Second Central Asia Regional Economic Cooperation Corridor 2 Road Investment Program, Tranche 2

Initial Environmental Examination

November 2012

UZB: Second Central Asia Regional Economic Cooperation Corridor 2 Road Investment Program, Tranche 2

Prepared by Republic Road Fund (RRF) under the Ministry of Finance of the Republic of Uzbekistan for the Asian Development Bank.

CURRENCY EQUIVALENTS (As of 22 October 2012) Currency unit – Uzbek Sums UZS1.00 = $0,000512 $1.00 = UZS1952.6

ACRONYMS, ABBREVIATIONS AND SPECIAL PHRASES

Item Units Definition ACP na Asphalt concrete plant CAREC na Central Asia Regional Economic Cooperation 3 CO2 mg/cm Carbon dioxide COI Corridor of Impact ( a width over the road 2centreline considered the direct impact width) CSC na Construction Supervision Consultant CSE na Construction Supervision Engineer or Chief Engineer, usually heading the PMU Cyanobacteria na A group photosynthetic bacteria possessing chlorophyll, carrying out photosynthesis and capable of fixing both carbon dioxide and nitrogen dBA dBA unit A measure of audible (the ear) noise EmiP na EMP: Mitigation Measures Table EmoP na EMP: Monitoring Measures Table EMP na Environmental Management Plan ES Na Environmental Specialist Goskompriroda na Uzbek National Environmental Management Agency Glavgosekoexpertiza na The Environmental Assessment Department within Goskompriroda, operating at both the central and oblast levels. GRM na Grievance Redress Mechanism GRC na Grievance Redress Committee IEE na Initial Environmental Examination KMK na ―Kurilish Meyorlari va Koidalari‖ (trans. from Uzbek ―Uzbek national construction rules and regulations‖) Leq80 dBA dBA Sound level in the A frequency occurring for 80% of the time. MFF na Multi-tranche Financing Facility-a type of loan offered by the ADB MPC na Maximum Permissible Concentration 3 NO2 mg/cm Nitrate or Nitrogen Dioxide PEIA na Preliminary Environmental Assessment, Screening or Terms of Reference Document prepared as a 1st step of the Uzbek environmental assessment process PMU na Program Management Unit, established to manage a single large project, such as this MFF PCU Piece Passenger Car Units PSIA na Poverty and Social Impact Analysis RAMSAR na A special international convention protecting important wetlands, to which Uzbekistan is a signatory rayon na Uzbek designation for administrative district ROU Republic of Uzbekistan RoW na Right of Way RRF na Republic Road Fund planning, design and construction responsibility SNIP na Any one of hundreds of Uzbekistan‘s legal standards and rule, referred to as KMK in Uzbek SP10 micrograms/ Suspended particulate matter , with particles ≥ 10

m3 microns in size, and a danger to lungs SPS na ADB‘s 2009 Safeguard Policy Statement; or new environmental and social safeguard standards ST na Safeguards Team under the PMU Uzavtoyul na Uzbekistan‘s Agency for Road Maintenance and Operation

NOTES (i) The fiscal year (FY) of the Government of Republican Road Fund and its agencies ends on 31 December. FY before a calendar year denotes the year in which the fiscal year ends, e.g., FY2011 ends on 31 December 2011.

(ii) In this report, "$" refers to US dollars.

Contents I. INTRODUCTION ...... 6 1.1. THE PROJECT ...... 6 1.2. THE PROPONENT AND PURPOSE OF THE IEE ...... 7 1.3. CONTENT OF THE IEE AND METHODOLOGY APPLIED ...... 8 1.4. POLICY, LEGAL AND ADMINISTRATIVE FRAMEWORK ...... 9 II. DESCRIPTION OF THE PROJECT ...... 11 2.1. TYPE OF PROJECT AND ENVIRONMENTAL CATEGORIZATION ...... 11 2.2. NEED FOR PROJECT ...... 12 2.3. PROJECT LOCATION ...... 13 1.5. BOUNDARIES OF THE PROJECT ROAD AND RIGHT OF WAYS (ROW) ...... 13 2.4. SIZE AND MAGNITUDE OF OPERATION ...... 15 2.4.1. Roadbed and pavement ...... 15 2.4.2. Supply of local road construction materials ...... 16 2.4.3. Road engineering structures: bridges and road-passes ...... 17 III. DESCRIPTION OF THE ENVIRONMENT ...... 18 3.1. CLIMATE ...... 18 3.2. AIR QUALITY ...... 19 3.3. CURRENT AND PERSPECTIVE TRAFFIC ...... 20 3.4. CURRENT NOISE CONDITIONS ...... 20 3.5. TOPOGRAPHY AND SOIL CONDITIONS ...... 21 3.6. HYDROLOGY AND SURFACE WATER QUALITY ...... 22 3.7. FLORA AND FAUNA ...... 23 3.8. LAND-USE ALONG THE ROAD ...... 24 3.9. SOCIO-ECONOMIC PROFILE ...... 24 3.9.1. Population and Demography ...... 24 3.9.2. Economic Activities ...... 24 3.9.3. Health, Education and Sports Facilities ...... 25 3.9.4. Cultural and Heritage Sites ...... 25 IV. POTENTIAL IMPACTS AND PROPOSED MITIGATION MEASURES ...... 25 4.1. ENVIRONMENTAL IMPACTS ASSOCIATED WITH THE SITTING OF THE PROJECT...... 25 4.2. ENVIRONMENTAL IMPACTS ASSOCIATED WITH CONSTRUCTION ...... 26 4.2.1. Physical Impacts ...... 26 4.2.2. Ecological Impact ...... 31 4.2.3. Social Impact ...... 32 4.3. ENVIRONMENTAL IMPACTS ASSOCIATED WITH OPERATION ...... 32 4.3.1. Physical Impact ...... 32 4.3.2. Ecological Impact ...... 33 4.3.3. Social Impact ...... 33 V. ANALYSIS OF ALTERNATIVES ...... 34 5.1. NO-ACTION ALTERNATIVE ...... 34 5.2. OTHER TRANSPORT MODES ...... 35 5.3. ALTERNATIVE ALIGNMENTS ...... 35 VI. PUBLIC CONSULTATION AND INFORMATION DISCLOSURE ...... 35 VII. GRIEVANCE REDRESS MECHANISM ...... 36

VIII. ENVIRONMENTAL MANAGEMENT PLAN ...... 37 8.1. ENVIRONMENTAL MITIGATION PLAN...... 37 8.2. ENVIRONMENTAL MONITORING PLAN ...... 37 8.3. IMPLEMENTATION ARRANGEMENTS ...... 38 8.3.1. Institutional Set up ...... 38 8.3.2. Resource Allocation ...... 38 IX. CONCLUSIONS AND RECOMMENDATIONS ...... 39 APPENDIX 1. ENVIRONMENTAL MANAGEMENT PLAN (EMP) MATRICES ...... 41 APPENDIX 2. PARTICIPANTS OF PUBLIC CONSULTATION MEETINGS ...... 55 APPENDIX 3. DESCRIPTION OF LAND USE (TABLE) ...... 59 APPENDIX 4. LIST AND PARAMETERS OF BRIDGES AND ROAD-PASSES ...... 61 APPENDIX 5. UNOFFICIAL TRANSLATION OF THE STATEMENT OF THE STATE ECOLOGICAL EXPERTISE ...... 62

Figures Figure 1. Uzbek national IEE document submission and approval process ...... 11 Figure 2. Cross-section dimensions of road formations and RoW ...... 15

Tables Table 1. Quarries and their distance from the project site...... 16 Table 2. Average meteorological measurements and climatic characteristics of the project area ...... 18 Table 3. Recurrence of wind direction according to compass points (rhumb) (%) ...... 18 Table 4. Recurrence of slow winds (%) ...... 19 Table 5. Distribution of current noise depending on the distance from the road with traffic intensity of above 8,000 PCU/day ...... 20 Table 6. Distribution of noise depending on the distance from the road with projected traffic intensity of 20,000 PCU/day ...... 21 Table 7. List of surface water resources that cross with the project site ...... 22 Table 8. Environmental Costs for Mitigation and Monitoring ...... 39

Table A1. Environmental Mitigation Plan (EMiP) ...... 41 Table A2. Environmental Monitoring Plan (EMoP) (Initial Plan) ...... 52

Table B1. List of Participants in Chust ...... 55 Table B2. List of Participants in Turakurgon ...... 55

Table C1. Description of land use along A373/4P-112 road Pungan – Namangan section (0-75 km) ...... 59

Table D1. List and parameters of existing and projected bridges and road-passes along the project site. 61

Map Map 1. Project site – 4P-112 ―Fergana Ring Road‖ (0 – 75 km) ...... 6

Photos Photo 1. Crossing with Kasansay stream at the 68,4th км...... 7 Photo 2. Intersection with ―Jabbarsay‖ stream ...... 13 Photo 3. Existing bridges over Chadaksay (left), Uygursay (middle) and Olmassay (right) streams ...... 17 Photo 4. Section of the road passing through community settlements in Turakurgon, 67-68км section .... 19 Photo 5. ―Chodak ACP‖ asphalt concrete plant ...... 19

I. Introduction

1.1. The Project

1. This IEE addresses the environmental safeguard concerns associated with the reconstruction of highway A373/4P-112 "Fergana Ring Road" (part Pungan – Namangan Highway) with a total length of 75 km. The project aims to convert the two- lane road into a four-lane road by improving, rehabilitating, and reconstructing the existing road. The project is the Tranche 2 of the Second MFF CAREC 2 Road Development (MAP 1). 2. The IEE was prepared in compliance with the ADB‘s Safeguards Policy Statement (ADB, 2009) and Environmental Guidelines (ADB, 2003). 3. The road A373/4P-112 itself, along its range 0-75 km, is categorized as a Category III road by the government agencies and has specific design and runs on the lower slopes of Adir (lowlands) and crosses with streams such as Sai Chodaksay, Uygursay, Olmassay, Zhabbarsay, Gavasay, Korasuv, Rezaksay and Kosansay (Photo 1). Most of the route runs along the foothills and through communities of Pop district (0- 39 km), Chust district (39-55 km), Turakurgon district (55-75 km) and through the city of Turakurgon (65-75 km).

Tranche II A373/4P-112 “Fergana Ring Road” (Pungan - Namangan) – 0-75 km Length – 75 km

Map 1. Project site – 4P-112 “Fergana Ring Road” (0 – 75 km)

4. The necessity for the reconstruction of the road is based on future development of the region and expected sharp increase in the intensity of use of the road by vehicles up to 22,000 units/day, from which there will be increase in cargo vehicles by 30% and cars by 70%. More detailed description of the project; its need, location and other information related to magnitude of operations are discussed in the next chapter of the report.

Photo 1. Crossing with Kasansay stream at the 68,4th км.

1.2. The Proponent and Purpose of the IEE

5. The Republic Road Fund (RRF) under the Ministry of Finance is the project proponent, and the executing and implementing agency which will also act as the overall technical and administrative authority for this Project. The RRF has established the Project Management Unit (PMU) for the Tranche 1 of this MFF to lead day-to-day implementation of the MFF. This PMU will be also responsible to implement the Tranche 2. The PMU will oversee the works of the design consultant, construction supervision consultant (CSC), and contractor, as well as implementation of the recommendation from IEE reflected in the EMP, and other safeguard requirements. 6. The Safeguard team under the PMU will continue to oversee the planning and implementation of mitigation and monitoring measures during detailed design, construction, and trial operation of the road. The Safeguard Team will be also responsible to prepare and submit environmental monitoring reports. The mitigation measures related with environmental impacts associated with the construction works will be implemented by the contractors with guidance from the CSC. The PMU will also take a lead role during the operating period the responsibility until it will be handed over to the region-level Uzavtoyul. 7. The road A373/4P-112 is classified as Category III road according to Uzbekistan road standard. Therefore, based on the Resolution of Cabinet Ministers No 491, any work related with Category III road is classified as class II, and the preliminary environmental assessment central level of Goskompiroda. The environmental clearance

7 for the Project was obtained from Goskompriroda on September 20, 2012. A copy of translated environmental clearance is attached in Appendix 5. 8. Based on ADB SPS 2009, this Project could be classified as a ―B‖ project due to the following: (i) the Project does not involve any environmental sensitive areas, and (ii) environmental impacts associated with the Project mostly occur during construction, and the mitigation measures are manageable. Hence thise IEE is prepared. 9. The IEE includes the likely environmental impacts of overall cycle of the project and proposed mitigation measures to avoid and minimize the environmental impacts that need to be incorporated at the design stage, and implemented during preconstruction, and construction stage, as well as during the operation of the road. The main outputs from the IEE is a plan specifying ways in accordance to Uzbekistan standards and norms, and ADB‘s requirements to either avoid or minimize or mitigate any likely environmental impacts. The proposed plan is reflected in the Environmental Management Plan (EMP) and Environmental Monitoring Plan (EMoP). The IEE also identifies the reporting and monitoring responsibilities such that for each mitigative action a person responsible is identified, and adequate reporting takes place. The grievance redress mechanism also described in this report includes how affected people could submit a complaint and how the PMU will address and resolve any complaint.

1.3. Content of the IEE and Methodology Applied

10. In addition to the introductory and linking text, the IEE contains eight key sections: 1. description of project activities 2. description of the existing environmental conditions of the Project areas that includes physical environment, ecological condition, and brief socio-economic situation 3. identification of Impacts during design, construction and operating periods 4. proposed mitigation measures to avoid and minimize the likely environmental impacts 5. a record of consultation and information disclosure as well the follow up actions taken; 6. the Environmental Management Plan (EMP) specifying all mitigative and monitoring actions, applying relevant public input as well specifying reporting requirements and an implementation schedule; and, 7. the grievance redress mechanism 8. the cost of completing these mitigative and monitoring actions over the design, construction and operating periods of the project. 11. This IEE required field reconnaissance surveys, involving some primary field data collection, using maps provided by the RRF‘s Design Institute and ―Yul Loyiha Byurosi‖ LLC. 12. During the drafting of the IEE, assessment of scale, scope and intensity of the road construction work and post-construction operation was conducted to review and assess the transformation of, and effect on the landscape, soil and topography, flora

8 and fauna, air and water resources. The main directing and regulating documents for the assessment were the resolution of the Cabinet of Ministers, dated December, 2001, ―On Regulation of State Ecological Expertise in the Republic of Uzbekistan‖, directions of Goskompriroda, archival and project documents on the project site. 13. Most predictions of construction period impacts were based on the consultant‘s experience, secondary data, site visits, consultation with RRF and ―Yul Loyiha Byurosi‖ LLC that prepared initial project design, as well as consultations with people in the affected districts.

1.4. Policy, Legal and Administrative Framework

14. The State Committee for Nature Protection (Goskompriroda) is the primary environmental regulatory agency, and reports directly to the Parliament, and is responsible for the implementation of The Law on Environmental Protection (1992). Specifically, it is responsible for supervising, coordinating and implementing environmental protection and controlling the usage and renewal of natural resources at the central, region and district levels. The mandate of Goskompriroda is based on the Regulation on the State Environmental Committee of the Republic of Uzbekistan (1996). 15. The organizational of Goskompriroda consists of a central body in Tashkent, and regional and district branches and agencies for scientific and technical support. Goskompriroda, through its State Ecological Expertise Department (SEE) (Glavgosekoexpertiza) reviews, inter alia; environmental impact reports, prepares and implements ecological regulations and standards, coordinates environmental programs and elaborates the structure for environmental monitoring and governance of nature reserves. It approves regulations and issues permits for pollutant emissions and may prohibit projects and construction works that do not comply with environmental legislation. Any IEEs or IEEs prepared as part of this project would need review and clearance by the SEE at the national level (Figure 1). 16. In addition to the 1992 Law in Environmental Protection, Goskompriroda uses the following additional legal instruments to manage environmental issues related to road development: • Law on Protection and Management of Flora (No. 543-1). Approved on December 26, 2007. • Law on Wildlife Protection and Management. Approved on December 26, 1997. • Law on Forest (No. 770-1). Approved on April 15, 1999. • Law on Introduction of Amendments into the Law on Nature Protection and On Specially Protected Environmental Areas. Approved on May 5-6, 1994. • Law on Atmospheric Air Pollution. Approved in 1999. Includes ambient air quality standards, emission standards and guidelines for application (No. 469-1999). • Law on Water Pollution. Approved in 1999. • Law on Mineral Resources. Approved on October 23, 1994. • Law on Ecological Security and Safety. Approved in 2005. • Law on Health, Safety and Environment. Approved on May 6, 1993. Includes occupational health and safety. • KMK (Standard) 301012-2000, ―Health Safety in construction‖. • Rules and Norms developed by Road Research Institute on December 2008 on health protection while working in asphalt making plant and other quarries used in road construction. • Law on Protection Archaeological Monuments. Approved on October 13, 2009.

17. Uzbekistan has a large set of specific standards that refer to emission, effluent, and noise standards, as well as standard to handle and dispose specific wastes ranging from sewage to hazardous wastes. The national Law on Ecological Expertise (Assessment) dated from May 25, 2002, No. 73-11 addresses Environmental Assessment, and defines for which types of projects an environmental impact assessment must be carried out. Preparation of the review reports and issuance of environmental approval of projects on environmental grounds is regulated by the Resolution of the Cabinet of Ministers No. 491 of 31 December 2001. Appendix 1 of Resolution 491 defines four categories of projects and the associated environmental assessment requirements (Figure 2). Category I Projects require a preliminary IEE (PIEE) defining how and to what extent the required IEE will be conducted, followed by a complete IEE. Category I and II are undertaken and evaluated at the central level only. 18. Category III projects are completed in two stages by the Central State agency, with the Regional level agency actively involved. As with Category III projects, it will involve: • Step 1. Preparation of a completed Preliminary Environmental Impact Statement ( same as IEE) ; • Step 2. Review and Approval of IEE by National and Regional entities • Step 3. Implementation of mitigation and monitoring measures by proponent with regional Goskompriroda oversight.

19. The assessment of Category I is under central jurisdiction with Glavgosekoexpertiza involvement. Uzbekistan allows Goskompriroda a maximum of 30 days to review Category I and II projects and 20 days for category III and 10 days for Category IV projects.

Figure 1. Uzbek national IEE document submission and approval process

20. For this MFF-II Tranche 2 project the UZB Env. Category is classified as class II based on Resolution of Cabinet Ministers No 491/2001, and the environmental clearance was granted on September 20, 2012. The un-official translation of the environmental clearance is attached in Appendix 5. After obtaining the environmental clearance, the proponent can move ahead with various permitting tasks.

II. Description of the Project

2.1. Type of Project and Environmental Categorization

21. Under the Government environmental assessment regulations, this project is UZB‘s Category II due to its nature as intercity transport connection. Based on ADB SPS 2009, this Project is categorized as a ―B‖ project due to the following conditions: (i) the project does not involve any environmentally sensitive areas or any areas designated as protected areas under the Government regulations, and (ii) the project will generate temporary environmental impacts that mostly occur during the construction stage, and will require environmental mitigation that could be implemented without delay or conflicts. Proper monitoring will be adopted during the whole duration of the project cycle with intensive monitoring during the construction stage to anticipate any

11 unforeseen impacts, and to timely address all predicted and unforeseen environmental impacts.

2.2. Need for Project

22. The road network is a key element of the economy of the Republic of Uzbekistan. Its effective functioning and sustainable development are important for its economic growth, integrity and national security, as well as to improve living standards and livelihoods. Roads are an essential part of the transport infrastructure. The share of road transport accounts for 89.2% of the volume of freight traffic. On average, vehicle fleet increased by 7 - 10% annually in the country. In addition to the traditional transportation to a distance of 250-300 km, recent trends show that there is steady development of long-distance transportation. 23. The primary economic benefits of the investment program will be cost saving operation of vehicles (VOC) and time savings, and savings on other transaction costs related to transportation. Studies using surveys have shown that majority of the trips are linked to business objectives. However, most of the goods transported are perishable goods such as fresh agricultural commodities, and in lesser extent building materials. A small part of the traffic is associated with commuting to and back from works. These travellers will benefit from the reduction of the time spent on the road, and, therefore, is taken into account. 24. Road A373/4P-112 Pungan-Namangan Highway is one of the most important sections in the transportation corridor which goes through the Fergana Valley in Uzbekistan to Kyrgyzstan and then to China. The project that is 0-75 km of the road 4P112, passes through districts of Pop (0-39 km.), Chust (39-55 km.) and Turakurgon (55-75 km.) and is a part of the road that connects all three main cities - Namangan, Andijan and Fergana. 25. The starting point of the road is the intersect point at about the 208th km of the A373 road. The intersection point Pungan is located approximately 18km South East of the Tranche I project (A373 from km116 to km190). The 18km section, which is not included in the MFF CAREC Corridor programme is in good condition, as part of government programme for road reconstruction in 1996 – 2002. Thus, this project is rationalised as a continuation of the previous work and in consideration with the objectives of the overall CAREC Corridor Road Improvement Programme to fully upgrade the country‘s main North-South and East-West highways. 26. The road has a significant impact on the socio-economic development of the regions in the valley and their respective districts. There is an ever increasing traffic needs for improved road and communication infrastructure in order to minimize accidents, negative effects on the environment and meet security requirements for road exploitation as well as sustainable development of the area. 27. Within the scope of the project the 2-lane road is going to be transformed into 4- lane road ensuring free and safe passes of vehicles up to 13 metric tonnes of base weight. The improved infrastructure includes provisions of safe crosses for local pedestrians and livestock across the road. The main reconstruction work of the project is aimed at the strengthening of the road bed and shoulders consistent with presumed rise in intensity of traffic from 12084 passenger car units per day (PCU) in 2012 to 22000 PCU in 2030 (―Yul Loyiha Byurosi‖ LLC, 2012).

2.3. Project Location

28. The project site is located in the Northern part of Namangan region in Fergana Valley. It starts in Pungan, at about 208km of the A-373 road, and stretch for 75kms from West to East towards Namangan and ends in the border with Namangan City. 29. The Valley is considered as a land of fertile soil and itself is the most densely populated area in Central Asia and former Soviet Union with diverse cultural and ethnic population. The Valley is connected with mainland Uzbekistan through Kamchik pass, and this road is the only communication and transportation route connecting Namangan and Tashkent regions. 30. The Pungan-Namangan Highway A373/4P-112 is classified as a Category III road along its range from 0 – 75 km. The road lies along the Northern site of the Fergana Valley and has asphalt-concrete coating. 31. The road is located in the hillside, semi-hillside fill, semi-fill and embankments. The road crosses over the levees of streams such as Chodaksoy, Uygursoy, Olmasoy, Jabbarsay (Figure 2), Gavasay, Rezaksay and Kosansay, as well as three main community settlements in three locations in Chust (43-46 km), Shahidon (61-64 km) and Turakurgon (65-75 km). The right side of the road from Pungan borders with agricultural land and community settlements, whereas in most of the left side, in the section 0-26 km, adjoins with arid semi-hillside and barren field.

Photo 2. Intersection with “Jabbarsay” stream

1.5. Boundaries of the project road and Right of Ways (RoW)

32. The initial design indicated that the 2 lane road expansion between Km 0 to Km 33 will have to be done only in the northern side of the existing road, because a water pipe with diameter 700 mm is located along the road at the southern side. This area for road expansion in the northern part of existing road at Km 0-33 is mostly barren land,

13 and registered as a reserve land of Namangan regional authority. The rest of road alignment (km 34-75) section will be widened to both sides, more or less symmetrically with minor differences and depending on locality, from the existing axis of the road. 33. Based on existing regulations, the RoW for national roads is limited to 50m (25 m on either side of the road centreline). According to the RRF‘s design institute, the existing RoW for the 0-75km of 4P-112 road is 15.1m. Accordingly, the design institute identified three different scales of RoW for the project depending on the location of the road in the vicinity or between community settlements, agricultural production areas and/or other infrastructural facilities such as high voltage electricity lines: (i) For km 0 to33, the RoW will range from 47m to 70 m. According to the RRF‘s initial design, each road section will have two-lanes with width of 21 m including road shoulders and road accessories, with median road separation ranges from of 6 - 30m (see road cross section, top diagram in the Figure 2). (ii) For km 33 to 43 and km 46 to 65km, the RoW will be around 47 m for the whole two-way road (four lane road) including road shoulders and road accessories areas (see the second diagram in the Figure 2). (iii) For km 43 to 46km, and km 65-75, the RoW will be around 57 m including shoulders, road accessories, and walking path for pedestrian (see the diagram in the bottom in the Figure 2). 34. Overall, the project contemplates to use 130 hectares of additional land for the reconstruction of the road.

Figure 2. Cross-section dimensions of road formations and RoW

2.4. Size and Magnitude of Operation

2.4.1. Roadbed and pavement

35. Along the 0-75km section, all existing road pavement will be subject to reconstruction and refurbished with new road bed and shoulders. A new one way (two- lane) road will be constructed in the 0-33km section requiring disturbance of top soil and occupying new land for the road. Remaining sections will require reconstruction of the existing road by enlarging the road bed and pavements, smoothing corners and turning angles as well as improving other road infrastructure such as bridges, crossings and culverts. The (re)construction work envisages minimal tilt from the road centreline and turnings along the road. 36. Overall, the project contemplates to use 130 hectares of additional land for the reconstruction of the road. The reconstruction of the existing road will generate around 75624 cubic meters of wastes containing asphalt and spoiled materials from scrapping the road surface. 37. The reconstruction of the roadway will consist of construction of a new road bed in lanes with the following parameters requiring around 750 thousand tonnes of asphalt, 960 thousand cubic meters of rock and gravel, and 956 thousand cubic meters of sand and gravel to perform around 70 cm layer:

Fine-grain asphalt mixture - 7 cm Coarse grain asphalt mixture - 10 cm Top layer of gravel and sand mixture - 22cm Lower base layer of gravel-sand mixture 33 cm The total thickness of the road bed - 72 cm KMK2.05.02-07.

2.4.2. Supply of local road construction materials

38. The project road is closely located to several local construction material sites and quarries which will ease supply and transportation of gravel and crushed-stone materials. Use of local supply materials as much as possible for the project purposes are supported and appraised by stakeholders and local businesses and keenly anticipated for improved cooperation. RRF and its consultants have identified the following quarries and asphalt-concrete plants satisfactory for the supply of road (re)construction materials (Table 1): ―Chodak" quarry is located about 1.4km away from km 4 of 4P-112 road on the left side. The capacity of the pit satisfies the required volumes for gravel and crushed stone material for the project. Asphalt taken from "Chodak" asphalt- concrete plant is designated with KMK46-2008 grade and considered suitable for 'non-rigid pavement type‘; ―Gavasay" quarry is located about 14.7km away from km 34 of 4P-112 road on the right side. The capacity of the pit satisfies the required volumes for gravel and crushed stone material for the project. Asphalt taken from "Gavasay" asphalt- concrete plant is designated with KMK46-2008 grade and considered suitable for 'non-rigid pavement type‘; ―Sumsarsay" quarry is located about 12km away from km 54.3 of 4P-112 road on the left side. The capacity of the pit satisfies the required volumes for gravel and crushed stone material for the project. Asphalt taken from "Sumsarsay" asphalt- concrete plant is designated with KMK46-2008 grade and considered suitable for 'non-rigid pavement type‘; ―Aktash" quarry is located about 7.3km away from km 68 of 4P-112 road on the right side. The capacity of the pit satisfies the required volumes for gravel and crushed stone material for the project. Asphalt taken from "Gavasay" asphalt- concrete plant is designated with KMK46-2008 grade and considered suitable for 'non-rigid pavement type‘.

Table 1. Quarries and their distance from the project site № Quarry, its location Type of supply Distance to the materials project site, км 1 Quarry, Чодак Gravel and 1.4km till 4km mark Asphalt-concrete plant (ACP), Чодак crushed-stone of 4P-112 materials 2 Quarry, Gavasay Gravel and 14.7км till 33.9km ACP, Gavasay crushed-stone mark of 4P-112 materials 3 Quarry, Sumsarsay Gravel and 12км till 54.3km

ACP, Sumsarsay crushed-stone mark of 4P-112 materials 4 Quarry, Oktosh Gravel and 7.3км till 67.9km ACP, Oktosh crushed-stone mark of 4P-112 materials

2.4.3. Road engineering structures: bridges and road-passes

39. The project involves construction and reconstruction of several existing bridges and under or over road-passes. Within km 0 to km 33 section, there will be a construction of two new underpasses, construction of four bridges as the extension of existing bridges to cater the additional 2-lane road, and reconstruction of four bridges in the existing road. All bridges will have two lanes with a width of 7.5 m with pedestrian pavement of 0.75m and in the other side of pavement will be wheel fender bar height 0.75m. 40. Along km 33 to km 65 section of the highway another four bridges and two overpasses will be reconstructed to cater 4 lane roads. The road will have four lanes with a dividing strip of safety of 2.6m and separation beam. See Figure 1 for viewing cross-sectional dimension of the road pavement. The number of lanes on the bridges corresponds to the number of lanes on the road. Pedestrian pavements will have 0.75m width.

Photo 3. Existing bridges over Chadaksay (left), Uygursay (middle) and Olmassay (right) streams

41. In the final section of the road at km 66 to km 75, the road passes through the residential areas of Turakurgon. The road will have four lanes of 3.75m each, safety strip of 3.0m with 1m metal bars separating in the middle. Five bridges will be reconstructed in this section. According to RFF‘s design institute, some bridges will have a lane for urban public transports. The width of each lane on bridges will be 3.75m. Pedestrian pavements will be 1.5m. Safety strip will have a width of 2m from the fast lane and 1m from the slow lane. The list of bridges and road-passes is attached in Appendix 4. 42. There will be several underpasses crossing constructed to improve road safety in the settlement areas. The project plans to construct 4 new under-road pedestrian crosses, 3 under-road crosses for livestock and reconstruct 3 existing under-road pedestrian crosses in Chust and Turakurgon districts. The final decision about the exact location of the crosses for pedestrians and livestock will be made after close consultation with local communities, traffic police administration as well as local authorities.

III. Description of the Environment

3.1. Climate

43. Climate in Fergana valley is continental, characterized by high summer temperatures, low relative humidity, considerable evaporation discharge and irregularity of seasonal distribution of precipitations. Fergana Valley is surrounded on all sides by mountain ranges affecting the local climatic conditions. The mountain massifs protect the territory from cold-air outbreak from the north and east and hot dry air from the south. Maximum air temperature in summer reaches 44°C. The average air temperature in July is 27.9°C. The annual average air temperature does not exceed 15.46°C. In winter the monthly average air temperature equals to +1.06°C, minimum winter temperature is - 16.9°C. 44. Climate characteristics and meteorological data, KMK.201.01-94 data (i.e. climatic, physical and geological data used by the RRF‘s design institute) were obtained and analyzed by weather stations in Namangan and Kasansay which are the nearest meteorological stations to the project site. The project site climate is characterised as continental with hot dry summers and cool winter that is relatively short, wet and warm in spring and autumn. From the long-term meteorological observations, average temperature is 14.1ºC. The hottest month is July with an average temperature of 27.7ºC and a maximum of +42.6ºC. In January, the average temperature is - 1,1ºC, and minimum is - 23,3 º C. Annual precipitation reaches on average - 323.5 mm. Maximum rainfall occurs in the winter-spring season. From July to September rainfall is rare (See Table 3). 45. The average annual wind speed is 2.3 m/s. During the year, the most frequent wind (about 55% of all wind occurrences) is north-easterly eastern and south-westerly winds. The most common winds with speeds of 2-3m/s (44%), and wind speeds of 4- 5m/s are observed in 14.6% of cases. Recurrence of low wind speeds of up to 1 m/s is 33.9% of cases. The share of the south wind, for 1.7%, and the share of the north-east and north-west winds -2.6 and 9.7% (See Table 4 and 5). Table 2. Average meteorological measurements and climatic characteristics of the project area Months Year Description I II III IV V VI VII VIII IX X XI XII avg. Temperature, 0С 0,8 2,6 7,9 13,7 19,6 25,2 27,8 26,9 21,7 15,3 9,0 3,9 14,5

Wind velocity, m/s. 2,2 2,3 2,3 2,3 2,6 2,8 2,5 2,5 2,5 2,5 2,5 2,1 2,4

Humidity, % 74 73 64 61 52 41 30 32 34 45 56 61 53 Precipitation, 56 73 99 67 48 7 1 0 2 6 28 58 445 мм

Table 3. Recurrence of wind direction according to compass points (rhumb) (%) North East South South South West North North Number of East East West West annual occurrence of calm 19 13 5 12 6 3 5 37 142

Table 4. Recurrence of slow winds (%) Velocit Months Yearly y (m/s) ave. I II III IV V VI VII VIII IX X XI XII 0-1 44,2 43,4 43,8 39,6 34,0 34,6 39,4 35,5 31,0 30,4 35,5 45,5 38,1

2-5 53,8 54,2 54,0 58,1 63,5 59,9 56,9 61,6 67,4 67,8 62,7 53,3 59,4

6-10 1,8 2,0 1,8 1,8 1,9 3,8 2,8 2,4 1,4 1,3 1,5 1,0 2,0

46. It should be noted that the amount of precipitation on the study area is higher than in the plains and foothill areas. Their total number - 445 mm per year, is distributed evenly throughout the year. Maximum precipitation occurs in winter and spring, whereas minimum is during the summer months.

3.2. Air Quality

47. As noted above, the area under consideration belongs to the zone with a moderate potential for pollution of the atmosphere, where its value is 2.4. 48. Due to relative weak development of the heavy and other industries with high influence on the quality of air, emissions are mainly formed by passing vehicles. Thus, the main air pollution created along the roadside is nitrogen dioxide coming out as combustion from engines. The negative consequences of such effects occur especially at road sections with closely located residential settlements. This should be emphasised at the stage of the designing of the road as well as managing reconstruction activities.

Photo 4. Section of the road passing through community settlements in Turakurgon, 67-68км section

49. RRF‘s design institute indicates that special attention should be paid on the quality of air around the stationary asphalt plants and quarries. The institute has calculated and analyzed the influence of small road production, with unorganized and organized sources, emissions and

Photo 5. “Chodak ACP” asphalt concrete plant pollution dispersion in the asphalt-concrete plant ―Chodak ACP‖ (Photo 6). 50. The survey found that at the "Chodak ACP" located about 4 km away in the left- hand side from the 4P-112 road. There are two projected asphalt plant with a capacity of 25 t/h asphalt with an annual capacity of 52,500 tons/year. The specific concentration of pollutant emissions of grams per second and dispersion of pollutants were calculated from a distance of 150-200 meters around the area. Measurements show excessive emissions of 7-12 MPC inorganic dust, 1.6-2.88 MPC nitrogen dioxide, 0.67-1.78 MPC of heavy oil and 0.69-0.98 MPC nitrogen dioxide.

3.3. Current and Perspective Traffic

51. The main volume of freight traffic in 4P-112 – Pungan-Namangan Highway consists of inter-regional transportation of goods in-between main cities of Namangan, Tashkent - the Capital City of the Republic, and other regional centres in the Fergana Valley. Although not as intensively as in the other parts of the Fergana Ring Road, the traffic flows follow from neighbouring countries of Kyrgyzstan, China and other CIS countries. As a result of the reconstruction of the road the, traffic intensity including freight traffic is presumed to increase at an annual rate of about 5%. 52. According to the estimates conducted within the 0 – 75km section of the road, current daily traffic intensity is 8179 PCU/day. From this, the share of freight vehicles accounts for 29% of the total number of vehicles, with average carrying capacity of 8 metric tonnes. The share of passenger cars accounts for over 65%, and public buses and others make about 6% of total traffic.

3.4. Current Noise Conditions

53. Minimising traffic noise in terms of negative externality is of great importance for project sustainability. Negative effects of noise on human health is proven and investigated. Noise may lead to damage to the nervous system, cardio - vascular system and some other diseases. 54. The traffic noise is heavily linked and mostly depends on traffic composition, speed of vehicles and intensity of the traffic. For example, the noise emitted by truck of about 10 dB is higher than the noise of a car. 55. Effects of noise close to settlements are of particular importance. To reduce the sound pressure level of traffic through villages and other residential areas, minimum noise levels must be met by establishing noise barriers such as available anti-noise wall constructions and landscaping. 56. Analysis of the noise indicators of the traffic in the area of construction was carried out by measuring the actual volume of traffic and its composition on the 1km of 4P-112 road (See Table 7).

Table 5. Distribution of current noise depending on the distance from the road with traffic intensity of above 8,000 PCU/day Distance from the axis of the 4P-112 road (m) 7.5 15 20 25 30 40 50 60 70 80 90 100 Noise (dBA) 76. 74.0 73.0 72.3 71.7 70.8 70.0 69.2 69.0 67.9 67.4 66.8

57. According to calculations, the equivalent noise levels near the main road with no

20 green spaces along roads and other obstacles in the path of the sound will be as high as 76dBA. Whereas, according to health standards permissible noise level created by traffic in areas passing through the villages and other areas of residential development shall not exceed 65 dBA for daylight hours and 55 dBA for the nighttime. 58. Estimation of the level of noise in the location of residential buildings along the road at a distance of 20-25m shows that its current level significantly exceeds the permissible level. Only if a residential building is located over 50m off the main road, then the noise level will become lesser than 70dBA. 59. Without significant improvement and installation of noise barriers, improving traffic flow and taking other measures noise level will increase as traffic intensity approaches 20,000PCU/day, as shown in Table 8. Table 6. Distribution of noise depending on the distance from the road with projected traffic intensity of 20,000 PCU/day Distance from the axis of the 4P-112 road (m) 7.5 15 20 25 30 40 50 60 70 80 90 100 Noise (dBA) 81.1 79.1 78.1 77.4 76.8 75.9 75.1 74.3 74.1 73.0 72.5 71.9

3.5. Topography and Soil Conditions

60. The general geological structure in Namangan province consists of Paleozoic sediments and Quaternary alluvial deposits. In the valleys, thick alluvial deposits are found on the valley floors in what is commonly called the Ferghana depression. The thick alluvial deposit is extensively tapped for agriculture, domestic water supply and industrial uses. Deep wells are found throughout the Fergana depression. In the piedmont, the Ferghana complexes mainly consist of cobble round stone with sandy gravel and sandy mud fill. The structure is often consolidated and stratified. The calcium and magnesium carbonate minerals effectively cement the conglomerate and gravel stone. 61. The geological structure of the study area involved thick layer of Quaternary sediments underlain by Neogene sediments. The total capacity of the Quaternary deposits in the study area is more than 100m. In Pop district, Quaternary basin sediments occur at depths of 1-10 m to 30-50m. They are uneven, alternating layers of gravel and conglomerates. 62. Most of the geologic structure especially those in proximity to the mountain margins are exposed along the erosion channels of Sarvaksai, Rezaksai, and Charkesarsai streams. Near the valley areas of Chadaksai, Charkesarsai streams are formed by washed-out rocks that are smooth and rounded and have less content of argillaceous material. Upper Quaternary deposits form level three terraces above flood- plain of the Syrdarya and Narin Rivers going up to its tributaries. 63. The soil adjacent to the project site, especially along 0-34km range, is sandy loam and loam with layers and lenses of clay, sand, gravel with depth ranging 0.3 - 2.5m. 64. The general soil type is referred to as irrigated gray soil. The soil layer is shallow up to 2m thick and has high capacity to accumulate carbonates. The soil gray coloration is from the early stage of coal development commonly known as coal-slats or noddles. Irrigation and intensive agriculture practices in recent years have introduced new chemicals into the soil. Irrigation water that was improperly drained and allowed to

21 evaporate in the field has increased the soil salinity. This has resulted in a decreased productivity of the soil. 65. The soil is formed from loess deposit from the Golodnay terrace. The soil at its natural condition is salty with high concentration of chlorites and sulfate minerals. Typical pH of the soil is from 7.5 to 8.0 due to the carbonates although in the thin humus horizon of the soil, the pH could drop to the range of 7.3 to 7.6. Initially the irrigation system was intended to flush out the salt build-up but often the farmers are reluctant to release the irrigation water.

3.6. Hydrology and Surface Water Quality

66. Underground water in Fergana Valley in general bears formation in the alluvial deposits in the Syrdarya River and its tributaries are of recent geologic age. Perched water deposits are normally found in the river and stream beds, flooded land, and the terraces adjacent to the river. The ground water levels in the areas are very shallow from 1 to 2m below the ground surface. Quaternary alluvial deposits consisting of sand, gravel and sandy loam soil are uniformly distributed around the valley at depths of 20 to 25 m. Below this level are beds of sandy loam and sand layers from 20 to 40 m deep, which were deposited during the Upper Quaternary period. Due to geologic movement, the two layers have merged and overlapped. The general underground water movement is from the east and north east towards west and south west with an average gradient of 0.0005 to 0.01. The underground water has high carbonate and sulfate concentration with total hardness of 1.0 milli-equivalent per litre. The groundwater is extensively used in agriculture especially in Namangan region and adjacent districts. 67. The project road will cross several surface water resources such as streams and canals along 0-75km as shown in Table 9. Table 7. List of surface water resources that cross with the project site Name or type of water resource Location at 4P-112 road (km) 1 Chadaksay stream 4.6 2 Uygursay stream 24.8 3 Olmassay stream 28.4 4 Jabbarsay stream 30.2 5 Gavasay stream 34.05 6 Karasuv canal 44.4 7 Rezaksay stream 51 8 Namangan canal 67.5 9 Kasansay stream 67.7 10 Mashkanal canal 72.8 11 Water canal (no name) 73

68. The main surface water in Ferghana Valley near Namangan is Chadaksai stream. Chadaksai has a catchment area of 352 square km. and a mean annual flow of 3.58 cubic m/sec. Like all other streams located along the 4P-112 road (0-75km section) the main water flow rate takes place from late March to the end of June. Stream water runoff is irregular over the year and the main water source is towing snow and in lesser significance spring period rains. The average discharge rate of Chadaksay is 3.3 cubic m/sec. and at the height of the flood season it may reach 6 cubic m/sec. Water from streams and canals are extensively used for irrigation in Namangan region. However, during the flood season the river may contain large quantities of mud.

3.7. Flora and Fauna

69. In Central Asia, the Republic of Uzbekistan has the lowest wood cover. The government has assigned the management of the forest and areas for reforestation to the State Forest Fund. About 21.3% of the territory is administered by the State Forest Fund. The state forest fund in 2007 covered 8,661.1 thousand hectares of which 3,220.8 thousand hectares are covered with trees. Currently, forest reserve is 9,462.7 thousand hectare of which 3,312.0 thousand hectares are covered with trees. In Namangan about 13.8% of total land is covered by trees and bushes. 70. However, the cover of trees, especially of fruit trees, is increasing rapidly because of national policy to foster production of fruits and creating orchards to diversify the agricultural sector away from wheat and cotton production. This is clearly visible along the 0-75km section of 4P-112 where new orchards of walnuts, dog-rose, apple and other trees. 71. In settled areas, the residents cultivate their own gardens for vegetables, fruits and shade. The most common trees planted are poplar, mulberry, English elm, maple, acacia, and pine trees. The gardens and cultivated areas in households and smallholdings account for less than 1 per cent of the total land area for the valley. Along the irrigation channels and controlled river banks, riparian trees have grown naturally or were planted by the government and residents to stabilize the area, improve the water retention and provide shade. The common trees planted are pines. Reeds, cane grass, and Cuba grass are also common in the valley floor especially in areas close to streams. Most of the areas are dominated by semi-desert absinthial-ephemeral and halophytic grass. 72. The animal world of Namangan region is typical for ecologically disturbed areas. The area has very long history of human habitation. The ancient pastoral activities in the area are nomadic in nature covering large areas of grassland for sheep and horse grazing. The area is the main crossroad in the East Asian-European trade routes commonly called the silk route. Conquest and control of the area were major strategic objectives of from pre-historic times to more recent conquerors such as Genghis Khan and Tamerlane. The conquest of the area is often done by ―scorch earth‖. Today the common mammals are house mouse, sewer rat, mole vole, common pipistrelle, tamarisk gerbil (dominating types), vole, eared hedgehog, small white-toothed shrews, fox, jackal, badger, et cetera. 73. Most common birds found in Fergana Valley are Indian and tree sparrow, mayna, crested lark, blue headed wagtail and red headed bunting. Those bird species are more common in cotton fields and close to irrigation canals and streams. In spring and summer, crows especially rook crow, jackdaw crow and hooded crow, grackle and different species of larks and sparrows migrate to the valley to nest and feed. 74. In general, Syrdarya river basin is a habitat for 38 species of fishes grouped into 12 families. The cyprinoid fish family is represented by 24 species including silver and bighead carp, European carp, grass and black carp, the Aral asp, the Aral and Turkestan barb, East bream, Silver Kasari and others. The other common fish species are from the loach family (of which three species have been identified namely the Tibet char, Kushakevich char and Aral studding), the catfish family, and the Ameiurus family (with the Turkestan bullhead being the common species). The other fish families are Salmon family (Amudariya char), Pike family (pike), Channel bullhead (bullhead), Perch family (pike-perch), Gambusia family (mosquito fish), Snakehead family (mudfish),

Gobius family (rinogobius), and Eleotrid (mirkoperkops). Many of the fish species have commercial importance such as grass carp, Aral ash, European carp, Turkestan barbell, and salmon. 75. Nonetheless, discussions with people from the project area and experts who have expertise about localities in the project site revealed that aquatic life in streams crossed by the project site is not rich because of the seasonality of water flow. This also can be understood from illustrations (Photo 3) of dried stream beds in the summer time.

3.8. Land-use along the Road

76. Along the first 34 km of the road, the land use of impact areas is dominated by agricultural land on the right hand side of 4P-112 and barren land on the left hand side of 4P-112. The last 35 km is habitation areas, with housing, business structures, and other social infrastructures. The detail description of land use of the impacts areas is attached in Appendix 3.

3.9. Socio-Economic Profile

3.9.1. Population and Demography

77. Namangan region is located in the southern part of the Fergana Valley in the far eastern part of the country. It is on the right bank of Syr Darya River and borders with Kyrgyzstan, Fergana and Andijan regions. It covers an area of 7,900 km sq. The population is estimated to be around 1,970,000, with over 62% of the population living in rural areas. 78. Namangan Province is divided into 11 administrative districts. The capital is the city of Namangan with estimated population of 410,000 people in 2011. Other major cities include Kosonsoy, Pop, Uchkurgan, Turakurgon, Chortok, Hakkulobod and Chust. 79. More than 20 nationalities live in Namangan province. About 88.4% of the total population are Uzbeks. Other major minorities are Russians (8.9%), Kyrgizes (0.7%) and 1% of other ethnicities. The total population density of Namangan province is 292.8 people per square kilometer.

3.9.2. Economic Activities

80. Namangan region with its administrative centre in Namangan city has a history of ancient irrigation and agro-industrial economy. Records indicate that about 72% of the total population depends on irrigated agriculture for employment and income. Namangan region is a net exporter of agricultural commodities and produces more agricultural products than it consumes. There are at present 1,345 farms covering 91.7 thousand hectares of arable lands. Major agricultural activities are: silkworm raising, wheat and cotton production and cultivation of various fruit orchards. Meanwhile, major industries in the area involve industrial processing of the agricultural products such as silk production, textile, and fruit juice production, canning and drying. 81. The Namangan region has good natural resource base. There are large deposits of uranium, silver, aluminium, tungsten, iron, copper, granite, and marble. At present, oil is extracted in Mingbulak district while gold and diamonds are mined in Kasansay stream and Pap districts. In the industrial sector, other important activities include: light

24 industry, mechanical engineering and metal working, wood working, printing industry, craftsmanship and others. 82. Aside from the agricultural and natural resource base industries, Namangan region has a number of heavy and medium size industrial factories. There are a shoe factory, manufacturers of electrical and mechanical equipment, chemical industries, and car parts manufacturing in Turakurgon district. In recent years, joint venture companies with foreign capital have started operations in Namangan. At present there are seventy one joint venture companies in the province with major investments being attracted into the agricultural processing sector. Examples of these joint ventures include JV Muslim Teks, JV Silk Road, JV AsnamTekstil, JV Marvel Juice Co., JV Nestle-O‘zbekiston, JV Nam-Sib, and JV Golden Fruit. Trade and service is also an important sector of the economy. At present there are 3,369 trading companies in the region.

3.9.3. Health, Education and Sports Facilities

83. There are 95 hospitals designed for 13,707 beds, 388 outpatient clinics, and 236 rural medicine entities in Namangan province. 84. There are 3 universities in Namangan province, namely, Namangan State University, Namangan Engineering University and Namangan Pedagogical University. There are also 80 colleges, 9 lyceums, and 681 secondary schools. In total, there are 442,622 persons enrolled in these aforementioned educational institutions. Meanwhile, 498,383 children are attending 641 kindergarten schools. 85. There are around 28 stadiums, 22 swimming pools, 54 tennis courts, 2 equestrian parks, 473 sport halls and other sports facilities in Namangan province.

3.9.4. Cultural and Heritage Sites

86. For centuries, Ferghana Valley has been an important part of the Silk route, the main trading highway connecting China and Europe in the ancient world. The valley's history stretches back over 2300 years, when its population was conquered by Greco- Bactrian invaders from the west. Chinese chroniclers date its towns to more than 2100 years ago, as a path between Greek, Chinese, Bactrian and Parthian civilizations. In the path of the Northern Silk Road, the area was converted by Muslim invaders from the west, and was home to Babur, famous conqueror and founder of the Mughal Empire in India, tying the region to modern Afghanistan and South Asia. The Russian Empire conquered the valley at the end of the 19th century, and it became part of the Soviet Union from the beginning of the 20th century. 87. The project site itself is not closely located to any cultural or heritage site that can be directly affected during the preconstruction, construction or operational period of the project.

IV. Potential Impacts and Proposed Mitigation Measures

4.1. Environmental Impacts Associated with the Siting of the Project

88. Although no protected areas are near the project areas, several houses, shops, villages, and some schools are just outside the ROW. The environmental impacts, especially noise and dust during the construction stage should be mitigated.

Consultation with local communities to put up noise barriers needs to be done prior to undertaking the civil work for the expansion of the road. Dust suppression needs to be carried out at the residential areas during the whole duration of construction period. Water is available in the study area although surplus water may not always be available at many locations during the dry season to suppress dust. As a general approach, where sufficient water cannot be sprayed, the contractor should consider installing temporary barrier between the works at the road edge and the sensitive receivers. Where noise is a major consideration (e.g., outside schools or hospitals), construction should be avoided at sensitive times. Continuing discussions and consultations with local communities must be carried out throughout the construction period to minimize the environmental impacts to public health. 89. Overall mitigation measures to address dust and noise/vibration will include: (i) avoiding the location of borrow sites near residential areas, (ii) regularly sprinkling excavated areas and open road sections on dry days, (iii) covering hauling trucks with tarpaulin, (iv) locating sand and earth stockpiles away from residential areas or at least providing adequate wind breakers between the stockpile and sensitive areas, and (v) limiting vehicle speeds to 20 kilometers per hour on unpaved roads in dry weather. 90. Pile-driving and blasting operations will create annoying noise and vibration, as will the passage of trucks and heavy equipment. But the construction noise is not expected to exceed the allowable levels for residential areas. Sensitive areas such as residential areas, schools, pagodas, churches, and hospitals within 50 m of the construction limits will be provided with noise bunds of adequate height. As a rule: (i) heavy equipment should be operated only in the daytime; (ii) hammer-type pile-driving operations should be avoided at night; (iii) construction equipment that generates excessive noise should be enclosed; (iv) although the works will not involve any blasting activities, but in case, it is needed, it should be allowed only in the daytime. Blasting intensities shall be controlled, and nearby residents notified beforehand; and (v) the effectiveness of mitigation measures should be monitored regularly through noise level measurements at sensitive receivers. Projected noise levels should not exceed the Uzbekistan standards.

4.2. Environmental Impacts Associated with Construction

4.2.1. Physical Impacts

4.2.1.1. Water Pollution from Construction Works 91. Open land surfaces, excavations, and soil stockpiles will result in higher silt loading in runoff if proper mitigation measures are not taken. The contractors will be requested to prepare erosion control plans prior to the commencement of the civil works to minimize sedimentation in river bed. In preparing this plan, careful attention should be given in Km 4.6 near the Chadaksay stream, Km 25 for the Uygursay stream, Km 28.5 for the Olmassay stream, Km 30 for the Jabbarsay stream, Km 34.5 for the Gavasay stream, Km 44.5 for the Karasu stream, Km 51 for the Rezaksay Stream, and Km 67.5 for the Kasansay Stream. 92. Sand extraction in rivers for road embankment works will be done at licensed areas, with care taken to minimize environmental impacts. By taking mitigating measures, water pollution from construction is expected to be moderate, short-term, temporary, and reversible. The mitigating measures recommended include: (i) limiting the period of construction (ii) avoiding sand extraction within 100 m of water intake

26 structures; (iii) providing temporary drainage to avoid stagnant water that could become breeding places of mosquito, (iv) benching cuts; (v) installing sedimentation control measures at points of discharge to watercourses; (vi) avoiding the storage and handling of lubricants, fuels, and other hydrocarbons within 50 m from water bodies; and (viii) ensuring the proper disposal of solid waste from construction activities and workers‘ camps. 93. There will be also potential contamination of water streams and canals with sediments and road runoff water, especially at temporary asphalt material storage sites. While not specifically related to construction activity, the contractor will be required to install and/or upgrade the runoff water detention and treatment facilities along the project road, as designed by the RRF‘s Design Institute during the preconstruction survey of these facilities. This is essential as communities in the downstream of streams that cross with the reconstructed road will use water for drinking as well as for agricultural and livestock production purposes. Furthermore, contamination of stream waters will have damaging effect on the aqua-life and fish resources of the streams. 94. The contractor will therefore examine all existing facilities and upgrade or install runoff water system, as defined by the design institute, in order to provide adequate retention to permit the settling out of sediment and salt. Runoff must be allowed to percolate into the soil and eventually into the nearby streams or canals after adequate retention and pass on through sand screen facilities that have to be built by the contractor. 95. Excavation works for drainage, bridge piles, box culverts, and other structures that go below the water table may have to be dewatered. The discharge will carry a significant amount of silt, sometimes as high as 250 milligrams per liter of suspended solids. Sandbag silt traps will be installed to retain the suspended solids. 4.2.1.2. Soil Erosion 96. During earthworks, several activities can lead to soil erosion and loss of valuable topsoil. Site clearance will remove and stockpile topsoil, and, if not done correctly, will reduce the quality of the topsoil. Uncontrolled runoff from the site can also lead to soil erosion on neighboring land. The mitigating measures recommended are to plan the stockpile locations well, to pile up topsoil only up to 2 m high, and to provide correct drainage at the construction site. The contractor also needs to prepare plan for obtaining filling materials and obtain required permit from local authorities. 97. To prevent wind and water erosion, more general stabilization of all the disturbed areas will be undertaken as the work proceeds and as soon as work on any given stretch is completed. Re-vegetation operations will commence after pavements activities are finished and before the operation period. Planting of saplings of decorative tree species should be conducted in consultation with and according to advice from the Uzbekistan Forestry Institute. 4.2.1.3. Change in Hydrological Situation 98. The construction of temporary embankments for access routes could block drainage that will lead to ponding on roads or flooding of nearby houses. Temporary works should be planned with the possible effects on drainage flows, and should provide adequate drainage openings. Extraction of river sand for construction will have positive impacts as it will counteract accumulation of sediment. However, it will only be carried out at approved locations.

4.2.1.4. Impact on Groundwater 99. The excavation of deep cuttings will change groundwater flows and drain perched water tables. Shallow wells near cuttings may need to be deepened or relocated. 100. From the construction activities, there will be significant use of fuel and lubricant. Without a standardized petroleum materials handling and storage protocol in place, spills and contamination of nearby waters through surface runoff is likely (and may already be taking place at existing storages and stations). The failure to comply with a petroleum products handling protocol as well as inadequate storm water runoff treatment could easily lead to upper groundwater aquifer contamination, given that the soil is extremely porous and infiltration is rapid. Any contaminated groundwater will rapidly end up in the rivers. To minimize impact on groundwater quality the following mitigation measures will be adopted: 101. For this project fuels and lubricants will be stored at the contractor‘s work/staging area(s) as well as at designated storages by Uzavtoyul Maintenance Department. Approximately 6 -8 Kilo Litre of fuel may be stored at any of these sites at one time. 102. If the contractor‘s yard will also be a vehicle service area, where lubricants, hydraulic fluids, diesel and petrol will be handled, collecting all the used lubricants and spillage fuels in safety drum with maximum 6-8 kilo liters will be done as temporary before transferring to the authorised department. 103. The storage of all petroleum products must comply with the various UZB KMKs. Each storage tank must be surrounded by an impervious berm capable of containing the volume of at least one storage tank. 104. Furthermore, a fuelling area must have properly operating fuel dispensing equipment in working order, i.e., not leaking. The fuelling area must have a system for collection of all drips and spills during the fuelling process. Changing of oil must always involve collection of waste oil for recycling. The contractor will be required to document the number of litres of waste oil recycled each month and provide evidence (waybill) that this was actually done. 4.2.1.5. Impacts due to disposal of Surplus Soil and Disposal from dismantling the existing roads 105. The disposal of soil, if it is not done carefully, can cause loss of productive land, and increased discharge of sediment into watercourses, or in the road sides. The total volumes of cuttings and fillings for the Project will be almost balanced. The earthworks balance will be further adjusted during detailed design. If the disposal of soil is properly planned, local residents may be able to use the surplus earth materials for land development. 106. The disposal from dismantling the existing road and construction of structures due to land acquisition will need to be disposed safely. The contractor needs also to prepare plan to locate the disposal site for asphalt and other materials from dismantling the existing road. 4.2.1.6. Impacts due to other waste disposal 107. Failure to adhere to construction related good housekeeping practices, including solid and sanitary waste management could cause disturbance on the physical environment. Major impacts stem from sub-standard sewage and garbage management

28 and noncompliance with handling, transfer and storage of petroleum products at the construction work site(s). Often solid waste disposal facilities at worksites and work camps operated by contractors at other projects within the CAREC Corridor programme are managed and maintained unsatisfactorily and received little priority despite numerous warnings. Subsequently, in many cases, contractor tends to wait to clean up only after completing all construction works. This approach is not going to be accepted. The contractor daily solid waste from housekeeping has to be routinely handled. Contractor has to prepare a plan for handling solid waste prior and to be approved by SCS. 108. All waste at construction camps/staging areas must be regularly processed and properly disposed of. At the work camp (should there be one) a strict waste management plan (in compliance with UZB standards and norms) needs to be in force, including garbage, sewage and other wet waste processing. Sewage can be processed either by use of pit privies or composting toilets. For all other waste management, the contractor will be required to enter into a contract with a local service provider and establish a regular disposal service or provide these themselves. Failure by contractors to adhere to good housekeeping practices as defined in the contract Terms and Conditions and Conditions of Special Application and a lack of enforcement by the PMU, will be subject for monetary fines and clean up must be done by the contractor. 4.2.1.7. Air Pollution and Noise 109. The construction works will generate a short-term and temporary increase in ambient dust and noise. The use of construction equipment and machinery will generate noise and air pollution such as CO, NO2, THC, diesel exhaust and dust, will come from the use of heavy machinery, trucks and batch plant operations. These impacts will occur in the construction areas, and where these machineries will be operated but will be limited during the construction period. However, it is not expected to exceed environmental standards. 110. Along the entire 75 km of 4P-112 road, asphalt will be removed by heavy duty grinding machinery, generating large plumes of dust. Little less than 230,000m3 of ‗asphalt-aggregate‘ will be handled at least three times and transported to and from storage sites, for placement as subgrade along the road. The offloading processing reloading and dumping as subgrade will generate significant additional dust. There will also be dust generated by the aggregate crushing and concrete mixing plants, located along the alignment. Therefore, dust control/suppression measures will need to be planned for in advance by the project design team, as a way of avoiding construction period problems. 111. Dust control will be important for the grinding operations, and machines will need to be properly equipped. Water will be used to keep dust under control at the asphalt- concrete storage sites and the access roads from 4P-112. Dust suppression will be strictly adhered to within 300m of any of the community settlements located along the road. Levels will be restricted to standards found in KMK. Inspectors will be required to make regular checks and any dust clouds observed will be reported and considered a non-compliant event. 112. Large volumes of quarry rock, aggregate and sand will be transported, pushed (e.g. with bulldozers) and stored near the roadwork. These operations and storage areas will be constantly exposed to the elements and will create primarily dust and dirt during the windy and wet conditions. Dust control shall not be very difficult given the

29 availability of water. Dust at worksites will be controlled by watering. Any spills on the haul roads will be cleaned up by the contractor within a 24-hour period. 113. Another major source of dust will be the concrete batch plant(s). The batch plant(s) usually comes equipped with dust suppression equipment, which RRF will require. The majority of the rock crushing will take place in one of four quarries (see Table 1), depending on location to the project site and other arrangements. Materials will be transported to the construction site by trucks. 114. Mitigation measures will be implemented to ensure that the location of any mobile batch plant is at least 1 km upwind or 500m downwind of a settlement. Noise suppression barriers and light baffles will be installed and all temporary batch plant sites will be fully rehabilitated after abandonment. This restoration work will need to be completed within 1 week of a plant being moved and will involve bringing the site to pre- batch plant operation conditions. 115. The most intrusive noise will come from the grinding machinery, producing steady noise levels of 100 dBA within 50-60 m of the operation and >90dBA within 200m distance from the source, and during all hours of operation. Night time operations will be limited only until 8 PM. The ambient noise levels are presently low, and would be accentuated by the machinery noise, and perceptible noise correction factors of as much as 10dBA are added. 116. There are at least two mitigation measures that will be required a) limitation of operating periods to between 07:00 and 20:00 where the work is within 1 km of a settlement and b) making sure that all possible noise suppression measures are taken to limit the noise, including all sound baffling installed on the machinery and no operations outside specified standards. 117. The contractor will be required regularly to measure noise level by using portable noise meter at a distance closest to residences or occupied structure as part of environmental monitoring works. The indicator applied will be the maximum 10 dBA noise level measured over a period of not less than 15 minutes when the construction site is operating and at 50m, 100m and the distance to the nearest occupied house or residential construction. At these receptors, all attempts will be made to keep the construction noise level to no more than 10dBA above background. 118. To reduce emissions, in general, limits for vehicle idling and equipment maintenance will be imposed throughout the construction period, with regular inspection and reporting by CSC inspectors. Equipment and vehicles will be shut off, if not in use for more than 5 minutes and all machineries and vehicles will be maintained according to manufacturers‘ specifications. Dust will be carefully and continuously managed. Air emissions will be monitored by visual inspection, focusing on dust and indicated color smoke from operating equipment. Any vehicle exhibiting these conditions, usually due to poor maintenance, will be shut down and not permitted to operate again until a mechanic‘s certificate of repair is submitted to the CSC. 4.2.1.8. Impacts to Health and safety 119. Health and safety impacts include occupational health and safety, traffic safety and prevention measures of accidents, and pedestrian and livestock safety. The construction activities may cause disturbance to pedestrian, traffic, and livestock movement. Therefore, the contractor is responsible to develop safe working areas in all of construction works areas including areas for keeping their equipment and machineries, construction materials, camps and offices, construction sites.

120. The RRF through its PMU and CSC will routinely check the contractor in implementing operational health safety measures as defined by Uzbek norms and standards, and RRF will also use the World Bank/IFC operational health safety guidelines to supplement national standards. The contractor‘s contract terms will include this obligation. The contractor compliance will be verified and checked by CSC and reported routinely. 121. In terms of traffic safety for both drivers and pedestrians, locating appropriate traffic signs are needed to avoid traffic accidents, and other accidents involving livestock, pedestrian, or people living nearby the construction sites. To that end RRF will require the contractor to install appropriate traffic signs according to international standard in terms of size and interval. The locations to provide safe crossing points for local citizens and their livestock during the construction period will be discuss with local communities. Any accident associated with the failure of contractor to comply with this requirement will need to be reported to PMU, either directly or through CSC, by the contractor including efforts to handle the accident.

4.2.2. Ecological Impact

4.2.2.1. Local Ecosystems 122. The project area does not involve any environmentally sensitive areas. The first 34 Km are dominated by barren land, with few part of agricultural land, and few residential areas (massive). The last 41 km of the project road are located in settlement areas, agricultural areas, with more settlement areas started in Km 45. The Project will not cause any major change in the present ecological situation. No habitats of vulnerable, threatened, or endangered flora or fauna have been identified within the secondary impact area of the Project. The removal of vegetation in preparation for construction will cause common animals (insects, rodents, frogs, small reptiles) in agricultural lands to move to nearby habitats within the same corridor. The following mitigating measures will be implemented during construction: (i) minimizing the clearing of areas to what is absolutely necessary for construction (ii) promptly replant grasses to protect embankment slopes, and trees to maintain the micro climate. 4.2.2.2. Loss of vegetation 123. Land clearing will cut around 16000 trees along the RoW, and remove also shrubs as ground cover. The type of trees and shrubs are not rare or endangered, and mostly fruit trees or wind breaking trees. However, this vegetation has ecological function to maintain micro climate. Ground-cover loss can cause not only soil erosion alongside the road shoulders, due to poor ground-cover replacement after the construction work at worksites, but also affect the micro-climate. Therefore, soil rehabilitation and re-vegetation measures must be undertaken by the contractor. Statement of the Goskompriroda, No.18/796z, on environmental effects of the reconstruction of the road A373/4P-112, section Pungan – Namangan (0-75 km) (dd. September 20, 2012), emphasizes the necessity of re-vegetation measures and entrusts the project to create green zones along the road shoulders by planting trees. In planting trees, the survival rate of tree planting in Namangan region (3:1) has to be taken into consideration. Therefore, around 50000 trees need to be part of road revegetation program.. Aside from planting trees that will need to be done during the construction period by the contractor, the local communities will be also provided with various trees to be planted in their gardens and along the walking paths. The other mitigating measures will include the following: (i) minimizing the clearing of areas to

31 what is absolutely necessary for construction, and (ii) promptly replanting grasses to protect embankment slopes.

4.2.3. Social Impact

4.2.3.1. Resettlement and Interruption of Public Life 124. Around 320 households will be affected by land acquisition for expansion of this road, with around 150 households to be resettled while the rest of households will lose some assets. Long-established patterns of life will be disturbed. The recommended mitigation measures involve timely land acquisition and compensation according to the land acquisition and resettlement plan (LARP). There will be no dismantling of house/structures before completing 100% compensation, and until land is provided with its basic facilities (electricity, water, gas, and access roads). The contractor, if will require temporary land for storage, camps, and office will need to pay rental at market price and will be requires to restore the land before returning back to the owner. The mitigation measures related with this land acquisition is presented in the LARP report. 125. The construction works will form a physical barrier to movement, and could cut into established pedestrian or vehicle routes. To mitigate this effect, clearly marked and protected passageways shall be provided and maintained while construction is in progress, and safety awareness programs will be conducted near construction sites with signs and posters warning the public of the dangers during the construction activities. 4.2.3.2. Cultural Property 126. The project areas do not involve any valuable cultural property. Therefore, no impact is expected from expansion and reconstruction of this road. 4.2.3.3. Employment Opportunities due to the Project 127. Construction workers (mostly local people) will be employed directly or indirectly by the Project, for varying durations. The Project will increase job opportunities in the area, as well as local economic activities for the supply of food and miscellaneous supplies at the job sites and the purchase of goods and services by the workers‘ families. The significant employment impact on the host populations will be only for the duration of the Project and will be temporary in nature. 4.2.3.4. Public Health Impact 128. The vector-borne and communicable diseases including HIV/AIDS could spread during construction. To make this health impact less likely, a health education campaign and training in safety and health protection measures shall be conducted for the construction workers.

4.3. Environmental Impacts Associated with Operation

4.3.1. Physical Impact

4.3.1.1. Air Pollution and Noise 129. Air quality during the operation of the highway will suffer from increased levels of sulfur dioxide and carbon monoxide, but will remain within the Uzbekistan air quality standards because the emissions will be dispersed and the topography does not lend itself to the concentration of pollutants.

130. Vibration will also emanate from the highway, but can be controlled through correct maintenance of the pavement. Noise buffers for sensitive areas such as school, and clinic that will be built will help to minimize this impact. However, if buffer facilities would not be constructed or more tress will be planted in these sensitive receiver areas in addition the traffic sign to reduce speed, signs indicating not to blow horns will be placed to minimize the noise impacts. 4.3.1.2. Altered Hydrological Conditions 131. The completed embankment could block the flow of drainage and thus overload streams. These issues will be addressed during the design phase, but if they are found to occur during operation, the capacity of the drains must be increased accordingly. 4.3.1.3. Differential Settlement 132. If embankment is built on soft ground, subsidence could occur and cause damage to nearby buildings and structures. The process could be slow and could continue for many years after construction while the clay soils consolidate. Mitigation measures should be carried out in design to ensure that such conditions do not occur, and if they are found to occur during operation, the affected households should be relocated or underpinning done as a remedial measure.

4.3.2. Ecological Impact

4.3.2.1. Local Ecology 133. The host ecosystem, being an agro-ecosystem, will not experience significant ecological changes from the operation of the Project. 4.3.2.2. Water Quality 134. Surface runoff from the highway carriageway will contain oil and grease from vehicles and precipitates from diesel emissions, and will alter the pH of water and disturb the balance in surrounding wetlands. Service areas are the most likely locations where such contamination occurs because of the concentration of parked vehicles and fuel stands. They should therefore be equipped with interceptor tanks to remove oil and fuel grease from surface water before being discharged to nearby waterbodies. Sand will be also put in place to function as a screener. 4.3.2.3. Impact of Air Pollution and Noise on Flora and Fauna 135. There are no vulnerable ecosystems or rich areas of fauna such as birds and animals nearby. Therefore, no significant impact is anticipated. 4.3.2.4. Change of Landscape 136. The constructed highway will not create a scar on the landscape because the project area along the road is mostly flat. However, slopes will be re-vegetated and trees and grass will be planted.

4.3.3. Social Impact

4.3.3.1. Relocation of Communities 137. Affected households in Turakurgon will be relocated to a site closer to the city areas but is not more than 4 km from the original place of residence. There will be no split and isolated areas created by the interruption of transport routes and the

33 construction of interchanges. Mitigation measures to allow the safe passage of residents will include the construction of over-bridges and underpasses where pedestrians and vehicles can cross. For reasons of economy, it is impossible to reestablish every traditional footpath, particularly in areas like paddy fields. In such locations, several traditional paths may be served by a single crossing, and a frontage road can provide access to the nearest crossing point. The optimum location of crossing points will be determined during the design phase in consultation with local communities and their representatives. 4.3.3.2. Employment and Economic Opportunities 138. Local workers will be hired to operate and maintain the highway. The highway will also open up new opportunities for trade and stimulate further growth in economic production. Moreover, there will be new cultural influences from interaction with other cultures in the process of trade and commerce—as well as the possibility of criminal elements coming in. Mitigating measures to be implemented will include, among others: (i) strengthening and enhancing Uzbekistan cultural and moral values through the local school curriculum to guide conduct and perspectives in trade, commerce, and the service industries; and (ii) orienting and training the local police to handle and manage the possible increase in local disobedience or delinquency and cross-border crimes. Uzbekistan cultural values and institutions are strong and can resist the negative influences of urbanization, and the Mahalla have enough means to manage the situation. The negative impact in this regard is expected to be insignificant. The economic advantages from the Project will outweigh the disadvantages. 4.3.3.3. Public Health 139. There is potential increase of communicable diseases during the operation of the highway. Long-distance traffic will increase, bringing the risk of emerging prostitution around service areas or rest areas. Public health education campaigns in schools and through local authorities and Mahalla will be important.

V. Analysis of Alternatives

5.1. No-Action Alternative

140. The do-nothing alternative would be to rely on the existing road conditions. Though classified as regional road, the A373/4P-112 has been used to cater traffic connecting Fergana Valley in Uzbekistan to Kyrgyzstan and then to PRC. Considering the double land-lock country, without the Project the road would continue to become a logistic obstacle for connecting Uzbekistan through CAREC Corridor 2 to other countries. Many sections of the road are damaged. This condition adversely affects traffic safety and reduces vehicle speeds, as well as being an impediment to safe overtaking of slower vehicles. In general, the environmental conditions along the road would continue as present. The measures foreseen for environmental mitigation and increased traffic safety as per design of the project, such as improved run-off management and control, noise screens, dust control, safer cattle and agricultural machines passes and speed control measures would not, or to a much lesser extent be realized. The option of "No-Project" has been considered and found to be neither reasonable nor prudent in light of the Transport Policy Strategy developed by the Republic of Uzbekistan to improve and expand the network over the short to medium

34 term.

5.2. Other Transport Modes

141. The development of railway networks to connect Uzbekistan-Kyrgyzstan-PRC is still under discussion. There was a pre-feasibility study undertaken in the early 2000. However, the plan is still in progress. If the railway networks will be materialized, it will become a complementary transport networks with the improvement of 4P-112 road.

5.3. Alternative Alignments

142. Alternative alignments were considered at the feasibility study stage. One alternative route crossed the northern part of the existing road in Turakurgon city. The existing road in the alternative section is two-lane and turning it into four-lane road would incur additional removal of valuable 29.4 hectares of agricultural land and disturbance of additional 42 hectares of barren reserve land. Subsequently, broadening of the road bed will involve replacement of 20 units of culverts with diameters ranging from 0.5 meters to 1.25 meters, and broadening of 4 medium sized bridges which cater to two-lane road to four-lane road. In addition, the northern part of existing road is more hilly and mountainous where occurrence of landside, flooding and accumulation of extra snow slides on the road bed is more common. Consequently, the construction work will involve more excavations and disturbance to soil and more ground water system. Finally, according to RRF‘s design institute, the alternative route crossing the northern part of Turakurgon will increase the length of the construction work by 4.5 km and the road will be merged with the existing road to the Namangan airport that will create traffic congestion. 143. Another alternative alignment was in the southern part of the existing road where population and underground piping system are located. Besides, turning the existing two-lane road into four-lane road will remove additional 47 hectares of agricultural land, reconstruction of one small and one medium bridge to cater to the four-lane road, and replacement of 13 units of culverts along the alignment. Therefore, a construction of new road alignment in this part will generate more significant environmental impacts.

VI. Public Consultation and Information Disclosure

144. The public consultation meetings with affected people, and other local stakeholders related to the project and particularly its impact on local physical, ecological and social environment were held in two locations in Chust and Turakurgon on October 17, 2012. The meeting aims to inform stakeholder about the proposed project, and disclose the result of environmental study especially on potential impacts and proposed mitigation. The environmental management matrix was translated into Uzbek, and distributed to the participants to enable them to easily understand what will be affecting their livelihood during the construction period and what will be the impacts during the operation of the new road. The meetings were also designed to be interactive to obtain a feed-back if any from the participants. 145. The meeting was organized in coordination with the local authorities. The Chust and Turakurgon Hokimiyat openly invited interested people and parties that are mostly living along the roads. In Chust, the meeting was conducted in the Medical Vocational

School. In Turakurgon, the meeting was conducted in the Vocational School of Economics. Overall, there were 20 participants in public consultation meetings in Chust and more than 80 participants in Turakurgon. The complete list of participants, with place of residence and partially occupational information is attached in Appendix 2. Participants of the meeting represented local authorities, public institutions such as employees of local medical stationeries, secondary and vocational school teachers, and members of local communities. 146. The meeting was started with presentation of the project design especially how the road will be reconstructed. The presentation was given by Mr. Muminjon Shokirov, Head of Geodesy Department at ―Yul Loyiha Byurosi‖ LLC, RRF‘s design institute, and Mr. Gulom Zokirov, Deputy Head of Geo-expertise. The second presentation was carried out by the environmental consultant, Mr. Jarilkasin Ilyasov, who explained the potential environmental impacts and proposed mitigation measures. Participants were provided with handovers presentation slides on environmental mitigation plan (EMiP). The presentation and discussions were conducted in Uzbek language which is more popular among local dwellers than Russian language. All presentation documents were also translated into Uzbek. Project consultant briefly described project overview, principles and methods adopted for drafting IEE and environmental features of the project area, possible environmental impacts of the project, and proposed mitigation measures against the negative environmental externalities were distributed as a handout and discussed point by point. After the presentation, participants were invited to to share their views and opinions, and deliver their questions and comments. 147. Participants at both meetings in Chust and Turakurgon agreed and welcomed the need for project and objectives to reconstruct the road and especially associated with the improvement of the traffic flow, minimize traffic accidents and improve traffic infrastructure. Participants recognized the importance of physical, ecological and social safety and sustainability issues within the project. However, they specifically emphasized to conduct public consultations on land acquisition and resettlement planning and particularly to get enlightened about the compensation process and procedures. Specific issues brought forward by the participants, responses by project consultants and experts, and actions to be followed up are included in the revised EMP.

VII. Grievance Redress Mechanism

148. ADB requires that RRF establish and maintain a grievance redress mechanism to receive, facilitate and resolve grievances of affected people concerning the delivery of environmental safeguards at the project level, as defined in the assessment documents (primarily the EMP). The grievance redress mechanism will be scaled up to the risks and impacts of the project. 149. The RRF‘s PMU, in cooperation with regional authorities and impacted district authorities, will establish Grievance Redress Committees (GRCs) at both levels. At the regional level these will be comprised of the Khokimiyat‘s representative, a representative of RRF and one member from the Regional Environment Department. One member of the committee will be a woman. One person on the committee will be identified as the focal point for any grievance claims. At district level it will consist of a government official and two non-government organization members, one being a

36 woman. GRCs established in each district affected by the road will be the most important. The GRCs will be in place before the start of the construction period. 150. Grievances can be filed in writing or orally with the GRC‘s district-level focal point or contact person. The committee will have 15 days to respond with a resolution. If unsatisfied with the decision, the complainant will be able to resubmit the grievance with the regional GRC for final resolution, and at the same time submit a copy of the letter to the ADB project officer in charge. The regional GRC will have a further 15 days to issue a decision, and if no ruling is forthcoming the grievance will be automatically decided in favour of the complainant and all compensation will be provided. 151. To be effective, the composition and operation of the GRC will be announced to stakeholders in the region and district in the project area via a letter as part of the implementation of the EMP. This will be in addition to the fully translated IEE going to be distributed to regions and districts, as promised during the consultation sessions.

VIII. Environmental Management Plan

8.1. Environmental Mitigation Plan

152. An environmental management plan (EMP) has been prepared (See Appendix 1) and will be updated during the detailed design. RRF will ensure that the contractors prepare a site-specific EMP based on this EMP and in response to the actual situation on-site. RRF will monitor the implementation of the EMP, and will report twice a year on EMP compliance. 153. The RRF will ensure the following: (i) the contractor‘s obligation to undertake environmental mitigation measures as specified in the EMP, and these requirements will be included in the bidding document and later in the contract document; (ii) the cost for the recommended environmental mitigation measures will, where possible, be made separate items in the Bill of Quantities. Such allocation of a separate budget for carrying out environmental mitigation measures will be crucial to assure their implementation. During procurement, contractors will be specifically encouraged to include these costs in their rates and present the mitigation cost as a line item in the Bill of Quantities; (iii) explicitly require the contractor to assign staff to be responsible for implementing environmental mitigation measures during construction, and reporting to RRF‘s PMU, and (iii) the contractor, in coordination with RRF‘s PMU, will have the responsibility to address any complaints and grievance related to construction activities

8.2. Environmental Monitoring Plan

154. During construction, compliance monitoring will be completed as the work is carried out by RRF‘s PMU. The construction monitoring will be reported every 3 months in the Project quarterly report. During the construction period, a stand-alone environmental monitoring report to record the implementation of EMP and EMoP will be submitted annually to ADB and nature Protection Committee. 155. The RRF‘s PMU will strengthen and continue to improve its capacity by implementing environmental programs for its managers and staff well before the start of construction, to make them better aware of the required mitigation actions before the contractors mobilize.

156. Monitoring during operation will focus on maintaining the mitigation measures begun during construction, and on monitoring air quality and noise levels. Annual environmental reports during the operating period will be prepared by RRF and submitted to Nature Protection Committee.

8.3. Implementation Arrangements

8.3.1. Institutional Set up

157. RRF has established a safeguard unit under the PMU and this unit will continue to carry out the obligation of RRF to comply with the environmental requirement of the Government of Uzbekistan and requirement of ADB. The unit was established in 2010 and as of now (October 2012) has one (1) social development specialist responsible for overseeing the implementation of social safeguards and one (1) environment specialist (ES) responsible for overseeing the implementation of environmental safeguards within the project. 158. At the design stage, the ES environmental specialists will ensure that environmental protection is incorporated into the design. During bidding preparation, the ES will be responsible for ensuring that all EMP requirements for contractor compliance are included in the bidding documents. 159. During construction, the contractors will ensure that mitigation measures are implemented and sustained throughout the construction period. In turn, environmental specialists will be hired to join the construction supervision consultant team to oversee and monitor the implementation of all mitigating measures required by the EMP in accordance with ADB‘s SPS 2009, and The Government of Uzbekistan‘s Environmental Assessment Requirement. It is recommended, that RRF invites the Nature Protection Committee to join field monitoring at least one time per year during the construction period. 160. The ES in close coordination with the CSC environment specialist will be responsible at least to undertake the following duties: (i) supervise the implementation of the environmental protection and impact mitigating measures of the contractors, (ii) supervise construction activities to ensure minimum impact on the natural and socioeconomic environment, (iii) monitor the impact of the construction works, (iv) prepare the necessary remedial actions for any unforeseen impacts, and (v) address complaint related with environmental aspects of the project through the GRM . 161. The ES will lead government counterparts at all levels in environmental compliance with the Government as well as ADB requirement. The ES will (i) confirm that the contractors‘ contracts specify their environmental mitigation responsibilities (ii) distribute copies of the IEE and its EMP to the contractors; (iii) appoint environmental monitoring teams; (iv) ensure that semiannual monitoring and construction completion reports are prepared and submitted in a credible and timely manner to the ADB, as required.

8.3.2. Resource Allocation

162. The RRF has experience in implementing EMP and undertaking monitoring. This Project is the 6th project financed by ADB. Therefore, RRF has capacity and adequate resource to support the implementation of EMP for this project. The environmental costs for the Project has been incorporated in the project costs, and will comprise the

38 following: (i) costs to fund the study, consultation, and disclosure for updating IEE including EMP and Monitoring Plan after detailed design, (ii) costs to engage environmental consultants to work at the safeguard unit of RRF‘s PMU to work with CSC, and Contractor, (iii) costs to implement mitigation measures, including tree planting, and (iv) cost to fund the environmental monitoring and reporting. Table 8 summarizes the costs required for environmental mitigation measures and monitoring.

Table 8. Environmental Costs for Mitigation and Monitoring No. Cost Items Amount Required 1 Update IEE report and its EMP CSC‘s budget 2 Engage environmental consultant for PMU PMU‘s budget 3 Engage Environmental consultant for CSC CSC‘s budget 4 Engage Environmental consultant for Contractor Contractor‘s budget 5 Costs Mitigation Measures (all mitigation related with Contractor‘s construction works will be part of construction cost) budget for all mitigation related with construction works, and PMU‘s budget for others 6 Planting and Maintaining revegetation This costs will be incorporated in the contractor‘s budget 7 Environmental Monitoring Costs PMU‘s budget (3 years during construction period, including cost for data sampling and analysis)

IX. Conclusions and Recommendations

163. The Project will generate adverse environmental impact during the construction period. But these impacts are co-terminus with the construction activities. By ensuring the implementation of mitigation measures at the right time and at the right place, these impacts will be manageable. 164. Since there are no environmentally-sensitive areas in the Project Area, no negative ecological impacts are warranted. The road corridor already exists and this is an upgrading project. Temporary environmental impacts are anticipated during construction but they will be minimized by proper planning, good engineering design and implementation of the proposed mitigation measures and monitoring programs. These impacts will not pose any threat to the environment. Therefore, no further environmental impact assessment study is required. 165. The following recommendations are proposed based on the findings of the IEE: (i) Environmental Provisions in Bidding and Contract documents 166. The Environmental Management, and Environmental Monitoring Plans, which are part of the IEE, should be updated after finalizing the detailed design and be made part of the Bidding documents. The Bidding documents set out that the Contractor will be responsible for the implementation of the EMP through its Site Specific Environmental Management Plan that will be based on the EMP. This will also incorporate site specific

39 details that are not presently known. The EMP should then be added to the Contractors Contract, thereby making implementation of the EMP a legal requirement. Specific environmental provisions covered by the EMP include but not limited to the following: (a) Erosion control, air and water quality control; (b) Location of asphalt plants, construction camps and other facilities (not in environmentally sensitive areas indicated above); (c) Borrow pit restoration; (d) Quarry operations; (e) Safety provisions; (f) Baseline and routine monitoring of noise and vibration levels in settlements; (g) Baseline and routine monitoring of air quality, water quality, and ecosystem health; and (h) Community relations.

(ii) Environmental Monitoring and Control 167. Baseline air quality and noise monitoring is recommended to be recorded in the city of Turakurgon and Chust at the preconstruction stage.

(iii) Capacity Building for Environmental Management for RRF 168. A training program for selected staff of the PMU and addressed to the goals and techniques of environmental management activities in road projects is strongly recommended.

Appendix 1. Environmental Management Plan (EMP) Matrices

Table A1. Environmental Mitigation Plan (EMiP) Environmental Objectives Mitigative Measures Location Time Frame Responsibility Impact/Issue Implemen- Supervision tation Pre-construction Period Finalizing Detailed Ensure that the design will also The RRF Design Institute will examine the existing Throughout Detailed RRF/PMU design address environmental and social road ditches and water runoff system and the road design concerns either by avoiding, determine sustainability, and design appropriate alignment consultant minimizing or mitigating impacts to drainage system physical and social environment Indicate in the design location to place noise especially on the following barrier, traffic sign concerns: (i) minimize drainage and water run-off impacts, soil Indicate in the location for dumping solid wastes erosion, noise, air pollution, and and excess soil soil and ground water The RRF Design Institute will conduct consultation contamination, (ii) minimize traffic with dwellers and pasture land users at community accident - pedestrian and livestock crossing, and (iii) enhance the settlements along the road to define appropriate greening along the roadsides. crossing points for people and livestock. Villages will be pro-actively consulted before final designs are prepared. So far, RRF‘s design institute has identified 7 underground crossing points for livestock and pedestrians. Indicate in the design the plan for tree planting Acquisition of land Ensure that any adverse impacts Update the LARP based on detailed design Before RRF/PMU RRF due to property/land acquisition demolishing (the Complete the implementation of LARP to pay and resettlement are mitigated. any resettlement compensation and all other entitlement, and structures consultant of assistance to those affected by land acquisition for the expansion of road PMU/SCS) Provide alternative land with agreed compensation to enable all affected households to build and move to the new house, and restore their activities and livelihoods to pre-project level If there is additional unforseen need for additional 41

Environmental Objectives Mitigative Measures Location Time Frame Responsibility Impact/Issue Implemen- Supervision tation land (either temporary or permanent), the procedure, and entitlement matrix describe in the LARPwill be applied Updating the Ensure that environmental impacts RRF/PMU full fill requirement from Goskompriroda RRF/PMU RRF Environmental caused by the detailed design are to construct/reconstruct bridges and submit for (the management plan properly identified and included in approval. environment and monitoring plan the EMP. consultant of RRF PMU need to update EMP and Monitoring the plan based on the detailed design. PMU/SCS) Preparation of Ensure that all environmental Ensure all required mitigation measures included RRF/PMU RRF Bidding document management plan requirements in the bidding document (Update EMP need to be (the especially mitigation measures, to attached in the bidding document) to enable environment address environmental impacts contractors submit their cost and bill of quantity to consultant of associated with construction works implement mitigation measures during bidding the are included as proposed tasks period PMU/SCS) that have to be implemented by contractor. Finalizing Contract Ensure that contractor will be Prepare environmental contract clauses for RRF/PMU RRF document for responsible for handling all contractors‘ contract to implement EMP and (the Contractor environmental impacts associated monitoring plan environment with construction and any consultant of Prepare covenant that contractor will have unforseen impacts associated with the adequate resources to implement EMP and all construction/civil works. PMU/SCS) mitigation measures. In defining the ―bill of quantities‖ provide specific environmental items against which interim payments can be tagged—and withheld for noncompliance Approving Ensure that all plan required prior Contractor need to prepare site EMP for its Contractor RRF, its contractor plan to to fielding resources in the field; construction areas based on this EMP or update PMU and minimize the contractor has a proper plan to: (i) EMP before commencement of civil works CSC environmental extract ground water; (ii) handling RRF/PMU issues an approval of contractor EMP impacts associated disposing bitumen wastes, oil before contractor mobilizing resources in the field with construction wastes, solid wastes including 42

Environmental Objectives Mitigative Measures Location Time Frame Responsibility Impact/Issue Implemen- Supervision tation works garbage from the camps; and (iii) location for disposing excess soil. Construction Period Potential Impacts on Soil Soil Erosion Minimize soil erosion due to The earthwork especially cut and fill will need to Throughout Construction Contractor RRF, its construction activities. be done carefully and surface protection measures the road period PMU and such as turfing as early as possible. alignment CSC Ensure unavoidable impacts are managed effectively Apply protection in completed portions of surfaces, if such is possible without waiting for the entire section to be completed. The stockpile locations to pile up soil should not exceed 2 m high, and no stockpiles behind excavated or natural slopes that would reduce the stability of the slopes. To prevent wind and water erosion, more general stabilization of all the disturbed areas will be undertaken as the work proceeds and as soon as work on any given stretch is completed. Re-vegetation operations will commence after pavements activities are finished and before operation period. Compaction of soil Minimize soil compaction that could Construction vehicles, machinery and equipment Throughout Construction Contractor RRF, its affect underground water will move, or be stationed in the designated ROW, the road period PMU and movement and soil structure to avoid unnecessary compaction of soil alignment CSC Contamination of Minimize soil contamination from Construction vehicles and equipment will be Throughout Construction Contractor RRF, its soil oil and fuel maintained and refuelled in such a manner that the road period PMU and spillage and leakage would not occur. alignment, CSC particularly in Fuel storage and refuelling sites will be confined to fuel storage avoid leakage and spillage and refuelling sites 43

Environmental Objectives Mitigative Measures Location Time Frame Responsibility Impact/Issue Implemen- Supervision tation Storage of fuel and lubricant will be allowed for only a maximum 6-8 kilo litre. Waste oil will be placed in drum and can be storage maximum 6-8 kilo liter in the project sites before transferring to authorized waste oil collector Potential impact to water bodies and water quality Water Minimize adverse impacts on The contractor will ensure that construction debris Throughout Construction Contractor RRF, its contamination surface water flow system and do not find their way into the minor drainage the road period PMU and water quality by construction channels which may get clogged. alignment CSC activities. To maintain the surface water flow/drainage, Prevent adverse water quality proper mitigation measures will be taken along the impacts due to negligence and road. ensure unavoidable impacts are Drainage line will be constructed all along the managed effectively. project road. Good engineering and construction practiced should be followed. Construction work close to the streams or other water bodies will be avoided to the extent possible. Otherwise, impacts from activities will be properly mitigated. All necessary precautions will be taken to construct temporary or permanent device to prevent water pollution due to increased siltation and turbidity. To avoid contamination from fuel and lubricants, vehicles and equipment will be properly maintained and refuelled. Oil and grease traps will be provided at fuelling locations to prevent contamination of water. The slopes of embankment leading to water bodies will be modified and screened so that

Environmental Objectives Mitigative Measures Location Time Frame Responsibility Impact/Issue Implemen- Supervision tation contaminants do not enter the water body. Water quality will be monitored as envisaged in the Environmental Monitoring Plan. Air Quality and Noise Dust and noise avoid and minimize generation of Dust control will be important for the grinding Along the road Construction Contractor RRF, its from grinding noise and dust from demolishing operations. Suppression equipment on the alignment period PMU and operations the existing road grinding machines will be provided where grinding CSC Dust control at the storage of bitumen demolition operations sites located along the project road will be take place. specified. Access roads from 4P112 to the sites will also require dust control during hauling and compacting operations. Dust suppression will be strictly adhered to within 300m of any of the community settlements along the road. Use grinding machinery, producing steady noise levels of >100 dBA within 30-40m of the operation during operation. Limit operating periods where the work is within 1 km of a settlement to 07:00-20:00. Noise and air Encourage contractor to use new type of mobile Anywhere Construction Contractor RRF, its pollution from concrete batch plants equipped with dust and along the period PMU and concrete batch noise suppression equipment for asphalt new alignment CSC plants resurfacing.

Batch plant sites will be selected at least 500m downwind and 1000m upwind of any settlement. Noise suppression barriers and light baffles will be installed and all temporary batch plant sites will be fully rehabilitated after abandonment. This restoration work will need to be completed within 1 week of a plant being moved and will involve bringing the site to pre-batch plant operations conditions.

Environmental Objectives Mitigative Measures Location Time Frame Responsibility Impact/Issue Implemen- Supervision tation Air pollution Control of vehicle idling and equipment At all work Construction Contractor RRF, its associated with maintenance will be imposed throughout sites where period PMU and emissions from construction period, with regular inspection and construction CSC construction reporting by CSC inspectors. Equipment and equipment is vehicles/equipment vehicles will be shut off if not in use for more than operating, and (CO2, SO2 and 5 minutes. especially NO2) near the Machineries and vehicles will be maintained community according to manufacturers‘ specifications. settlements. Dust will be carefully and continuously managed by sprinkling water. Air emissions will be monitored by using portable equipment and visual inspection, focusing on dust and visible black smoke from operating equipment. Any vehicle exhibiting excessive smoke will be shut down and not permitted to operate again until a mechanic‘s certificate of repair is submitted to the CSC. Contractor will be required to remedy any observed/reported dust problem within 2 hours or face worksite shut down. These conditions and requirements will be enforced in all worksites. Noise associated Works for bridge construction and reconstruction Areas of Construction Contractor RRF, its with the use of will be limited from 8 AM to 6 PM in the residential bridge period PMU and drilling equipment areas construction CSC to put bridge piles or bridge construction Dust and other Dust generated from transporting large volumes of Within the Construction Contractor RRF, its pollutants quarry rock, aggregate and sand will be minimized area where period PMU and associated with by using transport vehicles with top covers. existing ballast CSC Improper is located Dust in the storage areas of these construction 46

Environmental Objectives Mitigative Measures Location Time Frame Responsibility Impact/Issue Implemen- Supervision tation management of materials will be constantly controlled by sprinkling earthworks water. transport and Dust at worksites will be controlled by watering. storage procedures Any spills on the haul roads will be cleaned up by the contractor within a 24-hour period. Any road used by the contractor where spills are accumulated, the contractor must clean up the roadway each day and be sure that dust, soil, sand gravel and rock are not on any of these roads. Non-compliance will involve penalty payment equal to the cost of clean up by a privately hired contractor. Environmental impacts associated with good housekeeping and managing hazardous materials Impacts associated Minimize surface and ground Contractors will adhere to standard good Any Construction Contractor RRF, its with failure to water, and soil contamination housekeeping practices as defined in the contract construction period PMU and adhere to Terms & Conditions and Conditions of Particular site or activity CSC construction related Application. which is the good housekeeping responsibility All wastes at construction camps/staging areas practices, including of the must be regularly processed and properly solid and sanitary contractor disposed of. waste management At the work camp (should there be one) a strict waste management plan needs to be in place, including garbage, sewage and other wet waste processing. Sewage can be processed either by use of pit privies or composting toilets. For all other waste management the contractor will be required to enter into a contract with a local service provider and establish a regular disposal

Environmental Objectives Mitigative Measures Location Time Frame Responsibility Impact/Issue Implemen- Supervision tation service—or provide this themselves. Failure by contractors to adhere to good housekeeping practices as defined in the contract Terms and Conditions will be subject for monetary fine Soon after completing the civil works, all camp and construction sites will be cleaned by the contractor. Contamination of The contractor will examine all existing facilities Along the Construction Contractor RRF, its water streams and installed for runoff water management and entire road period and CSC PMU and canals with upgrade them, as defined by the design institute, section where CSC sediments and road to accommodate adequate retention to permit the water runoff runoff water, settling out of sediments, and the permitting of the management especially at treated water to percolate into the soil and systems will temporary asphalt eventually into the nearby streams or crossing the be built and material storage project roadway. Public safety and ease of where they sites maintenance must also be reported by the should be contractor. installed, especially at The contractor will also be required to rehabilitate temporary the site once work is complete, including the clean asphalt up and removal of all asphalt material and the material closure of any detention pits. storage sites. Inadequate The storage of all petroleum products must comply Contractor‘s Construction Contractor RRF, it storages and with the various UZB KMKs. Each storage tank all fuel storage period PMU and handling of must be surrounded by an impervious berm and refuelling CSC petroleum products capable of containing the volume of at least one sites. by contractor and storage tank. All maintenance facilities will be supplier resulting in inspected and upgraded to reduce the risk of spills damage due to accidental spill(s). Fuelling area must have properly operating fuel dispensing equipment in working order, i.e., not leaking. The fuelling area must have a system for

Environmental Objectives Mitigative Measures Location Time Frame Responsibility Impact/Issue Implemen- Supervision tation collection of all drips and spills during the fuelling process. Changing of oil must always involve collection of waste oil for recycling. The contractor will be required to document the number of litres of waste oil recycled each month and provide evidence (waybill) that this was actually done. Impacts to ecological functions Changing micro To maintain microclimate and Ensure contractor requested to plant trees Designated Construction Contractor RRF, PMU, climate due to maintain other ecological functions including all year green along the project road with revegetation period and local cutting of trees (noise barrier, dust and particulate total survival number not less than 16000 trees (If areas communitie along the right of screener) the survival rate is 1:3, around 50000 trees need s ways (around to be planted 16000 trees will be Maintain trees to continue to grow and survive, removed during and after contractor complete their tasks. land clearing) Involvement of local communities will be important Health and safety Injury and health Avoid and minimize an accidents Contractor has to adhere to OHS measures as Throughout Construction Contractor RRF, its problems due to defined by UZB norms and standards incorporated the period PMU lack of occupational into construction contracts. construction health and safety area Compliance will be verified with relevant contract (OHS) guidelines clauses being available for ADB audit. RRF will use the World Bank/IFC OHS guidelines to supplement national standards. Increased risk of Avoid and minimize an accidents Contractor has to place a sign to inform public and Throughout Construction Contractor RRF, its vehicle, pedestrian road user, pedestrians ―NOT TO ENTER‖ the period PMU and and livestock hazardous and danger construction working areas. construction traffic accidents, due to area police Clear and visible sign to slow-down traffic entering absence of speed construction sign has to be placed during the limit or other traffic 49

Environmental Objectives Mitigative Measures Location Time Frame Responsibility Impact/Issue Implemen- Supervision tation signs construction period. RRF will require the contractor to install appropriate traffic signs according to international standard in terms of size and interval. Provide temporary safe walking path in the areas affected by construction works. Ensure the entire walking path or temporary road diversion to reach social infrastructure (bazaar, clinic, school) are clear, and reachable by the users. Ensure safety of pedestrian especially old and children in the areas affected by construction works. Operational Period Noise and vibration Avoid disturbance to residential It is recommended that as a minimum, at the Community Within year RRF Uzaftoyul disturbance due to areas closest point between the road and each of settlements 1 of the increases in traffic roadside communities, the RRF undertake noise along the road start of the measurements during the 1st, 4th and 10th year of operating operation to measure noise levels at the closest period receptor (habitation). This is to establish the need for noise attenuation measures. Predictions suggested that noise levels in 2030 will remain around 69dBA during the day and 63 dBA during the night (1.9 dBA below the UZB. Standard). After 2030 noise will exceed the standards, particularly as truck traffic grows. These noise levels will be collected by the newly retained environmental specialist working within RRF. Additionally, the speed limit along the road will be designed at 90kph, with additional signage to limit the use of horns within 500m of the village boundaries. Degradation of Maintain good microclimate and Goskompriroda or traffic police can control through Along the road Within year 1 Traffic RRF 50

Environmental Objectives Mitigative Measures Location Time Frame Responsibility Impact/Issue Implemen- Supervision tation local air quality due clear air regular check of exhaust emission using portable of the start of police, to increases in exhaust emission analyzer for petroleum and the operating Goskompriro traffic along diesel engines (3 to 4 well known brands period and da and alignment available), and undertake a testing program along continuously Uzavtoyul thereafter this new road. Maintain the trees along the ROW so its ecological functions as noise barrier and dust screener could be maintained. Possible surface Avoid ground water contamination Uzvtoyul,‘s Maintenance Dept. will be required to Along the road Every year Uzavtoyul Uzaftoyul and ground water examine the runoff water and sediments system and especially as part of the regional and contamination during years 1 and 2 of the operation. Standing possible regular branches Goskomprir stemming from water and infiltration will be observed and reported contamination annual oda inspection faulty runoff water on. Any faulty system will be repaired within 1 points of and system weeks of record. streams and maintenance other water cycle resources

Table A2. Environmental Monitoring Plan (EMoP) (Initial Plan) Environmental Aspect to be Monitored Time and Frequency of Monitoring Location Responsible Party Features A. Physical Environment i) Air and Noise Level of SPM and SO2 and Before starting of any construction 2 sites in Turakurgon, RRF, its PMU and other emission gases activities at least in 4 sample sites 1 in Chust, and 1 in CSC Once in every significant site (crushing Pop District Noise levels on dB (A) scale stone plant, section while construction is ongoing. Once after completion of construction activities. ii) Topography Number and scale of soil Before starting of construction activities. Full length of project RRF, its PMU and and Soil erosion and landslide sites. Once a year during construction road where work will CSC activities. be undertaken Once after completion of construction including realignment activities thereafter once every year for the next 5 to 10 years depending on budget availability. Number of properly Once every summer during construction Wherever bio- RRF, its PMU and bioengineered sites. activities. engineering technique CSC Once after completion of construction have been done activities and thereafter once every year for the next 5 to 10 years depending on budget availability. iii) Water Bodies Concentration of sediments Before starting of Major water bodies RRF, its PMU and and presence of construction reconstruction/construction bridges. and three perennial CSC debris. During construction activities in the streams vicinity of each water body. Once after completion of construction activities. PH, BOD, COD, DO, TDS, Same as above. MM, NO3 and Coli form Length of line drainage During construction activities in the Full length of project RRF, its PMU and structures constructed and vicinity of each water body. road CSC strengthened.

Environmental Aspect to be Monitored Time and Frequency of Monitoring Location Responsible Party Features Length of damaged or missing Before starting of construction activities. Full length of project line drains. Once after completion of construction road activities. Total number, type and Before starting of construction activities. Full length of project RRF, its PMU and lengths of cross drainage Once a year during construction activities road CSC structures including bridges Once after completion of all construction constructed or strengthened activities. Number of weak cross Before starting of construction activities. Full length of project RRF, its PMU and drainage structures. Once after completion of construction road CSC activities. B. Ecological Resources i) Flora Total area of vegetative cover Before starting of construction activities. Entire project section Once after completion of construction. Total number of trees planted Same as above. Total number trees survived Every month Revegetation sites Contractor, CSC and local communities Average tree density Before starting of construction activities. Full length of project RRF, its PMU and During construction (once a year per road CSC section) Once after completion of construction activities. During construction activities (throughout the year). Once after completion of construction activities and thereafter once every year. C. Social Environment i) Health Number of accidents amongst During construction activities. All construction sites RRF, its PMU and construction workers. along project road CSC Number of accidents due to Before starting construction activities. All villages along RRF, its PMU and moving traffic amongst local Once every month record during project road CSC community members construction activities. After completion of construction activities depend on the. 53

Environmental Aspect to be Monitored Time and Frequency of Monitoring Location Responsible Party Features ii) Travel time Time taken to travel within Before starting construction activities. Full length of project RRF, its PMU and each road section. After construction activities and road CSC thereafter once every year for the next 5 to 10 years depending on budget availability. Number and extent of travel During construction activities (throughout Full length of project RRF, its PMU and delays the year). road CSC

Appendix 2. Participants of Public Consultation Meetings

Table B1. List of Participants in Chust No. Name of a Place of residence Position and place of Signature participant employment 1 Ismoilov Muzaffar Zarafshon, Chust Specialist, Auto-Tech-Servis Signed Town 2 Tadjibayev Dustlik mahalla, Construction employee Signed Fayzullo Chust District 3 Hoshimov Chust District Specialist, Chust District Signed Hakimjon Cadastral Office 4 Nuronov Shurkent QFY, Specialist, Chust District Signed Bunyodjon Chust District Cadastral Office 5 Kolonov Odiljon Sadocha QFY, Specialist, Auto-Tech-Servis Signed Chust District 6 Mashrabov Namangan Street, Owner of a retail store Signed Mahmudjon Chust Town 7 Jurayev Holdorjon Namangan street, Owner of a retail store Signed Chust Town 8 Kosimov Solijon Sadacha G.Gulom, Signed Chust Town 9 Dadajonov Dustlik mahalla, Signed Abdullajon Chust Town 10 Usmonova Namangan street, Signed Shahnoza Chust Town 11 Holdorova Namangan street, Housewife Signed Marhamatjon Chust District 12 Kodirova Manzuro Namangan street, Retiree Signed Chust District 13 Sultonova Karima Namangan street, Teacher Signed Chust District 14 Kosimov Tulon Sadacha MFY, Retiree Signed Chust Town 15 Dehkonov Sadacha MFY, Retiree Signed Tuhtamurod Chust Town 16 Muminov Tohir Sadacha MFY, Head of Posbon (that is head Signed Chust Town of security personnel) in Sadacha Village Committee 17 Buzrukhonov Botir Madaniyat street, Entrepreneur Signed Chust Town 18 Nurmatov Ismoiljon Namangan street, Entrepreneur Signed Chust Town

Table B2. List of Participants in Turakurgon No. Name of a Place of residence Position and place of Signature participant employment 1 Otabekov Parosmon MFY, Retiree Signed Shukrullo Turakurgon District 2 Odilov Bahriddin Isfahon MFY, Retiree Signed Turakurgon District 3 Ganiev Abdurasul Parosmon MFY, Posbon Signed Turakurgon District 4 Mamathonov Parosmon MFY, Teacher of a vocational Signed Gaybullo Turakurgon District school 5 Hakimov Orifjon Isfahon MFY, Teacher Signed Turakurgon District 6 Rahimov Tolibjon Parosmon MFY, Temporarily unemployed Signed Turakurgon District 7 Jurayeva Hamida Parosmon MFY, Housewife Signed Turakurgon District 8 Hayitboyev Isfaxon MFY, Entrepreneur Signed Bahtiyor Turakurgon District 55

No. Name of a Place of residence Position and place of Signature participant employment 9 Soliev Zohiddin Parosmon MFY, Entrepreneur Signed Turakurgon District 10 Hujaev Muhiddin Parosmon MFY, Entrepreneur Signed Turakurgon District 11 Vohobov Parosmon MFY, Signed Abdullajon Turakurgon District 12 Ahmadjonov Isfahon MFY, Signed Obidjon Turakurgon District 13 Toshmatov Olimjon Isfahon MFY, Signed Turakurgon District 14 Dolimov Bekmirza Shark MFY, Signed Turakurgon District 15 Boybaboev Toshkent MFY, Signed Komiljon Turakurgon District 16 Kariomov Ibrohim Toshkent MFY, Signed Turakurgon District 17 Soliev Husanjon Toshkent MFY, Signed Turakurgon District 18 Kahhorov Isfahon MFY, Signed Abdugaffor Turakurgon District 19 Rahmonov Guliston MFY, Signed Ergashali Turakurgon District 20 Hizirov Guliston MFY, Signed Abdurahmon Turakurgon District 21 Azizova Mavluda Isfahon MFY, Signed Turakurgon District 22 Ruzimatova Zuhra Yelhon MFY, Signed Turakurgon District 23 Yuldosheva Yelhon MFY, Signed Samida Turakurgon District 24 Ismoilova Samida Shark MFY, Signed Turakurgon District 25 Ruzmatova Komila Shark MFY, Signed Turakurgon District 26 Kushmanov Yelhon MFY, Signed Karimjon Turakurgon District 27 Haydarova Shark MFY, Signed Gulchehra Turakurgon District 28 Mamadalieva Shark MFY, Signed Nafisa Turakurgon District 29 Yunusova Haticha Shark MFY, Signed Turakurgon District 30 Bozorova Dilbar Isfahon MFY, Signed Turakurgon District 31 Mirzaeva Mahzuna Toshkent MFY, Signed Turakurgon District 32 Nazarova Nasiba Toshkent MFY, Signed Turakurgon District 33 Akramova Habiba Shark MFY, Signed Turakurgon District 34 Rasulov Bokijon Parosmon MFY, Signed Turakurgon District 35 Madrahimov Shohidon MFY, Signed Abdukodir Turakurgon District 36 Tuhtanazarov Shihidon MFY, Signed Umidjon Turakurgon District 37 Yuldosheva Toshkent MFY, Housekeeper Signed Rahima Turakurgon District 38 Ismoilov Sohib Parosmon MFY, Teacher Signed Turakurgon District

No. Name of a Place of residence Position and place of Signature participant employment 39 Haydarova Samida Shark MFY, Teacher Signed Turakurgon District 40 Toliboev Shark MFY, Construction worker Signed Shamsiddin Turakurgon District 41 Vohidov Nodirbek Parosmon MFY, Signed Turakurgon District 42 Shokirova Shark MFY, Signed Mayramhon Turakurgon District 43 Rasulov Tojiahmad Parosmon MFY, Signed Turakurgon District 44 Tulashtbekob Parosmon MFY, Signed Tojiddin Turakurgon District 45 Karimov Tuhtasin Parosmon MFY, Signed Turakurgon District 46 Sulaymonov Parosmon MFY, Farmer (in household plot) Signed Ahmadjon Turakurgon District 47 Kirgizov Abdumalik Isfahon MFY, Farmer (commercial) Signed Turakurgon District 48 Otaboev Jaloliddin Parosmon MFY, Farmer (in household plot) Signed Turakurgon District 49 Abdulhapizov Shark MFY, Entrepreneur Signed Najmiddin Turakurgon District 50 Mamathonov Parosmon MFY, Entrepreneur Signed Shukurhon Turakurgon District 51 Mutabbarov Parosmon MFY, Teacher Signed Sayfiddin Turakurgon District 52 Shokirov Parosmon MFY, Posbon Signed Abdugaffor Turakurgon District 53 Mamathonov Parosmon MFY, Retiree Signed Gaybullo Turakurgon District 54 Komilov Hikmatulla Isfahon MFY, Retiree Signed Turakurgon District 55 Olimova Mamura Parosmon MFY, Retiree Signed Turakurgon District 56 Valiev Muzaffar Shark MFY, Medical nurse Signed Turakurgon District 57 Vakkosov Parosmon MFY, Teacher Signed Abrorhon Turakurgon District 58 Otaboev Y. Kuprik MFY, Farmer Signed Salohiddin Turakurgon District 59 Urmonov Y. Kuprik MFY, Signed Muhsiddin Turakurgon District 60 Jakbarov Ulugbek Isfahon MFY, Signed Turakurgon District 61 Begmatov Ulugbek Shohidon MFY, Signed Turakurgon District 62 Jakborov Alisher Shohidon MFY, Signed Turakurgon District 63 Yuldasheva Shohidon MFY, Signed Saidnissa Turakurgon District 64 Hamidjonova Isfahon MFY, Signed Mastura Turakurgon District 65 Mamadaliev Isfahon MFY, Signed Ulmasbek Turakurgon District 66 Yuldasheva Salima Isfahon MFY, Signed Turakurgon District 67 Askarova Nazira Isfahon MFY, Signed Turakurgon District 68 Toshmatova Isfahon MFY, Signed Shahzoda Turakurgon District

No. Name of a Place of residence Position and place of Signature participant employment 69 Ibragimova Isfahon MFY, Signed Lobarhon Turakurgon District 70 Sarabaeva Isfahon MFY, Signed Olmahon Turakurgon District 71 Hatamova Lolahon Shohidon MFY, Signed Turakurgon District 72 Hasanova Guliston MFY, Signed Gulchehra Turakurgon District 73 Isomiddinova Parosmon MFY, Signed Sharofat Turakurgon District 74 Holkuzieva Parosmon MFY, Signed Mastura Turakurgon District 75 Sotvoldieva Parosmon MFY, Signed Rahbarhon Turakurgon District 76 Halilova Hamida Parosmon MFY, Signed Turakurgon District 77 Shokirova Parosmon MFY, Signed Homrohon Turakurgon District 78 Askarova Mohira Parosmon MFY, Signed Turakurgon District 79 Turaeva Samida Parosmon MFY, Signed Turakurgon District 80 Nazarova Mavluda Parosmon MFY, Signed Turakurgon District 81 Abdulhofizova Parosmon MFY, Signed Jamila Turakurgon District 82 Haydarova Tamara Parosmon MFY, Signed Turakurgon District

Appendix 3. Description of Land Use (table)

Table C1. Description of land use along A373/4P-112 road Pungan – Namangan section (0-75 km) Left-hand side (LHS) of the existing Pungan- Right-hand side (RHS) of the existing Pungan- Namangan road Namangan road Section Description Section Section or location point (km) or or location location point point (km) (km) 0 - 2.5 Orchard and arable land 0 - 3 Orchard and arable land 2.5 – 4.5 Barren field 3 – 4.5 Barren field 4.6 Chadaksay Stream bridge (new bridge will be constructed in the LHS. Distance between 2 bridges will be about 12m ) 4.72 Abandoned construction 4.7 – 5.1 Arable land 4.88-6.5 Barren field 5.1- 5.8 arable land 6.5 A military base 6.6 Underpass (new underpass will be built. The dimensions: width – 9m, underground depth – 7.5m and length about 60m) 6.7 ―Namangan Non‖ (trans. ‗Namangan bread‘) catering, and parking place. Catering places are on the RHS and parking is mainly on the LHS 7 Culvert 7 – 8.85 Barren field (some top-soil/land 7 -7.4 Construction work disturbance is visible) 7.4 – 7.85 Orchard 7.85 – Arable land and orchard 8.85 8.85 – Orchard (about 50-60m bordering land 8.85 – Orchard and arable land 10.8 with the road left unplanted) 10.8 10.8 – Barren field 10.8 - Orchard and arable land 13.65 14.14 13.65 – Orchard 13.78 13.78 – Barren field 14.15 14.15 Culvert 14.75 Culvert (not very clearly visible though) 14.75 – Orchard and arable land 17.2 17.2 Road-crossing 17.2 – Barren field 17.2 – Barren field (in at least about 0.2km from 19.65 19.65 the road, then comes an arable land) 19.65 Water culvert 22.95 – Arable land (some of the plots seem 21.6 – Orchard and arable land 24.8 belong to households, looking at small 24.8 parcels) 24.8 Uygursay stream bridge (new bridge will be constructed in the LHS. Distance between 2 bridges will be about 50m ) 25.5 Road-crossing with 4P125 26 – 26.5 Residence buildings located at about 26 -28.4 Orchard and arable land 120 away from the road 26.5 – Arable land and orchard 28.4 28.4 Olmassay stream bridge (new bridge will be constructed in the LHS. Distance between 2 bridges will be about 48.3 m ) 29 Road-crossing 29 – 30.2 Arable and orchard land 30.2 Jabbarsay stream bridge (new bridge will be constructed in the LHS. Distance between 2 bridges will be about 48.3m ) 30.2 - 34 Barren terrain 30.2 – 34 Orchard and arable land 34 Overpass (new overpass will be built.) 34.5 Gavasay stream bridge (existing bridges will be reconstructed ) 34.7 – Building which is going to be destroyed 34.7 – New road will shift towards north so no 35.1 because of acute angle of the road 35.1 disturbance of RHS land. 35.1 – Household plots with residential 35.1 – 36 Arable and orchard land ( some plots are 35.33 constructions (approximately 50m from divided into small plots resembling the road) household gardens) 35.8 Construction site (small house-type 36 Road exit from the RHS located about 70m from the road) 59

37.8 – Either barren field or a arid-arable field 36 – 37.8 Orchards 37.8 (not clearly visible) 37.8 Road-crossing 37.8 – Wheat or an arid-arable field 37.8 – Orchard and arable land 39.25 39.25 39.25 Culvert 39.25 – Arable and orchard land 39.25 – Orchard and arable land 41.45 42.15 41.45 Exit to 4P112k 42.15 Gas station 42.35 Gas station 42.4 – Some big buildings 42.9 42.9 Overpass (new overpass will be built.) 43 - 44.5 Community settlement (‗Chust suburb‘) 43 - 44.5 Arable and orchard land 44.5 Karasu bridge (existing bridge will be reconstructed) 45.2 Circle road...will be redesigned. Approaching to the Circle from the West – RHS is arable land and LHS is construction with a garden. 45.2 – 46 Heading towards South-East both sides are closely bordered with buildings. 46.2 – Houses and small buildings 46.2 – Arable land 46.8 46.8 46.8 – Construction buildings...in-between the 46.7 – Houses 48.2 road and buildings a green line (arable) 47.2 about 40m 47.2 – Arable land 48.2 48.7 Canal bridge (existing bridge will be reconstructed) 49.1 Culvert 49.1 – Arable and orchard land 49.3 – Electricity station (located about 60m away 49.9 49.6 from the road) 49.6 - 50 Arable and orchard land 50.4 Gas station 50.5 Culvert 51 Rezaksay bridge (existing LHS bridge will be enlarged and reconstructed whereas RHS bridge will be demolished) 51 – 58.2 Arable and orchard land 51 – 52 Houses 52 - 54.8 Arable land 54.8 Gas station 54.9 – Arable land 58.2 58.2 Road-exit 58.7 Culvert 60 – 63.3 Community settlement 63.3 – Arable and orchard field 65.3 65.3 – Community settlement (Turakurgan) 67.5 67.5 Canal bridge (existing bridge will be reconstructed) 67.54 Road exit 67.55 Road exit 67.6 Kasansay bridge (existing bridges will be reconstructed. One will be functioning while the other will be reconstructed and turned into 4lane bridge.) 67.6 - 71 Community settlement 73.5 Gas station. The rest of the section 71- 72.9 – Buildings. 75 75km is arable land 73.2 74.5 Traffic police building. The rest of the 71- 75 is arable land. 75 Road exit to Namangan Airport

Appendix 4. List and Parameters of Bridges and Road-passes

Table D1. List and parameters of existing and projected bridges and road-passes along the project site

Existing construction parameters Projected construction parameters Locatio Distance btw n at km Type of Lengt Dimensio Const Length Scheme constr. along constr. Scheme (m) Dimension (m) h (m) n (m) . Year (m) (m) (m) 4P112 2x(1.35+10.5+0. 1 5.9 Underpass - - - - 12.5 1x12 4) 2x(1.35+10.5+0. 2 6.5 Underpass - - - - 18.5 1x18 4) Chadaksay 36.7 2x18 11.6+2x1 1980 36.7 2x18 11.6+2x1 3 4.6 bridge (right) 11.9 Chadaksay bridge (left) - - - - 54.65 9+2x18+9 0.75+14.05+0.8 Uygursay 10.7x+2x1. 18.6 1x18 1983 54.6 3x18 0.75+11.1+0.8 bridge (right) 5 4 24.8 50.575 Uygursay - - - - 54.6 3x18 0.75+11.1+0.8 bridge (left) Olmassay 54.7 3x18 11.7+2x1 1983 54.7 3x18 11.7+2x1 28.4 bridge (right) 5 48.33 Olmassay - - - - 54.7 3x18 0.75+11.1+0.8 bridge (left) Jabbarsay Not 42.7 12+18+12 11.6+2x1 1983 42.7 12+18+12 11.6+2x1 30.2 bridge (right) availabl 6 Jabbarsay e - - - - 42.6 12+18+12 0.75+11.1+0.8 bridge (left) 12+2x18+1 7 34 Overpass - - - - 60.65 19.6+2x0.75 2 Gavasay 2x(7.2+16.46+7. 62.4 7.3 1960 63.7 9+3x15+9 1+11.75+0.8 bridge (right) 2) 8 34.05 Gavasay 63.8 9+3x15+9 11.7+1 1983 63.7 9+3x15+9 0.8+14.75+1 bridge (left) 73.539 9 42.9 Overpass - - - - 4x18 21.6+2x0.75

Karasuv 10 44.4 51 3x16.76 9.7+2x0.7 1970 55.38 3x18 27.1+2x0.75 bridge Bridge over 11 48.7 14.6 1x14.06 11.7+2x1.3 1970 15.5 1x15 27.1+2x0.75 a canal Rezaksay (2.6+10.1+3)+ 51 7 1959 To be demolished bridge (right) 2x(3+9.9+3) 12 51 Rezaksay 54.6 54.8 9+2x18+9 11.6+1 1982 9+2x18+9 21.6+2x0.75 bridge (left) 5 1974 Namangan 13 67.5 22.7 1x18 17.9 (recon 18.5 1x18 0.8+30.57+1.5 canal bridge 1985) Kasansay (3.2+14.46+3.2)x 89.1 7.2 1962 bridge (right) 4 79.7 14 67.6 4x18+6 2+27+1.5 Kasansay 4 78.7 6+4x18 6.8+1.4 1976 bridge (left) 1970 Mashkanal 15 72.8 9.6 1x9 22.4+2x1.5 (recon 9.5 1x9 27+2x1.3 bridge 2009) 1959 Bridge over 12.8 16 73 12.6 1x12 22.3+2x1.5 (recon 1x12 1.3+27+1.5 a canal 4 2009)

Appendix 5. Unofficial Translation of the Statement of the State Ecological Expertise

STATE COMMITTEE FOR NATURE PROTECTION OF THE REPUBLIC OF UZBEKISTAN 100017, 5, Mustakillik sq., Tashkent. Phone +998 (71) 239-43-42, 239-11-71, faks 239-14-94 http: //www.uznature.uz e-mail: [email protected]

September 20, 2012 No. 18/796z CONCLUSION Of the State Ecological Expertise The Object: Draft Environmental Impact Assessment on reconstruction work of 4P112 road, Pungan - Namangan section (0 - 75 km). The Proponent: The Road Fund of the Ministry of Finance of Uzbekistan The Developer: "Yul-Loyiha Byurosi" LLC

To: Mr. Shukurov J. Director of the Republican Road Fund Under the Ministry of Finance of the Republic of Uzbekistan

CC: Mr. Sadullaev A Chairman of ―Namanganoblkomprirody‖ Mr. Dikambaev M Director of "Yul-Loyiha Byurosi"

Preliminary evaluation of the environmental impact of reconstruction with the broadening of 4P 112 "Fargona Ring Road" in section Pungan – Namangan (0 - 75 km) was presented to the State Ecological Expertise. The project section runs along the foothills, piedmont area, crossing villages and district centres in areas 43 - 46 km in Chust and 65 - 75 km in Turakurgan. The road is a part of a highway linking the Namangan and Andijan provinces. Section 0-39 km is within Pop district, 39-55 km in Chust district and 55 -75 km in Turakurgan district. The need for major reconstruction of the road was based and described in minutes if meeting № 05/1-949, chaired by the Deputy Prime Minister Republic of Uzbekistan Mr. Khodjaev B, held on July 11, 2011, in Namangan. The road with its prevailing parameters has category II, after reconstruction it will be transferred to the category I due to increase in traffic in the range of 12 to 20 thousand passenger car unit per day, and the estimated speed ranging from 70 to 120 km per hour. For the organization of the smooth and safe movement to 4 lanes the project envisages construction of a new road on the additional two lanes in section 0 - 33 km and broadening of the roadbed of 7.5 m from each of the two sides of the road (2 lane in each direction) along section of 33 - 75km. Road bed will be 15 meters on each side. Additional land acquisition needed for reconstruction and highway construction is 130 ha. The project will construct three road-passes at the most traffic intensive parts of the route at 6th km, 25th km and 44th km of 4P112. Some houses in community settlements are located as close as 20 m from the road which will be demolished. Overall, when crossing Turakurgan district 144 homes and 46 non-residential buildings will be destroyed. The new road will have a pedestrian pavement of 2 m wide on both sides, in a total length of 26 km. 7 and 3 pedestrian underpasses will be constructed in Turakurgan and Chust districts respectively. The project will cut and uproot in total about 2945 ornamental trees along the road. Therefore the project will be planting special kinds of ornamental trees in the amount of 6000 pieces along the road. It also plans to establish illumination of the road and pavement by setting LED lamps. To prevent 62 contamination of surface and groundwater water provision of 2 step sedimentation cleaning and oil trap system of runoff water from the road bed is planned. Ground works are going to require about 3.1 million cubic meters of soil. Construction materials for ground works will be imported from existing quarries. The project plans to reuse of removed layer by grinding and adding sandy gravel to be used for alignment of the road bed. Reconstruction and construction work will require 750 thousand tons of asphalt and 960 thousand cubic meters of rock and gravel mixture and 956 thousand cubic meters of sand and gravel mixture. In the subsequent stages of the project plan, the project implementing and executing agencies should provide and submit licenses for quarries. Most of air pollution will occur in the period of reconstruction, and the operation of the road. Most important air pollutants will be dust and car exhaust during handling and construction work. Preliminary calculations of emissions conducted ex-ante project construction in the project site showed that due to the uneven flow of traffic as a result of damaged existing road bed emissions and pollutants exceed maximum permissible concentration levels of nitrogen dioxide, benzapirenu and aldehydes. Preliminary estimates of maximum permissible concentration of emissions generated by construction equipment during road works showed exceeding the maximum allowable norms within a residential area. To reduce the concentration of pollutants and minimize externality to local dweller the project work should be carried out during the daytime and road side equipped with filters and catalysts. After the project completion flow of traffic is going to be constant, this will in turn reduce emission of gases and other ingredients to acceptable standards. Calculated concentration of pollutants substances during the operation of the road will not exceed the maximum permissible rules outside the 20 meters from the edge of the roadway. The route crosses with 118 intermittent streams and 18 streams, of which large ones are Chadaksay, Gavasay, Kamchiksay, Rezaksay and Kasansay. Culvert pipes are installed to provide flow of water of intermittent streams, the amount of which is designed for maximum flow. The greatest environmental impact during the construction and reconstruction work of the route is projected to occur during the work in floodplains. Reconstruction of bridges linked to the performance of large the number of vehicles and leads to irreversible negative consequences for the fish fauna, hydrological, hydrochemical and hydrobiological of watercourses. Presented materials and documents for review of the project does not contain information about methods of work during the reconstruction of bridges. Thus, assessment of the impact on the environment and measures to prevent negative consequences of reconstruction of bridges over the river should be presented separately. Environmental assessment of the project showed that submitted materials contain sufficient information to make a decision on the admissibility of the implementation of project proposal. Reconstruction of the highway should be designed in protective manner and should reduce the risk of traffic accidents provoked by poor quality and intensive traffic of the highway. However, during the work will have a negative impact on top-soil, subsoil, surface water streams and air, so before operation period of the road the Environmental Statement of Environmental Consequences should be fulfilled: to present environmental standards and norms, program of revegetation, information about the license for mining of mineral resources used during the process of project implementation. State Environmental Expertise of the State Committee of the Republic of Uzbekistan approves the draft Environmental Impact Assessment associated with the improvement of 4P112 "Fergana Ring Road" section Pungan - Namangan (0 - 75 km). Statement of environmental consequences should be submitted to the State Environmental Expertise in accordance with national legislation. Draft Environmental Impact Assessment of reconstruction of bridges over rivers should be submitted separately prior to the approval of the project documentation. Development of draft EIA should consider features modern hydrological, hydro-chemical and hydro-biological status of the sections of rivers, hydro-geological characteristics, and to provide data on topography and fish-life. Namangan regional Committee for Nature Protection should take control of compliance with environmental legislation of the project of reconstruction of 4P112 "Fergana Ring Road" section Pungan - Namangan (0 - 75 km), paying particular attention to the timely (until the end of construction works) land reclamation, recycling of construction waste and to prevent unauthorized extraction of mineral resources during the implementation of the project.

Chairman {Signed} Umarov H.

(Focal person: Koroleva N.)