtaining of approvals, licenses, escorts and any other necessary facilities in order to enable
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extraordinary traffic to be moved on the roads in the project area.
2.6.8 Vertical Clearance
In general any temporary works placed over roads or diversions used by public traffic should maintain a vertical clearance of at least 4.5 meters. Where required by the CSC the Contractor shall erect and maintain suitable approved check-gates, fitted with warning signs indicating the vertical clearance.
2.6.9 Materials for Traffic Control Devices
Materials for traffic control devices shall conform to the requirements set forth below:
(a) Retro-reflective Material. Unless otherwise specified in the contract, sign panels, barricades, cones, vertical panels, and flagger paddles shall have retro-reflective sheeting meeting requirements for retro-reflective material as specified by the CSC.
(b) Sign Panels. Sign panels shall be orange with black legend unless otherwise required.
(c) Sign Posts. Signposts shall be fabricated from untreated softwood, metal, or other materials acceptable to the CSC. Signs shall be capable of remaining in position during normal traffic flow and wind conditions.
(d) Barricades. Barricades shall be constructed of wood, metal or plastic.
(e) Cones. Cones shall be a minimum of 75 cm in height with a broadened base and shall be capable of withstanding impact without damage to the cones or vehicles. All cones shall be orange/white colored and highly visible both in daylight and darkness. Cones shall be capable of remaining bright and in position during normal traffic flow and wind conditions in the area where they are used. Lamps for cones shall be suitable for purpose.
(f) Temporary Fencing. Temporary fencing shall be fabricated in panels with timber framework and galvanized metal panels. The panel face towards the traffic shall be painted.
(g) Vertical Panels. Vertical panels shall be constructed of wood, metal or plastic.
(h) Warning Lights (flashing or steady). Warning lights shall be Type A (low intensity flashing), Type B (high intensity flashing), or Type C (steady burn) as approved by the CSC.
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APPENDIX 2 Appended to the Environmental Impact Assessment – Astana LRT Project (Kazakhstan) ROAD ROW CROSS-SECTIONS – ASTANA LRT
Astana LRT Project - Kazakhstan Environmental Impact Assessment
FIGURE 1- APPENDIX 2: STREET-SPECIFIC IDENTIFICATION
Rail Station & LRT Depot
Saryarka Avenue
Section 1.6 Syganak St. from Kabanbay Ave. to Tauelsizdik St. Left Bank Section 1.7 Kaldayakova St. from Tauelsizdik Avenue to Street A62.
Section 1.5 Kabanbay Batyr avenue from from Almaty St. to Syganak St.
Section 1.4 Kabanbay Batyr avenue from Zhanibek and Kerey khaddar to Almaty St. Expo Section 1.3 Kabanbay Batyr avenue from roundabout to Zhanibek and Kerey khaddar
Section 1.2 Kabanbay Batyr avenue from By- pass Road to roundabout
Section 1.1 from Airport to By-pass Road
OF APPLICABLE CROSS-SECTIONS
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Section 1.1 from Airport to By-pass Road
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Section 1.2 Kabanbay Batyr Avenue from By-pass Road to roundabout
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Section 1.3 Kabanbay Batyr Avenue from roundabout to Zhanibek and Kerey Khaddar
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Section 1.4 Kabanbay Batyr Avenue from Zhanibek and Kerey Khaddar to Almaty St
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Section 1.5 Kabanbay Batyr Avenue from Almaty St. to Syganak St.
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Section 1.6 Syganak St. from Kabanbay Ave. to Tauelsizdik St.
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Section 1.7 Kaldayakova St. from Tauelsizdik Avenue to Street A62
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APPENDIX 3 Appended to the Environmental Impact Assessment – Astana LRT Project (Kazakhstan) RECORD OF PUBLIC AND AGENCY CONSULTATIONS
APPENDIX 3 Appended to the Environmental Impact Assessment of the Astana LRT Project (Kazakhstan) RECORD OF PUBLIC & AGENCY CONSULTATIONS
Minutes of Public Consultations – June 2009 Preliminary OVOS (Environmental Impact Assessment) Feasibility Study ‘New Transport System of Astana City’
Location: Akimat of Astana, Room 221 Date: 18 June 2009 Time: 12.00
Public Consultations were conducted by: 1. Talgat Ardan – Deputy Director of the Department for Passenger Transport and Motor Roads for Astana city 2. Olzhas Bilyalov – Representative of Hong Kong Transportation Limited; 3. Kanat Manapov – Director of Batkesh LLP.
Moderator: Talgat Ardan Agenda: Preliminary OVOS
Time Presenter Topic of presentation Talgat Ardan, Deputy Director of the Why it is necessary to implement the 12.00 Department for Passenger Transport project ‘New Transport System of and Motor Roads for Astana city Astana city’ Kanat Manapov – Director of Batkesh, 12.25 Project impact on the environment LLP 12.40 Questions and Answers 12.55 Conclusions
Consultations were opened by the Deputy Director of the Department for Passenger Transport and Motor Roads for Astana city, Mr. Ardan, who explained why it is necessary to implement the project ‘New Transport System of Astana City’. Mr. Addan gave full description of Project’s general technical and economic parameters.
At the first phase of the project ‘New Transport System of Astana City’ (NTSA) it is planned to construct 26.19 km of the bearing structures, 19 stations, train and maintenance depots with power supply from traction substations. Project started in 2008, it is planned to complete the Front End Engineering Design (FEED), i.e., Preliminary Design, and reach an agreement with authorities by the end of September 2009. By the end of this year (2009) it is planned to complete the Engineering Design and in 2010 to start the construction of NTSA. Plans to reorganize bus routes were mentioned. Main rule for the project is the passenger convenience.
The floor was given then to Mr. Manapov, director of Batkesh LLP who spoke about preliminary OVOS. He touched on all aspects of possible project’s impact on the environment. He suggested measures to improve the quality of environment.
Aliya Edilmanova, senior specialist of the Ecological Development Department at Yessil Department for Environment, asked 2 questions:
1. Where will the maintenance depot be located? Asked by Aliya Edilmanova, senior specialist of the Ecological Development Department at Yessil Department for Environment.
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Answer: by Ardan Talgat: 2 land plots were allocated for the depot: 1) territory of the existing trolley depot and 2) area on the left bank along Turan Avenue.
2. What routes of NTSA are envisaged? Asked by Aliya Edilmanova, Senior Specialist of the Ecological Development Department at Yessil Department for Environment
Answer: Ardan Talgat demonstrated the planned route of NTSA. According to the analysis by employees of the Department for Passenger Transport and Motor Roads for Astana city, this system fits the city landscape very well.
3. What will be the impact of noise, electromagnetic fields and vibration on the environment? Asked by Peyev Fedor, deputy director of the Department for Sanitary and Epidemiological Control for Astana City.
Answer: by Mrs. Mukuzhanoca A., specialist of Batkesh who reported that parapets of the bearing structure reduce noise and direct it to the center of the bearing structure. The question was also answered by Ardan Talgat who noted that arrangement of the bearing structure and tracks with noise absorbing joints will allow isolation of the bearing structure from support structures of buildings thus preventing the distribution of vibration to surrounding buildings. For power supply the detail design envisages nine substations, it is planned to count and to work out all detains pertaining to electromagnetic impact.
4. What are the reasons of moving away from trolleys? This is also the type of transport supplied by electricity. Asked by Mr. Baybatyrov Amangeldy, Director of the Environmental Expertise Department of the Division for Natural Resources and Nature Management for Astana City.
Answer by Mrs. Mukuzhanova A: Since trolleys are on-ground transport and their movement around the city on certain routes and low speed at crossings lead to traffic jams causing exhaust gas emissions. But new trains with electrical drives are elevated transport and their movement will not cause jams.
5. Some questions were asked regarding heat and power supply for stations.
Answer: Mr. Talgat Ardan told that heat and power supply stations will likely to be from municipal networks, but this will be known at further stages of designing, but he excluded a possibility of supply using solid fuels.
6. Are storm sewer and drainage systems envisaged? Asked by Mrs. Batyrgozhina Asiya, Senior Specialist of Environmental Department in R&D Institute of General Planning.
Answer by Mr. Manapov: Construction works will not affect sewer drainage. Storm sewer system exists for storm waters and drains. Pollutants, such as heavy metals, oils and various precipitations will be filtered immediately in the depot in accordance with existing norms and rules to avoid occurrence of such substances in water bodies of the city. Additional discharges into waters are not envisaged.
7. How will trains respond to weather conditions of Astana City? Asked by Mr. Merva Nadezhda, director of the Monitoring Department at Nur Otan Party for Astana.
Answer: by Mr. Adran: The new system fits weather conditions well. Lightening strike protection, snow protection etc. will be worked out on the engineering level.
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8. What are the suggestions for the energy scheme? Asked by Mr. Peyev Fedor, Deputy Director of the Department for Sanitary and Epidemiological Control for Astana city.
Answer: by Mr. Ardan: Power will be supplied from 9 traction substations. All suggestions will be calculated and taken into account.
9. There were questions regarding how many people the train will accommodate, cost of transportation, construction of the depot, travel time of trains.
Answer: Mr. Ardan responded that the train will accommodate 504 people, cost of tickets will be calculated on later stages of design, but it will not be expensive, the depot will be constructed in two stages.
Concluding Remarks
The conclusions of consultations were done by Talgat Ardan, Deputy Director of the Department for Passenger Transport and Motor Roads for Astana City, concluded he noted that the project implementation will not cause any negative consequences for the ecological and social and economical environment neither during the construction, nor during operation of the New Transport System of Astana city.
New transport system is one of the breakthrough projects of the city. It will improve Astana infrastructure. And it will not only make a picture better, but will also ensure convenient, fast and cost efficient transportation for passengers.
Signatures:
Ardan T.N., Deputy Director of Department for Passenger Transport and Motor Roads for Astana City
Bilyalov O.N., Representative from Hong Kong Transportation Development Limited
Manapov K. D., Director of Batkesh JSC
Mukuzhanova A.S., Environmental Engineer of Batkesh JSC
The public consultations were attended by:
Torebekov B. Zh., Director of Department for Development of Akimat for Saryarka District, Astana city
Dosayev R.M., Deputy Director of the Department for Economy and Budget Planning for Astana city
Zhakhmetov B.E., Deputy Director of the Department for Architecture and Urban Planning for Astana City
Aliakbarova M. Zh., Senior Specialist of the Department for Analysis, Monitoring and Methodological Work in the Division for Internal Policy of Astana City.
Baibatyrov A.B., Head of Department for Ecological Expertise in the Division for Natural Resources and Nature Management for Astana City
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Yedilmanova A.K., Senior Specialist of the Department for Ecological Development of Yessil Department of Environment.
Peyev Fedor, Deputy Director of the Department for Sanitary and Epidemiological Control for Astana city.
Abdenov M.D., Head of Transport Control Inspection for Astana city
Batyrgozhina A.A., Senior Specialist of Environmental Department in R&D Institute of General Planning.
Kushenov A. Sh., Deputy Head of the Workshop in R&D Institute of General Planning.
Daumenov Zh.A., Deputy Director of the LLP ‘Center for Passenger Transportation of Astana city’
Merva N.M., Director of the Astana Monitoring Department at Nur Otan Party.
Fink L.N., Representative from Public Association for Consumer Rights Protection ‘Adilet’.
Yesekin T.M., Consultant of the Department for Social and Economical Analysis at LLP ‘Center for Sustainable Development of the Capital City’.
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Minutes of Meeting 9 December 2011
Approved by Chairman LLP ‘Astana LRT’ T.Ardan December 2011
Minutes of Public Consultation Meeting within the framework of implementation of the 2nd Phase of the Project ‘New Transport System of Astana city’.
Astana city, December 10th, 11 a.m. Location: Kazakh Music and Drama Theater named after Kuanyshbayev
Chairperson: Ardan T.N., Board Chairman of Astana LRT. Attendees: representatives from government agencies, public and non-government organizations, bus fleets, residents and owners of trade outlets on Saryarka ave. and Potanin str. (listed).
The Board Chairman of Astana LRT made a presentation about the Project ‘New Transport System of Astana city’ and covered the following questions: - General characteristics and description of alignments of the 3rd Phase. - Types and characteristics of the lines: elevated and at grade. - Description of the LRT line at street sides; - Characteristics and design of the rolling stock; - APS for the rolling stock (3rd rail); - Concept of stations: elevated and at grade; - Description of locations and designs of LRT depots; - Characteristics of LRT stations and PSD systems; - Organization of the traffic control station to ensure traffic safety, including LRT;
The events envisaged as part of the 2nd Phase of the Project ‘New Transport System of Astana city’ were explained, including demolition of buildings and facilities, acquisition of land plots, relocation of citizens living on Saryarka ave., Potanin str. and Goethe str., as well as issues of protection from noise and vibration.
After the presentation the following questions were asked: 1. Topayev B. Sh., representative from akimat of Saryarka district of Astana city: Question: How LRT line will cross Ishym river on Saryarka str.? Answer: Another bridge will be build for LRT lines during the construction of the 2nd Phase. 2. Zakaryanov K.K., Chairman of the Public Association for Consumers Right Protection ‘Adilet’: Question: Why the 1st Phase is starting from the Airport to Abu-Dhabi Plaza, will it impact on traffic jams in the city? Answer: Construction of all LRT phases will be staged: 1 phase: 2011-2013, 2nd phase: 2012-2014 and 3rd phase: 2013-2016. The passenger flow in the area of Airport-Abu- Dhabi Plaza will increase in comparison with recent years. Therefore LRT operation will address traffic jam problems in the city.
3. Zlotya E.N., citizen of Astana city Question: when will the demolition start on Saryarka ave.? Answer: Acquisition of land and demolition of buildings on Saryarka ave. and Potanin str. will start in 2013.
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4. Shaisultan E.M., representative from Vokzal-Service JSC: Question: When will the second depot be constructed? Answer: The second depot will be constructed during the 2nd Phase of the Project. It will start operation in 2013.
5. Suyendykov T.K., Director of Saparzhai-Astana LLP. Question: LRT system is going to be very large. Will it cover all areas of the city? Answer: Besides 3 phases of the project, in future it is planned to implement the 4th and 5th phases. In perspective, LRT will cover all main areas of Astana city.
To conclude the Public Consultation Meeting, the Board Chairman of Astana LRT informed the population about the second public consultation meeting on the issues of design and engineering documentation, where more details will become available.
Head of Engineering Department Astana LRT T.Ospanov
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List of Attendees of the Public Consultation Meeting – 9 December 2011
No Organization Representative 1 Akimat of Saryarka district of Astana city Topayev B.Sh. 2 Akimat of Almaty district of Astana city Baltabekov S.R. 3 Department for Passenger Transport and Motor Taibergenov B. Roads for Astana city 4 Department for Housing of Astana city Alibekov Zh. 5 Department for Administration of the Special Karibayev D.I. Economic Zone ‘Astana-New city’ 6 Department for Land Relations of Astana city Ormanov E.M. 7 NIPI genplan (R&D and Engineering Institute) for Rakhim A. Astana city, public company 8 AstanagorNPCzem, affiliated state enterprise Turganbayev A.Sh. 9 Center for Passenger Transportation JSC, Astana city Seksenbayev B.K. Eszhanov B.M. 10 Saparzhai-Astana LLP Suyendykov T.K. 11 Interregional Inspection on Transport Control Kairgaliyev A.N. ‘Saryarka’ for Karaganda region and Astana city 12 Vokzal-Service JSC Shaisultan E.M. 13 KazPost JSC Kuanyshev G.K. 14 Bus Park No 1 JSC Akhmedjarova A.Zh. 15 Bus Park No 3 LLP Tleubergenov B.T. 16 Bus Park No 4 LLP Smagulov S. 17 Bus Park No 5 LLP Zakharchuk I.A. 18 Temir-Tulpar LLP Saduov K. Sh. 19 Trading Center ‘Mega Center Astana’ Kaplanbekov I.E. Bulatashvili S.G. 20 Public Association for the Protection of Consumers’ Zakaryanov K.K. Rights ‘Adilet’ (Astana city) 21 Private Fund ‘Institute of European Law and Human Zhakeyev S.M. Rights’ 22 Residents of Saryarka ave., Potanin str. Barenov E.R. Battalov A.E. Zhussupova Z.T. Zlotya E.N.
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Minutes of Meeting 4 February 2012
Approved by: Board Chairman Astana LRT LLP ______Ardan T.
Minutes of the Public Consultation Meeting on Environmental and Social Aspects of the 2nd Phase of the Project ‘New Transport System of Astana City’.
Astana, February 4th, 11 a.m., Beibitshilik 11, office 221.
Chairperson: Ardan T.N., Board Chairman of Astana LRT.
Attendees: government agencies, public and non-governmental organizations, bus fleets, residents of houses, owners of trade outlets along Saryarka ave. and Potanin str., representatives of the Asian Development Bank (as listed).
Board Chairman of Astana LRT informed participants with the agenda of the public consultation meeting within the framework of the project ‘New Transport System of Astana city’. ADB Project Manager Bertrand Goalou clarified why the public consultation meeting was to be conducted.
The Head of the Engineering Department of Astana LRT made a presentation about the Project ‘New Transport System of Astana city’. Robert Hefferon, a consultant of Asian Development Bank, has covered the following issues: - construction impact on the environment; - project’s noise impact on the environment; - noise level during construction and operation in dB. - operation-related vibration impact on the environment; - biological impact on the environment; trees re-planting;
The following questions were asked during the public consultation meeting:
1. In what year will the Goethe str. see construction works? Answer: construction works at Goethe str. are envisaged in the 3rd Phase of the Project, and in accordance with the sequence of phases, construction in this area will be carried out in 2014.
2. How will LRT construction impact on buildings in old areas of Astana city? Answer: the Project ‘New Transport System of Astana city’ uses newest LRT technologies, environmental impact on Astana city will be given the maximum consideration.
3. Will LRT be able to operate at – 40 C? Answer: LRT system is designed with adaptation to temperature and climate conditions of Astana city (-40 C, +50 C).
4. How big will be the noise from the rolling stock? Answer: The Project will use noise and vibration insulation system at track structures, including rails, and the noise level will not exceed 60 dB.
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5. Why will the project construction start from the airport? Answer: the Project ‘New Transport System of Astana city’ was developed in consideration of the integrated approach to city planning, street and road network and funding, meaning that all project phases were carefully examined to find the optimal construction sequence.
6. Why should the Project spend money for environmental assessments? Answer: in accordance with requirements to construction projects, it is mandatory to include environmental assessments into the project activities.
7. What is the payback period of the project? Answer: the project is a long-term and purely social one.
8. After the 3 phases of the project, will other lines be constructed in the city? Answer: Options for perspective LRT lines are being considered.
9. What will be the speed of the rolling stock? Answer: the average designed speed is 40 km/h, a fairly high one in comparison with city buses with the speed of 20-25 km/h.
10. Where will the LRT line be located on Potanin str.? Answer: LRT line on Potanin str. will be in the center of the roadway.
Head of the Engineering Department of Astana LRT Ospanov T.
Consultant of the Asian Development Bank Robert Hefferon.
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Minutes of Public Consultations – June 16, 2013 Environmental Impact Assessment
Location: Public Library, Astana Date: 16 June 2013 Time: 10:00
Public Consultations were conducted by: 1. Talgat Ospanov – Astana LRT 2. Tarek Tarawneh – ADB Environmental Specialist;
Moderator: Talgat Ospanov Agenda: Revised EIA
Time Presenter Topic of presentation Talgat Ospanov, Astana LRT Review of project and changes in 10.00 Engineering Department alignment 10.15 Tarek Tarawneh Project impact on the environment 10.30 Questions and Answers 11.30 Conclusions
Consultations were opened by Mr. Talgat Ospanov of the Astana LRT, who explained the background of the project and the proposed changes in the alignment. He also presented other options that the city is looking at in terms of BRT and the ongoing feasibility study undertaken by SYSTRA.
This was follows by a brief presentation by Mr. Tarek Tarawneh on the EIA and the potential impacts in the construction and operation phases, and the proposed mitigative measures.
The floor was then opened for discussion, and the following points were raised and discussed
° How the project links with a bus system and provides facilities for pedestrians and cycling routes, and how it refines the traffic in the city. It was explained the project is being coordinated with another activity to provide a BRT system in Astana that will also be phased and inter-linked with the LRT system. The detailed design phase of the project will include detailed traffic management plans for both the construction and the operation stages.
° Will the 12 trains per day be enough to give the added benefit of the LRT system and serve the City of Astana. It was explained that there is an ongoing feasibility study that is re-evaluating the traffic volume projections and this number may be increased to 16 trains.
° Wouldn’t the LRT work better if connected to a bus system. It was explained that it will be connected to a comprehensive BRT network.
° The construction phase could be catastrophic for business owners along the corridor. It was explained that the EMP will include detailed traffic management plans for the access to residences and businesses along the alignment during construction. It was also explained that this is a temporary impact and given the importance of the project for Astana as a city, all residents of Astana should work together to make it work.
° Will the new train station be operational for the Expo 2017. It was explained that the plan was to have Phase 1 operational by 2017.
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° What will the frequency of the monitoring be. It was explained that different indicators have different frequencies of monitoring and that detailed monitoring programs have been developed for the construction and operation phases.
° The issue of trees and any loss of trees is sensitive and has to be carefully delivered to the public. It was explained that a detailed survey of trees has been conducted and the number of trees that will be lost was determined. A replacement plan has also been put in-place, and the EMP will include an awareness, outreach, and communication plan to keep the public informed of progress.
° How will the public be kept informed of project progress. It was explained that there will be awareness materials and information, and the Astana LRT emphasized that their door is always open to the public.
° Will the LRT system be a security threat. It was explained that the design specifications include real-time continuous monitoring of stations and trains via CCTV. It was also explained that stations and trains will be continuously staffed with security personnel.
Head of the Engineering Department of Astana LRT Ospanov T.
Consultant of the Asian Development Bank Tarek Tarawneh.
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List of Attendees of the Public Consultation Meeting – 17 June 2013
No. Full Name Organization Position
1 Yerjan Dihanbayev Committee of National Security, Astana Dpt Senior Detective
2 Arman Otarbayev Committee of National Security, Astana Dpt Detective
3 Anel Kasybayeva JSC “Nazarbayev University” Engineer
4 Usan Uzbekov Ministry of Defense
5 Shahnoza Rauorova HKR Architects Translator
6 Zaure Airayeva HKR Architects Translator
7 David Owens HKR Architects Astana Team Leader
8 Madi Muhanov JSC NC “Astana EXPO 2017” Manager
9 Beibit Esirkenov Environmental Director
10 Botagoz Rakisheva Research Institute “Public opinion” Director
11 Vyacheslav LLP “Astana LRT” Designer Ozeryanik
12 Adilhan Kisikov LLP “Astana LRT” Designer
13 Sergey Bondar LLP “Astana LRT” Designer
14 Asem Chakenova ADB, Kazakhstan Resident Mission Associate Project Officer
15 Bakhtiyar Ibrayev ADB Environmental specialist
16 Tarawneh Tarek ADB Environmental specialist
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COMMENT FORM DISTRIBUTED AT MEETINGS ON 9 DECEMBER 2011 AND 4 FEBRUARY 2012
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BROCHURE DISTRIBUTED AT MEETING OF 9 DECEMBER 2011
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APPENDIX 4 Appended to the Environmental Impact Assessment – Astana LRT Project (Kazakhstan) ISO 14000 RECOMMENDATIONS
APPENDIX 4 Appended to the Environmental Impact Assessment of the Astana LRT Project (Kazakhstan) ISO 14000 RECOMMENDATIONS
1.0 INTRODUCTION
1. The Environmental Impact Assessment of the Astana LRT Project to which this material is appended recommends formal recognition of the fact that environmental management will be an essential part of Project Management and adoption of an Environmental Management Systems (EMS) approach to ALRT’s responsibilities as recommended by the International Standards Organization (ISO).
2. The EIA notes that construction of a rapid transit system for a city approaching a population of one million people entails significant environmental management responsibilities. Astana is fortunate in that the environmental issues presented by the proposed LRT are only those typically presented by any large construction project in an urban area. Unlike the construction of a typical building such as an office building, however, the LRT will be linear. Impacts will be spread over long distances. Phase 2 will traverse a distance of over eight kilometers – more than half of it through a relatively densely populated area. It needs to be recognized that doing so will require a day-to-day environmental management. Consideration should be given to adoption of an approach to environmental management postulated by ISO, specifically ISO 14001.
3. Background data in regard to ISO, a description of its principles, its core elements and its implications for Astana LRT are as follows.
2.0 BACKGROUND DATA
4. ISO is, as its name implies, an international organization which promotes the development and implementation of international standards, for products and processes, including environmental management.
5. ISO 14000 is a series of voluntary standards developed by ISO in the environmental field. As listed on the ISO website, ISO 14000 refers to “a series of international standards on environmental management (which) provides a framework for the development of an environmental management system and the supporting audit programme.” In addition to the broader aspects of environmental management addressed by ISO 14001 (described below), the series includes standards for labeling (ISO 14020), performance targets (ISO 14030) and life cycle issues (ISO 14040).
6. ISO 14001: Environmental Management is the environmental standard within the 14000 series and specifies “the actual requirements for an environmental management system. It applies to those environmental aspects which (an) organization has control and over which it can be expected to have an influence. ISO 14001 is often seen as the corner stone standard of the ISO 14000 series .it is not only the most well known, but is the only ISO 14000 standard against which it is currently possible to be certified by an external certification authority.” (Emphasis added).
7. ISO 14001 has become the universally recognized global standard against which environmental management, including light rail transit systems in Calgary (Canada), Dublin (Ireland)1 and the transit operations of Sound Transit in the Seattle, Washington area (USA) which provides nearly 14 million rides a year on its bus and rail systems.2
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8. In discussing ISO 14001, it is important to note what it is not. ISO 14001 has no legal authority and implies no legal commitment other than compliance with the laws of the country - in this case the laws of Kazakhstan. ISO 14001 procedures are left flexible to account for different scales of operation and different environmental issues. ISO 14001 does not add new regulatory requirements. It is a conformance standard, not a performance standard - i.e., it focuses on process, concepts and procedures. It also does not set prescribed standards of performance for organizations. The ISO 14001 standard requires that a community or organization put in place and implement a series of practices and procedures that, when taken together, result in a sound environmental management system. ISO 14001 is not a technical standard. It does not replace technical requirements embodied in statutes or regulations.
9. So, what does ISO 14001 do? It provides a set of procedures and approaches to environmental issues to help an organization, particularly a newly formed organization such as the Astana LRT, manage its environmental issues in a sound and globally recognized way - in a way that can be documented and certified. It provides an analytical framework in which environmental management planning and the preparation of an Operational EMP for an organization such as the Astana LRT can proceed with the benefit of lessons learned at similar facilities throughout the world.
10. Although ISO 14001 and its conception of environmental management as a part of an overall systems approach is a relatively new initiative, the management principles that underlie it are not. The underlying principles of managing the environment are not radically different than other forms of management. The World Bank, for example, in its publication Mainstreaming the Environment itemizes the ten basic principles of environmental management. “Environment” is not mentioned in the tabulation until one gets to item ten. The preceding nine principles are principles of management of any kind. Environment just happens to be the topic under discussion. The same is true of ISO 14001. It employs management principles at least 100 years ago in the early 1900s by Henri Fayol who suggested that successful management needed to follow a system that involved five principles: plan, organize, command, coordinate, and control; and the management system originally developed in the 1930s by Dr. Walter Shewhart and reintroduced in the 1950s as “the Plan-Do-Check-Act Cycle“. ISO 14001 develops these management principles in the form of a reiterative process it refers to as a continual improvement cycle as illustrated by Figure 1.
3.0 ISO’s FIVE CORE ELEMENTS
11. The Five Core Elements. There are five core elements of the Continual Improvement Cycle as they are conceived by ISO 14001 and illustrated by the Exhibit. Their implications for the Astana LRT Project warrant some discussion and will be addressed in detail in the following paragraphs. Briefly, the following can be noted in regard to each Core Element:
° Environmental Policy. Compliance with ISO 14001 requires the establishment of an appropriate environmental policy that is documented and communicated to employees and made available to the public, and which includes a commitment to continual improvement and pollution prevention, regulatory compliance and a framework for setting objectives.
° Planning. ISO 14001 requires a planning process that covers the identification of the environmental aspects of the organization’s activities, identification and access to legal requirements, establishment and documentation of objectives and targets consistent with the policy, and establishment of a program for achieving said targets and objectives (including the designation of responsible individuals, necessary means and timeframes).
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Management Environmental Review Policy
Planning The Five Core Elements of ISO 14001
Checking Implementation & & Correcting Operation
FIGURE 1: CONTINUAL IMPROVEMENT CYCLE
° Implementation and Operation. Implementation and Operation activities must the definition, documentation and communication of roles and responsibilities, provision of appropriate training, assurance of adequate internal and external communication, written management system documentation as well as appropriate document control procedures, documented procedures for operational controls, and documented and communicated emergency response procedures.
° Checking and Correcting. This includes audits and corrective action procedures, procedures for regular monitoring and measurement of key characteristics of the operations and activities, procedures for dealing with situations of non-conformity, specific record maintenance procedures and procedures for auditing performance.
° Management Reviews. Periodic reviews by top management are required to ensure that actions being taken and suitable, adequate and effective in light of changing circumstances.
12. Environmental Management System (EMS). The result of the reiterative process illustrated by Figure H-1, i.e., the constant revisiting of the five Core Elements in the Continual Improvement Cycle constitute an EMS as defined by ISO 14001. An EMP such as the one required by the TOR for the Astana LRT Project and incorporated in this document is a potential element in such a system - specifically a part of Checking and Correcting Core Element – but in the EMS Approach, it is only part (albeit an essential part) of a larger overall strategy,
4.0 ISO REQUIREMENTS AND IMPLICATIONS FOR ALRT
13. Specific requirements of the five Core Elements comprising an EMS as stipulated by ISO are presented in the discussion which follows. The discussion is organized in the order these issues are discussed in ISO 14001 – starting with Policy Development and ending with Management Review. It is important to note, however, that the discussion is concerned with a cycle - a continuous reiterative process - not a linear program. One can enter a cycle at
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any point. The discussion of each requirement follows the same format:
° First. a statement of the ISO Core Element requirement is provided. In each case a sub- clause of the ISO 14001 Standard is quoted verbatim - word for word. It is stipulated, for example, that as part of the first Core Element “Top management shall define the organization’s environmental policy ” (emphasis added). “Shall” statements are mandatory. All such statements should be reviewed to ensure that the expectations of the Standards are understood.
° Second, the Implications for Astana LRT are presented. The goal is to provide an explanation of the requirements and recommendations for ALRT based on the analysis undertaken to date.
CORE ELEMENT 1: Environmental Policy Development
ISO 14001 “Top management shall define the organization’s environmental policy and Sub-Clause 4.2: ensure that it:
a) is appropriate to the nature, scale and environmental impacts of its activities, products or services;
b) includes a commitment to continual improvement and prevention of pollution;
c) includes a commitment to comply with relevant environmental legislation and regulations, and with other requirements to which the organization subscribes;
d) provides the framework for setting and reviewing environmental objectives and targets;
e) is documented, implemented and maintained and communicated to all employees;
f) is available to the public.”
Implications for The establishment of a written and formally communicated Environmental Astana LRT Policy by top management is the first requirement of ISP 14001. It establishes the EMS principles. Top management is held responsible for the initiation of Policy and for providing direction for others to whom the task may be assigned. To meet ISO standards, the Policy must include:
° “A commitment to comply with relevant environmental legislation and regulations”. It needs to be a positive commitment including, for example, a commitment to monitor periodically to ensure commitment.
° “A commitment to continual improvement”. This means a system must be in place so that Management deals on a continuous, on-going basis - not just a one-time announcement.
To meet ISO standards, the policy must:
° Be documented - i.e., it must be in writing;
° State a commitment to the concept of prevention of and continual reduction of adverse environmental effects, thus supporting sustainable development.
° Set and allow for publication of environmental objectives and targets, improvement plans and management reviews.
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° State a schedule for routine checking (e.g., monthly reports) and up- dating (e.g., annual reviews).
° Be communicated to all employees;
° Be made easily available to the public.
Sample copies of Policy Statements for other transit systems are available for review. As will be discussed in greater detail below and as a practical matter, adopting a Policy and making a commitment to ISO 14001 will require:
° Designation of a Management Representative for Environmental Issues (referred to as the MR). Roles and responsibilities of this position should receive special consideration. The MR is essential for implementation process and ISO Continual Improvement Cycle. The MR should have overall responsibility for compliance with the requirements of the EMS (ISO 14001), and should be charged with ensuring that changes in regulations and the ALRT’s impact on the environment are monitored and the system modified to meet them.
At the present time, there is no individual assigned for environmental matters within ALRT. The appointment of Environmental Assistants (EAs) is highly recommended. Training as well as the allocation of adequate time to accomplish assigned EMS tasks is also recommended. The MR should have equal representation at the management level relative to other groups within the organization. This includes input into issues such as access to resources, choices in technology, employee training, and emergency protocols. Guidelines published for organizations attempting top comply with ISO 14001 also recommend that:
° The policy should be simple.
° In addition to top management, involving other parts of the Astana government in policy development will help to build ownership and support.
° The Policy should explicitly reference other documents such as a health and safety manual, a quality manual, etc
° Offer the environmental policy for review externally (e.g., review by the Astana Akimat and others).
° Consideration should be given to:
- Sustainable development and/or product life cycle thinking.
- Minimization of adverse environmental impacts from new developments by integrating environmental management practices and procedures in the design phase (e.g., the LRT Phase 3). - Minimization of pollution, waste, and resource consumption at all levels in the organization, and commitment to recovery, recycling, and reuse. - Sharing of environmental expertise with others.
- Adoption of ISO 14001 practices by suppliers/contractors.
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CORE ELEMENT 2: Planning Planning as a Core Element of |SO 14001 is discussed under three major headings and two sub- headings:
° Environmental Aspects (ISO Sub-Clause 4.3.1) ° Legal & Other Requirements (ISO Sub-Clause 4.3.2) ° Objective, Targets & Programs (ISO Sub-Clause 4.3.3) discussed in two parts: - Objectives and Targets (Item 4.3.3.1) - Environmental Management Programs (Item 4.3.3.2)
ISO 14001 “The organization shall establish and maintain (a) procedure(s) Sub-Clause 4.3.1 a) to identify the environmental aspects of its activities, products, or services Environmental within the defined scope of the environmental management system that it can control and those that it can influence taking into account planned or Aspects new developments, or new or modified activities, products and services, and
b) to determine those aspects that have or can have significant impact(s) on the environment (i.e., significant environmental aspects.
The organization shall keep this information up-to-date.
The organization shall ensure that the significant aspects are taken into account in establishing, implementing and maintaining its environmental management system.”
Implications for The term “environmental aspects of its activities, products, or services that it Astana LRT can control ” or the shortened version “environmental aspects” basically means that an organization needs a procedure to identify opportunities to avoid adverse impacts or to enhance beneficial impacts by the way it does business.
An environmental aspect over which ALRT has some control would include, for example, fuel dispensing. There may be an opportunity to lessen the impact of its fuel dispensing procedures on the environment. Or maybe not. Either way, it needs procedures to determine this type of thing. Encouraging ideas from staff for example or asking outsiders to have a look at the operations.
Environmental aspects and opportunities can be either direct or indirect.
Direct opportunities are often clearly evident, like reduction of hazardous waste generation, air emissions, waste discharges, etc. The way in which contractors dispense fuel during construction activities, for example, would be a direct opportunity.
Indirect opportunities may include the activities of raw materials suppliers and end-users not directly related to the organization, but in some manner under their control. The selection of the organization supplying materials could be an indirect aspect if the ALRT can select from a number of suppliers, some of whom may be more environmentally friendly than others.
Guidelines published for organizations attempting top comply with ISO 14001 recommend that:
° The organization as a whole must be alert and constantly looking for such opportunities.
° Ideas from all levels of the organization should be encouraged. Management might, for example, develop programs to encourage and reward suggestions from workers at all levels.
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° Opportunities for ALRT to include the environmental aspects of its activities might include ensuring that hazardous materials (solvents, fuels, etc.) are stored so as to avoid spills and release of gases into the atmosphere - and conducting periodic inspections to confirm that is the case.
ISO 14001 “The organization shall establish and maintain procedure(s) Sub-Clause 4.3.2 a) to identify and have access to legal and other requirements to which the Legal & Other organization subscribes, that are applicable to the environmental aspects, and Requirements b) to determine how these requirements apply to its environmental aspects.
The organization shall ensure that these applicable legal requirements and other requirements to which the organization subscribes are taken into account in establishing, implementing and maintaining its environmental management system.
Implications for The requirements means that to achieve ISO 14001 certification, ALRT must Astana LRT routinely ensure that it is aware of legal requirements as them may change (e.g., Kazakhstan’s environmental standards). This is generally one of the responsibilities assigned to the Management Representative for Environmental Issues (MR) discussed as practical requirement of the ISO 14001 process.
“Other requirements to which the organization subscribes” means the environmental requirements of trade associations or associations (such as the International Association of Railways).
Guidelines published for organizations attempting top comply with ISO 14001 recommend that the required procedures might include:
° Establishment of a resource center to ensure access to copies of legislation and regulations relevant to ALRT’s operations.
° Assigning responsibility to an environmental management unit to review legal requirements and bring issues and opportunities to eh attention of management.
4.3.3 Objectives, Targets and (Environmental Management) Programs
ISO 14001 Item 4.3.3 addresses the three topics of Objectives, Targets and (Environmental Management) Programs. Because of the importance of these items, the discussion of this sub-clause is broken into two parts as follows.
ISO 14001 “The organization shall establish and maintain documented environmental objectives and targets, at each relevant function and level within the Sub-Clause 4.3.3 organization.
The objectives and targets shall be measurable, where practicable, and Part 1: Objective consistent with the environmental policy, including commitments to prevention and Targets of pollution, to compliance with applicable legal requirements and with other requirements to which the organization subscribes, and to continual improvement.
When establishing and reviewing its objectives, an organization shall consider the legal and other requirements, its significant environmental aspects, its technological options and its financial, operational and business requirements, and the views of interested parties.(Emphasis added.)
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Implications for Objectives are generally philosophical and general such as the development of Astana LRT better employee education and training, improved communication with other interested parties, EMS development and registration. They establish overall, and often long-term, concerns of the organization about their environmental performance. Numerous objectives may be set which may or may not have specific; measurable targets associated with each of them.
Targets are traditionally specific quantifiable goals such as the reduction of energy utilization ten percent in a year, or the reduction in hazardous waste generation three percent over three years. Targets should be established with specific time constraints and measurable performance parameters.
For each significant aspect (opportunity) identified, the Astana LRT may set both an objective (e.g., to be more energy efficient) and measurable targets associated with that objective. The development of objectives and targets represents a shift from identifying opportunities to developing a plan to realize them. They must, of course, be consistent with the goals of the organization’s Environmental Policy. Objectives and targets should be set where improvements will be most likely to reduce risks to the organization and the environment, reduce liabilities, and can be rationalized by a cost benefit analysis. They quantify the organization’s commitment to environmental improvement with time - but they must also consider the financial, operational and limitations of the organization.
Targets and objectives at Astana LRT might initially include some or all of the following concerns:
- Reduction of waste generation, - Resource depletion, - Pollution prevention, - Environmental product design parameters, - Environmental impacts of suppliers and subcontractors activities.
Some performance indicators might include:
- Quantities of raw materials/energy consumed. - Quantity of emissions/releases/wastes. - Number of environmental incidents/violations - Quantity of recycled materials used in packaging and production - Potential for the recycling in ALRT operations. - Vehicular use - Environmental restoration projects.
Targets can be set at several levels within operations (including sub-contractor activities). For example, vendor operations in the LRT stations might set a target to buy 75 percent of all paper products from recyclable sources. Janitorial services may set a target to reduce use of solvent based cleaning products by 25 percent over a year. Management might set a target to establish a program where all suppliers and subcontractors are certified to an EMS Standard within the next ten years.
Astana LRT should plan to evaluate and modify environmental Objectives and Targets annually as part of the Management Review (discussed below). Decisions should be made concerning the scope and intent of the original targets and objectives, as well as the performance indicators about how the targets and objectives were met.
Operational staff should be involved in the setting of objectives and targets, since they will be ultimately responsible for performance, they should be included in the decision-making process when developing Objectives and Targets.
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ISO 14001 “The organization shall establish, implement and maintain (a) programme(s) for Sub-Clause 4.3.3 achieving its objectives and targets. Programme(s) shall include:
Part 2: a) designation of responsibility for achieving objectives and targets at relevant functions and levels of the organization, and Environmental Management b) the means and time-frame by which they are to be achieved. Programs
Implications for There may be more than one program - and in the case of the Astana LRT, Astana LRT there will be different programs for different purposes. There is, for example, the Comprehensive Program looking at the overall picture. There will be a Construction program related to the construction.
All of these programs should reflect the established Environmental Policy. Each must include the roles and responsibilities, processes and schedules that the Standard requires of all environmental programs and all must be related to the Astana LRT organizational structure and should be within the purview of the Management Representative for Environmental Issues (MR) discussed as part of the Environmental Policy. Individual EMP monitoring, however, may be the responsibility of managers for each specific activity with overall responsibility for reporting by the MR.
CORE ELEMENT 3: Implementation & Operation Core Element 3: Implementation & Operation is discussed under seven sub-headings:
° Resources, Roles, Responsibilities and Authority (ISO Sub-Clause 4.4.1) ° Competence, Training and Awareness (ISO Sub-Clause 4.4.2) ° Communication (ISO Sub-Clause 4.4.3) ° Documentation (ISO Sub-Clause 4.4.4) ° Control of Documents (ISO Sub-Clause 4.4.5) ° Operational Control (ISO Sub-Clause 4.4.6) ° Emergency Preparedness & Response (ISO Sub-Clause 4.4.7)
ISO 14001 “Management shall ensure the availability of resources essential to establish, Sub-Clause 4.4.1 implement, maintain and improve the environmental management system. Resources include human resources and specialized skills, organizational Resources, infrastructure, technology and financial resources.
Roles, Roles, responsibilities and authorities shall be defined, documented and Responsibility communicated in order to facilitate effective environmental management. and Authority The organization’s top management shall appoint (a) specific management representative(s) who, irrespective of other responsibilities, shall have defined roles, responsibilities and authority for
a) ensuring that environmental management system requirements are established, implemented and maintained in accordance with this international standard;
b) reporting on the performance of the environmental management system to top management for review as a basis for improvement of the environmental management system.”
Implications for As noted in the foregoing discussion of Policy, the first step in the process of Astana LRT attempting to meet ISO standards is the appointment of the Management Representative for Environmental Issues (MR) to oversee the operation of the EMS. It should be the first order of business. Sufficient resources must be
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provided to the MR to ensure that the job can be properly done. As already noted, Environmental Assistants may be needed to ensure that is the case.
The organizational structure, once established, must be defined in writing. An organizational chart should be developed to illustrate environmental responsibilities. Key personnel should be clearly identified including:
Management Representative (MR) Director of Environmental Health and Safety Facilities Managers Environmental Assistants (EAs) Emergency Response Coordinators
All employees of the organization should clearly understand their environmental roles and responsibilities, as well as understand the importance of the environmental Objectives and Targets. The key roles that effect environmental performance should be included in the employee’s job description where possible, and are included in that employee’s performance evaluation.
ISO 14001 “The organization shall identify training needs. Sub-Clause 4.4.2 It shall require that all personnel, whose work may create a significant impact Competence, on the environment, have received appropriate training.
Training and It shall establish and maintain procedures to make its employees or members Awareness at each relevant function and level aware of:
a) the importance of conformance with the environmental policy and procedures and with the requirements of the environmental management system;
b) the significant environmental impacts, actual or potential, of their work activities and the environmental benefits of improved personal performance;
c) their roles and responsibilities in achieving conformance with the environmental policy and procedures and with the requirements of the environmental management system, including emergency preparedness and response requirements;
d) the potential consequences of departure from specific operating procedures”.
Implications for It is self-evident that for responsibilities to be effectively understood, adequate Astana LRT training is essential. The training system should include training for:
° Management to ensure that they understand the EMS, know their responsibilities and have the knowledge to carry out those responsibilities; and
° The Management Representative so that he or she achieves the same understanding.
Once properly introduced to the job, It is recommended that the MR be assigned responsibility for the establishment of training requirements of ALRT’s operational units, as well as investigating the possible sources for that training. Training should include communication of the following:
° The importance of regulatory compliance and the importance of compliance with environmental policy.
° The potential negative environmental effects of the employee’s work. The positive effects of improved performance on their part.
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° Their responsibilities in achieving compliance with the policies, regulations and EMS requirements.
° Consequences of failure to comply.
Training requirements should be more detailed for those individuals that are responsible for verification of environmental performance. These training requirements and records should be maintained as a portion of the documentation of the EMS. Apart from formal training sessions, other methods of training may be used:
° Routine departmental meetings,
° Existing safety meetings (more prevalent than specific environmental meetings),
° Flyers, leaflets, bulletin board presentations,
° Subscriptions to environmental magazines, legal newsletters, and other environmental literature,
° Local, community, or state environmental conferences.
Training should be planned around existing meetings as much as possible to save on additional expense. Environmental awareness and responsibilities should be included in new employee training and orientation.
ISO 14001 “With regard to its environmental aspects and environmental management Sub-Clause 4.4.3 system, the organization shall establish and maintain procedures for:
Communication a) internal communication between the various levels and functions of the organization;
b) receiving, documenting and responding to relevant communication from external interested parties.
The organization shall consider processes for external communication on its significant environmental aspects and record its decision.”
Implications for Effective communications can help ALRT motivate staff, tell them what actions Astana LRT should be taking regarding the environment, verify roles and procedures, monitor environmental performance and act to identify potential for improvement. Improvement opportunities are often an overlooked portion of internal communication. Employee suggestions can be extremely effective in improving procedures and practices. Communications require top-to-bottom flow of information as well as bottom-to-top.
Communication in an EMS includes the communication of internal and external environmental information to management, and the communication from management to others of their intentions regarding environmental impacts. Communication should include procedures for internal reporting as well as external reporting on environmental activities of the organization. This communication is designed to:
° Demonstrate Management’s commitment to the environment;
° Make others aware of ALRT’s environmental policy and commitment to environmental responsibility;
° Address concerns about the organization’s environmental activities by external parties;
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° Announce ALRT’s strategic environmental management approach; and
° Establish a line of communication that clearly defines emergency responsibilities.
Environmental management includes the development of Emergency Response Plans. Lines of communication are especially crucial when emergencies arise and concerned parties ask questions relating to environmental risk. The release of contradictory or confusing information will create an atmosphere of mistrust and fear. Communication should be clear enough to leave no room for misinterpretation. The intent of communication to outside interests is to avoid misinformation and might include “open houses” for interested parties, routine press releases concerning environmental activities, direct environmental performance reports to the press. Specific communication strategies might be developed for:
° Neighbors ° Community groups ° Other interest groups ° Local officials ° Regulatory agencies ° Emergency responders
Top management, the MR or ALRT’s public relations officer should be the only ones to release information to third parties about environmental matters. ISO 14001 requires procedures for:
° Internal Communication on Environmental Matters ° External Communication on Environmental Matters
As will be further discussed below, it also requires records such as:
° Received Internal Environmental Communication Documents ° Responses to Internal / External Environmental Communication Documents ° Proof of Policy Communication ° Suggestions related to environmental issues ° EMS document distribution sign off sheets ° Emergency Response Communication record ° Internal / External audit reports
ISO 14001 “The environmental management system documentation shall include: Sub-Clause 4.4.4 a) The environmental policy, objectives and targets, Documentation b) Description of the scope of the environmental management system,
c) Description of the main elements of the environmental management system and their interaction, and reference to related documents,
d) Documents, including records, required by this International Standard, and
e) Documents, including records, determined by the organization to be necessary to ensure the effective planning, operation and control of processes that relate to its significant environmental aspects.
Implications for The text of ISO 14001 in regard to documentation is very clear and there is little Astana LRT need for explanation:
° ALRT’s Environmental Policy, Objectives and Targets must be documented.
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° The phrase “description of the scope of the environmental management system” refers to the fact that parts of ALRT’s operations may be identified and brought into conformance with ISO before other parts.
° The “main elements” must be documented. Ensuring that air, water and noise impacts, for example, conform to the applicable Kazakhstan standards is a key element that must be documented.
Documentation is not required for every procedure or work process. Worker experience, skill, qualifications, standard agency techniques, or manufacturer’s operating instructions are all adequate alternatives. Flow charts or other non- textual forms of documentation may be more effective than the publication of a “book” of instructions.
Working instructions MUST be clear and concise. Each step in the instructions should be numbered, the procedures should be given sequentially, and language should be used that the end user will easily understand. Illustrations may be used where words are not clear. All required tools, supplies, safety equipment and team support should be explained at the beginning of the instructions for any task. Measures of performance for a task should be clearly delineated, and the responsibilities for verification made clear. Criteria for acceptance, non-conformity resolution, and corrective actions should also be clear.
ISO 14001 “Documents required by the environmental management system and by this Sub-Clause 4.4.5 International Standard shall be controlled. Records are a special type of document and shall be controlled in accordance with the requirements given in Control of 4.5.4.
Documents The organization shall establish, implement and maintain a procedure(s) to:
a) Approve documents for adequacy prior to issue,
b) Review and update as necessary and re-approve documents,
c) Ensure that changes and the current revision status of documents are identified,
e) Ensure that documents remain legible and readily identifiable.
f) Ensure that documents of external origin determined by he organization to be necessary for the planning and operation of the environmental management system are identified and their distribution controlled, and
g) Prevent the unintended use of obsolete documents and apply suitable identification to them if they are retained for any purpose.
Implications for Again, the requirements of ISO 14001 are clear and do not require explanation. Astana LRT Suggested elements of document control include:
° Issue/revision date ° Effective date ° Approval (i.e., signature) ° Revision number ° Document number (or other identifier) ° Copy number ° Cross-references
ISO 14001 “The organization shall identify those operations and activities associated with Sub-Clause 4.4.6 the identified significant environmental aspects in line with its policy, objectives
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and targets. The organization shall plan these activities, including maintenance, Operational in order to ensure that they are carried out under specified conditions by Control a) establishing and maintaining documented procedures to cover situations where their absence could lead to deviations from the environmental policy and the objectives and targets;
b) stipulating operating criteria in the procedure(s), and
c) establishing and maintaining procedures related to the identifiable significant environmental aspects of goods and services used by the organization and communicating relevant procedures and requirements to suppliers and contractors.” ISO 14001 “The organization shall establish and maintain procedures to identify potential Sub-Clause 4.4.7 for and respond to accidents and emergency situations, and for preventing and mitigating the environmental impacts that may be associated with them. Emergency Preparedness & The organization shall review and revise, where necessary, its emergency preparedness and response procedures, in particular, after the occurrence of Response accidents or emergency situations.
The organization shall also periodically test such procedures where practicable.”
Implications for A “procedure” is a prescribed series of actions involving several people. The Astana LRT actions are to be executed in a predetermined sequence. Within the sequence, any points of choice are clearly indicated. A procedure always deals with the following matters:
° What needs to be done? ° Who will have to do it? ° When will it have to be done?
In many cases, a generic procedure will be adequate to comply with the ISO 14001 Standard, as well as the concept of EMS. But, if it is determined that a specific written Operational Control procedure is required, the team approach will be effective. In many cases, it may be found that ALRT’s procedures in many areas have already been documented. They do not have to be “re- invented” - only documented.
Operational control means that operating methods and procedures must be written down for these activities to provide consistency when staff changes and to clearly identify staff responsibilities. Control also means ensuring that employees are trained on these procedures and that the established cover all normal and abnormal operating conditions, including emergencies.
The MR or other general management representative may author general procedures. Specific departmental procedures should be written by the department supervisor and the staff members responsible for the activity, or at least edited by them.
Existing procedures should be used wherever possible. Most “significant aspects” may already have a procedure written. Simply verify that it is used and that it is accurate. When complex and critical procedures are in question, even senior technical staff should have written procedures at their disposal.
Procedures should be reviewed with those performing the work to ensure they are correct and to obtain ideas for improvement (you should also talk with them prior to developing the procedure).
Implications for An Emergency Response Plan for Astana LRT has recently been drafted. It Astana LRT should be reviewed to ensure compliance with ISO requirements.
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Emergencies, as defined by an EMS, include releases to the environment of all types, natural disasters that might lead to releases, and process hazards that might become emergencies. The philosophy behind emergency preparations is to preplan emergency actions to mitigate, reduce, and/or eliminate the environmental health and safety impacts that can carry huge financial implications. This investment is generally recovered the first time a serious incident occurs but is also difficult to quantify. Insurance costs may also be negotiated on the basis of enhanced preparedness. Planning for emergencies should include:
° An emergency assessment process, ° Preventive measures, ° Organizational responsibilities, ° Listing key personnel, ° Defining emergency services and their capabilities, ° Communication plans, ° Actions to take in the event of emergencies, ° Hazardous material information, training, planning and practicing in the event of a release.
Emergency drills and plans can be handled in similar fashion to those for fire emergencies. They may be combined into the same plan but should be addressed in separate sections of the plan.
CORE ELEMENT 4: Checking Core Element 4: Checking is discussed under five sub-headings:
° Monitoring & Measurement (ISO Sub-Clause 4.5.1) ° Evaluation of Compliance (ISO Sub-Clause 4.5.2) ° Nonconformity, Corrective Action and Preventive Action (ISO Sub-Clause 4.5.3) ° Control of Records (ISO Sub-Clause 4.5.4) ° Internal Audit (ISO Sub-Clause 4.5.5)
ISO 14001 “The organization shall establish and maintain documented procedures to Sub-Clause 4.5.1 monitor and measure, on a regular basis, the key characteristics of its operations and activities that can have a significant impact on the Monitoring & environment. This shall include the recording of information to track performance, relevant operational controls and conformance with the Measurement organization’s environmental objectives and targets.
The organization shall ensure that calibrated or verified monitoring and measurement equipment is used and maintained and shall be retained in associated records. ”
Implications for The terms document and procedure have already been discussed. Astana LRT Measure here means to determine dimensions, amount of quantity - for example to measure the dimensions of room. Like the dimensions of a room, it can sometimes be assumed that the dimensions are unlikely to change. For ISO 14001 purposes the goal is to measure factors that are useful for making management decisions. For example if the level of pollutants in the groundwater and find them in excess of standards, and Management knows that to be the case, good environmental management decisions are more likely.
Monitor means to measure changes over time - to monitor the growth of a plant, for example, or to measure noise levels in a way to see how they change over time. Using the groundwater example, it is useful for Management to know if the pollutant levels in the groundwater are getting better or worse.
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Track performance has a meaning similar to “monitor” to follow the path of some action to see if the situation is improving as a result of taking that path.
Use of “calibrated or verified monitoring and measurement equipment” is a requirement that the measurements and monitoring is accurate. Generally speaking, any monitoring meeting Kazakhstan standards will meet the ISO calibration and accuracy standards.
When performing measuring and monitoring it is essential to:
° Identify the time, place and persons performing the measurements.
° Maintain quality control procedures for verification procedures.
° Take the proper steps to ensure corrective actions and countermeasures are undertaken if measurements are found to be in excess of allowable parameters.
° Procedures for calibration and routine maintenance of equipment utilized should be documented. ° Ensure that regulatory compliance is included in the measuring and monitoring programs for the EMS (i.e., ensure that they meet Kazakhstan or other applicable standards.
ISO 14001 4.5.2.1 Consistent with its commitment to compliance, the organization shall Sub-Clause 4.5.2 establish, implement and maintain a procedure(s) for periodically evaluating compliance with applicable legal requirements. The organization shall keep records of the results of the periodic evaluations. (Emphasis added.) Evaluation of Compliance 4.5.2.2 The organization shall evaluate compliance with other requirements to which it subscribes. The organization may wish to combine this evaluation with the evaluation of legal compliance referred to in 4.5.2.1 or establish a separate procedure(s). The organization shall keep records of the results of the periodic evaluations.
Implications for “periodically evaluating compliance with applicable legal requirements” Astana LRT implies a need to establish a program by which its compliance with Kazakhstan standards for air, water, noise, etc., will be undertaken on a regular basis.
“other requirements to which (the organization) subscribes” refers to compliance with requirements in addition to the Kazakhstan legal requirements such as Ldn noise levels adopted by some organizations.
ISO 14001 The organization shall establish, implement and maintain a procedure(s) for Sub-Clause 4.5.3 dealing with actual and potential nonconformity(ies) and for taking corrective action and preventative action, The procedure(s) shall define requirements Nonconformance for:
& Corrective- a) Identifying and correcting nonconformity(ies) and taking action(s)to Preventive Action mitigate the environmental impacts.\,
b) Investigating nonconformity(ies) and taking actions in order to avoid their recurrence,
c) Evaluating the need for action(s) to prevent nonconformity(ies) and implementing actions designed to avoid their occurrence,
d) Recording the results of corrective action(s) taken, and
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e) Reviewing the effectiveness of corrective action(s) and preventive action(s) taken.
Actions taken shall be appropriate to the magnitude of the problems and the environmental impacts encountered.
The organization shall ensure that any necessary changes are made to environmental management system documentation.
Implications for This requirement means that it is not sufficient to measure and determine that Astana LRT there is a problem. Positive steps must be taken to correct the problem and avoid its reoccurrence in the future. It should be noted that this concern applies to small issues as well as large ones.
Preventive Actions are defined as “actions to eliminate the cause of a nonconformity”.
Corrective Actions are actions to correct a problem after it is discovered and many times, these most difficult to initiate in an organization. Steps to develop a Corrective & Preventive Action program are recommended as follows:
1. The MR should review and record pertinent information with management and employees alike. This should include environment-related complaints from customers, agencies and third parties, monitoring deviations and issues involving waste reduction, pollution prevention or other lessening of environmental impact.
2. Preventative action results from the analysis of incidents that require corrective action - particularly if the incidents are repeated. .
3. This portion of the system will be the basis for tracking and recognizing opportunities for Continuous Improvement. Many well-developed systems fail because they can’t differentiate individual failure in procedures that are either not performed correctly or done well from procedures that, from a design perspective, do not accomplish the desired goal.
The smaller issues of non-compliance may have to do with individual employee actions. Some steps to achieve compliance at this level might be:
1. Inform the employees that it is everyone’s responsibility to identify and perform corrective actions. This would include reporting non-conformances of operational and procedural natures. Specific steps should be outlined to effect that reporting.
2. As with the reporting of Corrective Actions, it should be clear to all employees of an organization that everyone is responsible for solving non- conformances as well. Emphasis on problem solving, rather than focusing on the negative aspects of human error can go a long way in achieving this goal. Foster the belief that the concepts of “continual improvement” are the basis of everyone’s performance review. It would be difficult to identify any aspect of a person’s performance that is more crucial than the belief that they can improve.
The Corrective Action portion of the EMS will be the most heavily scrutinized portion of ALRT’s environmental management by regulatory agencies in the event of a catastrophe. It will also be one of the most scrutinized portions of the EMS during an audit because of its importance in reducing the potential of a catastrophe.
Procedures must be maintained to define responsibility and authority, investigating non-conformances with the EMS and taking action to correct
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impacts when requirements are not met. If there is a pattern of non- conformance recognizable, it is good policy to register the Corrective Action and report it. Usually, Corrective Actions are usually aimed at the behavior of individuals. Procedures for inquiry and corrective measures are:
° Determine the cause ° Decide if immediate action is required ° Decide which action should be taken ° Take action to lower the risks to acceptable levels ° Check to see if measures are effective ° Record shortcoming of Corrective Actions ° Record changes in procedures required to avoid duplication
ISO 14001 “The organization shall establish and maintain records as necessary to Sub-Clause 4.5.4 demonstrate conformity to the requirements of the environmental management system and this International Standard, and the results 4.5.4 Control of achieved.
Records The organization shall establish, implement and maintain a procedure(s) for the identification, storage, protection, retrieval, retention and disposal of records.
Records shall be and remain legible, identifiable and traceable.
Implications for “records as necessary to demonstrate conformity to the requirements of the Astana LRT environmental management system” means to maintain records of contractors, procurement, audit, management review, and training records necessary to confirm that the necessary steps are taken whenever problems arise.
Records must be legible and identify the activity, product, or service involved. Records should include details of non-conformance and Corrective Actions, records of regulatory violations, incident reports and follow-ups, complaints and responses, supplier and contractor information, inspection and maintenance records and monitoring data. Records management under an ISO 14001 EMS must be able to prove that the organization is actually doing what it says.
The retention and maintenance of records associated with the EMS serve several purposes. Primarily, these records are the evidence of an effectively operated EMS. This evidence must verify that the EMS conforms to the ISO 14001 Standard. These records may also include procedures that have been removed from service which are retained for an operational history of unused equipment or to retain operating expertise for techniques that have been supplanted. Record-keeping is an auditable portion of the EMS operation.
Records can be maintained in either paper or electronic form. For records in electronic form, good MIS procedures should be followed. A listing of the files in storage, their format, and their retention time, is essential.
For paper records, steps must be taken to protect these records such as putting sensitive records in fire-proof cabinets, not storing crucial records in basements prone to flooding, and the like. A master list of stored records should be maintained that includes: name of record, why stored, where stored, format of storage (paper or electronic, etc) retention time, final disposal determination and decision matrix. It is also prudent to maintain a record of those records destroyed, under whose authority and the date of destruction. Some of the records that should be maintained in your EMS include:
° Legal and other requirements listing. ° Environmental Aspects determination documentation. ° Training records.
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° Inspection and monitoring data. ° Calibration and maintenance records for instrumentation. ° Non-conformance and corrective actions records and reports. ° Environmental audits and management review documentation. ° Records of emergency response drills. ° Contractor and Supplier notifications.
ISO 14001 “The organization shall ensure that internal audits of the environmental Sub-Clause 4.5.5 management system are conducted at planned intervals to:
Environmental A determine whether or not the environmental management system
Management 1. conforms to planned arrangements for environmental management System Audit including the requirements of this International Standard; and
2. has been properly implemented and maintained; and
b) provide information on the results of audits to management.
Audit programme(s) shall be planned, established, implemented and maintained by the organization, taking into consideration the environmental importance of the operation(s) concerned and the results of previous audits.
Audit procedures(s) shall be established, implemented and maintained that address:
- the responsibilities and requirements for planning and conducting audits, reporting results and retaining associated records,
- the determination of audit criteria, scope, frequency and methods.
Selection of auditors shall ensure objectivity and the impartiality of the audit process. ”
Implications for Internal audit is defined as a “systematic, independent and documented Astana LRT process for obtaining audit evidence and evaluating it objectively to determine the extent to which the environmental management system audit criteria set by the organization are being fulfilled.”
In other words it is an internal procedure to determine if the organization is doing what it claims. It may be done by someone (or group) within the organization but independent is the key word. ISO 14001 notes that “In many cases, particularly in smaller organizations, independence can be demonstrated by the freedom from responsibility for the activity being audited.”
All auditors, whether or not internal or outside auditors are used, they should possess the qualifications outlined in ISO 14012:
1. Expertise in environmental science and technology. 2. Expertise in the technical and environmental aspects of facilities operations. 3. Expertise in environmental law, regulations. 4. Expertise in environmental management systems. 5. Expertise in EMS auditing techniques.
These qualifications are essential for auditors. Auditors should be registered with a recognized environmental auditor certification scheme.
Independence is key because the neutral vision of the auditor is essential. Because of that, outside, third-party auditing is preferred. The intent of auditing is to supply management with better vision from which they make
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decisions. In-house staff may not be comfortable delivering completely objective information critical enough to be useful for system modification. This is not at issue with third-party auditors. One of the best ways to train internal facility staff in ISO 140001 procedures, however, is to involve staff from one department in the audits of another. This can be performed in conjunction with independent third-party auditors to gain "internal" perspective as well as external.
It is essential to develop procedures that clarify audit scope, audit frequency, auditor qualifications, reporting requirements, follow-up. Two major objectives should be expected from an audit:
° The determination of compliance with the environmental management system and to check for effective implementation of them all.
° Determine if the system is effective in achieving the expectations of the stated Environmental Policy.
CORE ELEMENT 5: Management Review
ISO 14001 “Top management shall review the organization’s environmental management Clause 4.6 system, at planned intervals, to ensure its continuing suitability, adequacy and effectiveness. Reviews shall include assessing opportunities for improvement and the need for changes to the environmental management system, including the environmental policy and environmental objectives and targets. Records of the management reviews shall be retained.
Input to the management review shall include:
a) results of internal audits and evaluations of compliance with legal requirements and with other requirements to which the organization subscribes,
b) communication(s) from external interested parties, including complaints,
c) the environmental performance of the organization,
d) the extent to which objectives and targets have been met,
e) status of corrective and preventive actions,
f) follow-up actions from previous management reviews,
g) changing circumstances, including developments in legal and other requirements related to its environmental aspects, and
h) recommendations for improvement
The outputs from the management reviews shall include any decisions and actions related to possible changes to the environmental policy, objectives, targets, and other elements of he environmental management system, consistent with the commitment to continual improvement.”
Implications for Management Review will be an essential portion of the Continual Astana LRT Improvement of ALRT’s effort to comply with ISO 14001. The Continual Improvement process does not end with the establishment of an initial Environmental Policy or realization of initial objectives.
Although not explicitly addressed by the Standards, as a practical matter it is recommended that the Management Representative for Environmental Issues be tasked with the responsibility of organizing the Management Review,
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assembling the available data (and identify data gaps) and arrange for the cooperation of participation of all necessary staff.
It is recommended that ISO 14001 Sub-Clause 4.5.5 quoted above should be used to provide the agenda for all Management Reviews. Preparing for and working through the agenda is the best and simplest way
14. It is highly recommended that Astana LRT make a commitment to the ISO 14001 approach as the organizing device for a comprehensive approach to environmental issues. The commitment should be made in writing as a part of the Environmental Policy Statement. As noted above, to meet ISO standards, the Policy must include:
° “A commitment to comply with relevant environmental legislation and regulations”. It needs to be a positive commitment including, for example, a commitment to monitor periodically to ensure commitment.
° “A commitment to continual improvement”. This means a system must be in place so that Management deals on a continuous, on-going basis - not just a one-time announcement.
° To meet ISO standards, the policy must also be. “Documented” i.e., it must be in writing; “Communicated to all employees; and “Available to the public.”
END NOTES – APPENDIX 4
1 http://www.veolia-transport.ie/
2 http://www.progressiverailroading.com/passenger_rail/article/Sound-Transit-going-green--15327
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APPENDIX 5 Appended to the Environmental Impact Assessment – Astana LRT Project (Kazakhstan) ENVIRONMENTAL CHECKLIST FOR SITE SUPERVISION VISITS
APPENDIX 5 Appended to the Environmental Impact Assessment of the Astana LRT Project (Kazakhstan) ENVIRONMENTAL CHECKLIST FOR SITE SUPERVISION VISITS
ENVIRONMENTAL CHECKLIST FOR SITE SUPERVISION VISITS Prepared for the Astana Light Rail Transit Project – Draft for Field Testing –January 2012
Station Name:______Date: ______Time:______
Note: Questions answered “yes” should be explained below and/or attachments as warranted.
1.0 GENERAL SITE LAYOUT YES NO 1.1 Is the existing site organization significantly different than the Contractor’s Environmental Action Plan (CEAP)? If yes, is it because: The site is not yet developed to the stage indicated by the Plan. Other reasons as explained below. 1.2 Are there any obvious site layout or organizational problems? 1.3 Are there conditions that suggest relocation of any monitoring points? If yes, which: Air Quality Why? To avoid conflict with construction activities. Noise To be more representative of impacts. Water. Other as explained below.
2.0 AIR QUALITY 2.1 Any complaints recently received in regard to air quality for this site? Are there any obvious problems in regard to: 2.2 HOARDINGS Note. Two-meter high hoardings required to surround construction activities unless safety considerations indicate otherwise. If there is a problem is it due to: Insufficient height. Other problem as indicated below. 2.3 WHEEL-WASHING FACILITIES? If yes, is it because the facilities: Do not exist. Are not in use. Other problems as explained below. Did you observe air quality problems due to: 2.4 Excessive dust due to VEHICLES entering and exiting the site? If yes, is it due to: Failure to sweep. Failure to water. Other as explained below. 2.5 Vehicles traveling at EXCESSIVE SPEEDS (i.e., greater that 15 km/hr)? 2.6 EMISSIONS (e.g., excessive black exhaust)? If yes, is it due to: Vehicles Construction Equipment 2.7 SPILLS OR LEAKS of volatile materials (solvents, fuels, etc?) 2.8 Air quality problems or nuisance conditions due to any other cause? 2.9 Any conditions that suggest additional air quality monitoring is needed?
3.0 NOISE 3.1 Any complaints recently received in regard to noise levels for this site? Did you observe: 3.2 Equipment requiring maintenance to reduce noise levels? 3.3 Vehicles entering/exiting the site creating excessive noise? 3.4 Conditions that suggest additional noise monitoring is needed?
4.0 WATER QUALITY/DRAINAGE 4.1 Were any complaints received in regard to water for this site?
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Did you observe: 4.2 Blockage of area drains due to other construction activities? 4.3 Improper drainage, sump pump facilities, etc? 4.4 Drainage of solvents or fuels potentially contaminating waterways? 4.5 Evidence of area waterways used for disposal of human waste? 4.6 Evidence of area waterways or drains used for disposal of other waste? 4.7 Conditions that suggest more frequent water monitoring is needed?
5.0 VIBRATION Note: Contractors are not required to monitor vibration unless specifically warranted due to excessive vibrations and problems encountered. As construction supervisors, the CSC needs to aware of potential areas before they reach major proportions. 5.1 Any complaints recently received in regard to vibration levels? 5.2 Were you aware of vibrations while on or near the site? 5.3 Is there evidence of to damage to buildings or other structures (bridges, culverts, utility poles, etc.) due to vibrations?
6.0 ELECTRO-MAGNETIC INTERFERENCE (EMI) 6.1 Any complaints recently received in regard to EMI? 6.2 Were you aware of EMI while on or near the site?
7.0 WASTE Did you observe or become aware of any problems involving: 7.1 Storage of debris and spoil materials prior to disposals? 7.2 Transport of debris and spoil materials? 7.3 Use of unapproved disposals sites? 7.4 Inadequate facilities for human waste disposal?
8.0 IMPACTS ON NEIGHBORING LAND USES Note: Impacts on adjacent land uses for construction supervision purposes are restricted to those due to construction activities and maintenance of the construction site. It does not include issues of system design (e.g., the placement of station entrances). Did you observe or become aware of any problems involving: 8.1 Pedestrian traffic? 8.2 Vehicular access to neighboring properties? 8.3 Evidence of structural impacts on adjacent properties? 8.4 Impacts on neighboring properties that warrant attention?
9.0 VISUAL IMPACTS Note: Visual impacts for construction supervision purposes are restricted to those due to construction activities and maintenance of the construction site. It does not include issues of system design (e.g., the placement of station entrances). Did you observe or become aware of any problems involving: 9.1 Screening of unsightly areas? 9.2 Placements of tanks, storage areas, etc.? 9.3 Construction activities causing avoidable adverse impacts to visually- sensitive-land uses, (e.g., special vistas)?
10.0 OTHER Did the site visit reveal other issues that warrant attention in regard to: 10.1 Public Relations? 10.2 Safety? 10.3 Traffic Management? 10.4 Other factors?
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Please explain any question to which you answered “yes”. Attach additional pages as necessary.
Number Explanation Action
Form completed by: ______Date: ______
SITE DIARY – DAILY REPORT ENVIRONMENTAL PORTION
Environmental Management - Any notable incidents or conditions related to: YES NO REMARKS ° Air quality, e.g., excessive dust for any reason; significant spills of volatile materials? ° Noise, e.g., high noise due to particular construction equipment, intensive activities? ° Water, e.g., blocked drains; solvents, fuel or oil spills in drains or groundwater? ° Excessive Vibration, e.g., evidence of damage, significant discomfort? ° Electro-Magnetic Interference, e.g., disruption of radio reception? ° Waste, e.g., improper disposal or storage of construction waste, spoil, or human waste? ° Adjacent land uses, e.g., restricted access, business interruptions? ° Visual impacts, e.g., lack of or insufficient hoardings, unsightly storage? ° Other environmental issues or community concerns?
If you answered yes to any of the above, please explain. .
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