World Bank Document

E2245 V1 Public Disclosure Authorized Public Disclosure Authorized

PROJECT “UPGRADING OF VAZIANI – GOMBORI – TELAVI ROAD”

ENVIRONMENTAL IMPACT ASSESSMENT

Public Disclosure Authorized

Vol. I.

September 2009

Roads Department of the MRDI

Tbilisi 2009 Public Disclosure Authorized

1 BP Bank Procedures CAS Center of Archaeological Search of the Ministry of Culture and Sports EBRD European Bank for Reconstruction and Development EIA Environmental Impact Assessment EMP Environmental Management Plan EMS Environmental Management System GIS Geographical Information Systems GP Good Practices GPS Global Positioning System HSE Health, Safety and Environment IFI International Financial Institution MAC Maximum Admissible Concentrations MCC Millennium Challenge Corporation MDF Municipal Development Fund of Georgia MoA Ministry of Agriculture MoE Ministry of Environmental Protection and Natural Resources MLHSP Ministry of Labor, Health and Social Protection MoI Ministry of Interior MoCMPS Ministry of Culture, Monument Protection and Sports MUFSRA Management Unit for Food Safety and Risk Analyze of the Ministry of the Agriculture OP Operational Policy PIU Project Implementation Unit PPE Personal protective equipment RDMRDI Road Department of the Ministry of Regional Development and Infrastructure RoW Right of Way WB World Bank

2 CONTENTS

Executive Summary 5 1. Introduction 20 1.1 Project rational 20 1.2 Main Alternatives to be Analysed 26 1.3 Scope of EIA and Structure of the Document 26 1.4 Some methodological approaches used for impact analysis 28

2. Analysis of Alternatives 31 2.1 “No Project” Alternative 32 2.2 Alternative Designs for Bridges 31 2.2.1 Alternative Engineering Solutions for the Bridge Over the r. Iori 31 2.2.2 Analysis of Alternative Design for the Bridge Km 20+562.78 35 2.3 Analysis of Alternative Routes 39 2.3.1 Pre-selection Process 39 2.3.2 Anticipated environment impacts and main criteria for route selection 46 2.3.3 Comparison of the Pre-Selected Alternative Route Options 46

3. Project Description 55 3.1 Technical Requirements and Standards 55 3.2 Engineering structures 60 3.3 Organization of Construction and Rehabilitation Works 62 3.4 Constructions, Products, Semi-Products and Materials 67 3.5 Machines and transport facilities 69 3.6 Quarries 70 3.7 Spoil and Construction Wastes 72 3.8 Asphalt Plants 72 3.9 Construction Camps 73

4. Environmental Permitting Process in Georgia and 74 Environmental Screening Procedures Applied by IFIs 4.1 Georgian Regulations Related to Environmental Permitting and Environmental 74 Standards and Norms Pertinent to the Project 4.2 EIA and Environmental Screening under WB Guidelines 77 4.3 Screening Determination for the Project 78

5. Sensitive Environmental Receptors 79

6. ANTICIPATED ENVIRONMENTAL IMPACTS 93 6.1 Summary of Activities and Anticipated Impacts 93 6.2 Impacts Related to Air Emissions 100 6.3 Impacts Related to Noise 101 6.4 Other Types of Construction Related Impacts 102

7. Mitigation Measures and Environmental Management Plan 108 7.1. Mitigation Measures 108 7.2. Monitoring and Enforcement 118

3 7.3. Costs of Implementation 119 7.5. Environmental Management Matrix 121 7.6. Environmental Monitoring Plan (Matrix) 135 8. Public Review and Consultation 139 8.1 Regulatory requirements for public review 139 8.2 Public Consultation Scheme 140 8.3 Public Consultation Meetings 141

Volume II. ANNEXES

Annex 1. Environmental and Resettlement Related Legislation of Georgia and Requirements of WB

Annex 2. Baseline Environmental Conditions

Annex 3. Social Baseline Information

Annex 4. Analysis of Alternative Routes

Annex 5. Air Quality: Baseline, Project Impacts and Mitigation

Annex 6. Noise Factor: Baseline, Project Impacts and Mitigation

Annex 7. List of References

Annex 8. List of Contributors to EIA

4 Executive Summary

Project rational

At present one of the government top priorities is to establish perfect transport connection between Georgian regions, to that end roads need to operate normally throughout the year without traffic delays.

The road Vaziani-Gombori-Telavi is a road of internal state importance, which connects The Telavi and Akhmeta regions, partially the Kvareli region and adjacent villages to Tbilsi by the shortest way. The length of the existing road is 65 km. This way is shorter of 57 km than the Tbilisi - Gurjaani – Bakurtsikhe – Telavi alignment, which is used at present as preferable option due to better road conditions. Vaziani-Gombori-Telavi road passes territories of the regions: Gardabani, Sagarejo and Telavi. It starts at 27th km of Tbilisi-Bakurtsikhe-Lagodekhi road, passes the villages Ujarma, Sasadilo, Gombori, Kobidze, Tetriskhlebi and ends in the vicinity of the entrance of Telavi city. The road used as well by the villages located along the road Sasadilo- Sioni.

According to the Feasibility study, the expected average annual traffic on Vaziani-Gombori- Telavi road is 1,217 vehicles/per diem after the completion of construction. Passenger cars constitute 75% of the total traffic flows. Expected traffic volume for 2009-2028 is calculated based on future growth rates and is 3,242 vehicles/per diem for the year of 2028.

Year Light vehicle minibus busses and Trailers Total trucks 2009 915 180 98 24 1217 2028 2431 480 261 64 3242

The above figures demonstrate importance of the road for connecting Tbilisi with Kaheti region.

Currently, this road is closed for vehicle traffic during winter months and frequently is out of order due to landslides and other natural disaster events. The mentioned alignment passes through adverse conditions by the point of view of geohazards. The brief summary of main problems: • active landslides, • small radii curves along some sections of the road, • almost totally deteriorated pavement, except sections km1-km7 and km53-km65, • the road section across the Gombori Pass not meeting requirements of uninterrupted and safe traffic.

There are 10 bridges on the road. All of them, although to different extent, require rehabilitation.

The major problem for the existing road is the landslide and rockfall prone area in Gombori, which imposes permanent risks to the road. This is associated with a need of long-term monitoring, often maintenance and stabilization works and still carries certain safety risks. Because of this major issue and also for the purpose of shortening distance to the city of Telavi, several alternative route options have been analyzed. The objective of this alternative analysis was to determine what is more feasible – rehabilitation of existing road or construction of new road following alternative alignment.

5 Project Description

The proposed project considers: - Rehabilitation of existing road (replacement of pavement, improvement of geometrical alignment, widening at certain sections, rehabilitation of road infrastructure etc.) - Construction of one reinforced concrete bridge and rehabilitation of the existing bridges.

The following main parameters were designed: y Design speed - 50 km/hour; y Width of road bed - 9.5-10.5 m; y Width of carriageway - 6.5 m; y Width of lane - 3.25 m; y Width of shoulder with - 1.5-2.0 m; strengthening strip y Width of strengthening strip - 0.5 m; y Pavement type - asphalt-concrete; y Minimal radius in plan - 80 m; y Maximum longitudinal slope - 7.9%.

Analysis of Alternative Routes

Description of Alternatives

Rehabilitation of the existing road was considered as a basic option. However, during project preparation, several other alternatives have been considered and analyzed in order to find the alignment which would avoid geohazardous areas and shorten the distance to Telavi as much as possible:

Alternative Variant I (Open Course) - Route starts from the 7th km of Gombori-Telavi road, (up to km 7 the existing road alignment is maintained), crosses the river Iori and due to the winding relief route goes to the north-east direction, via passing Samba Monastery and the village Jati crosses the south extension of the Tsivi ridge at the altitude of 1,635 m. Next to it, the route goes down the river Turdo basin, passes along its right slope and crosses the several right tributaries, among them the large basin of the river Psitianiskhevi and joins with the existing road at km 53. Next to it the route is fully coincides with the exiting road. Total length of the alternative route, including the beginning and last sections of the existing road is 52.3 km, which is shorter by 13.7 km than the exiting road.

Alternative Variant I (including tunnel) - This option has the same alignment but within km 18 and 27 the ∼4.8 km long tunnel is included, which considerably by 18.1 km shortens the difficult serpentine section of the route. The elevation of tunnel entrance and exit portals is 1,332m and 1,382 m respectively. The width of carriageway is adopted as 8.0 m, the width of sidewalks on each side is 0.75. The tunnel vertical clearance is 5 m. The tunnel option has an 6 advantage over the option of open course route. Tunnel option provides the uninterrupted traffic during the whole year and together with it this option avoids the landslide sections. However, it is worth to mention that the main complexity for construction of tunnel is the probability of triggering of landslides at the entrance and exit of the tunnel. In addition, this alignment has adverse side results in improvidence of interests of populated areas along the existing road, practically they will remain without road.

Alternative Variant II - The route starts on km 39+400 of Tbilisi-Bakurtsikhe-Lagodekhi road, in the vicinity of the village Patardzeuli, bypasses the village from the west and goes forward with high inclination. Using the open course way (Alternative Variant II – Open Course) is impossible there, hence the tunnel option was considered (Alternative Variant II with Tunnel), which joins with Variant I route on km 26+800, next to it the route follows the alignment of Variant I till the end of the road. Total construction length including the Variant I route section (km 26+800-33+000) is 22.3 km. Out of which the length of the tunnel is 6.6 km. On some sections the mentioned route goes along the complex geological and topographical conditions, where landslide events, erosive and torrential processes are expected. Total length of the alternative route, including the new (22.3m) and last sections is 34.6 km, which gives possibility to shorten the road by 19 km in comparison with the existing road, including the Vaziani- Patardzeuli section.

Alternative Variant III - the route starts from the 10 km of Sameba, crosses the river Lapianiskhevi and joins with the existing road in the vicinity of the village Gombori. The length of this route is 8.6 km. Total construction length of the alternative route, including the length of the route of Variant I is 18.6 km. In accordance with this option the total length of the route from Vaziani to Telavi is 57.6 km. The existing alignment is shortened by 8.4 km.

7 8 Fig. 3 Alternative Routes and Geohazard sites

9 Multifactoral Analysis of Alternatives

More expanded analysis of pre-selected alternative routes is provided in the annex 4. The summary of multifactoral comparison of the pre-selected alternatives is presented. The most important project–specific factors are: geohazards; impact on forest ecosystems; generation of large amount of spoil and rocks, subject for disposal and social issues.

A. Impact on forests

Rehabilitation of the Vaziani-Gombori-Telavi road within the existing alignment will affect only the roadside narrow strips of forest. For the purposes of improving the geometric specifications of the road, minor re-alignment will be necessary, which requires clearing of vegetation. However, these segments are short in length (mostly 100 - 200m) and their intrusion into forest depth is minor (50-100m).

Other alternatives suggesting considerable re-alignment of the road would affect virgin and not degraded forests, distinguished with the diversity of species, including the Red Book species and the landscapes of high value. The forest density in those areas 3 to 4 times exceeds the density of Ujarma-Gombori forests which would be affected by rehabilitation within the existing alignment. Furthermore, the damage from clearing of forest areas in case of significant re- alignment would not be limited to the cleared stipes of land only. The consequent processes, such as changes in drainage of surface waters, triggered erosion processes and landslides, worsened sanitation in the adjacent area, and increased risk of the forest pests would also be significant factors.

B. Hazardous geological processes

Though the existing road is characterized with complex geodynamic features, it is still accepted as the best option among the all options identified on the south part of Tsiv-Gombori mountain range, which is constructed of molasic rocks and is a high risk zone for the aforementioned nature calamities. This zone is also known for its extremely high energy potential (rapid slopes of the surface and badland fragmentation), where the ground works will be required (cut off the slopes; arrangement of holes/trenches). This will cause facilitation of the current risks of landslide-gravitation processes and practically exclude the chances of preserving the slope stability. The above confirms that despite its geo-dynamic complexity, the best option is the Gombori-Tetritsklebi section of the existing road.

C. Generation of Waste

The amount of waste generated during construction was one of the important factors in the course analysis of alternatives. Construction of a tunnel would generate large amounts of waste (350,000 – 470,000m3). At both portals of the considered tunnel there are unique forest landscapes. Disposal of waste in the forest landscape would cause degradation of the forest, as of ecosystem and devaluation of the high value landscape. Alternatively, the waste would have been transported over the distances of about 10-15 kilometers and would imply massive expenses.

D. Social Impact

10 impacts attributed to the category of Resettlement Impacts are higher for the existing route (although physical relocation is limited). The resettlement related compensation costs for the existing road is about 2,333,670 GEL, while for the alternative variants I and II – 1,537,900 GEL and 1,062,085 GEL respectively. However, the overall socio-economic considerations bring us to conclusion that the rehabilitation of the existing road is socially favorable. It can be concluded, that for the villages situated along the highway or in adjacent area, preserving and rehabilitation of the existing route of the highway is of vital importance. This road is the only means for these villages to get integrated into the entire socio-economic environment of the country. Reconstruction and rehabilitation of the road will enhance both the economic status of the village population (roadside trade and services; products access to markets; inclusion in the tourism infrastructure, etc.) and access to socio-cultural services (health care and cultural centers). Implementation of other optional road projects may result in a long-term delay of the existing road rehabilitation project, functional idleness of the road and substantial reduction of the socio-economic development prospect for the aforementioned villages.

Conclusion

Based on the multifactoral analysis the decision has been made that despite complex geodynamic conditions occurring on Gombori section of the Vaziani-Gombori-Telavi road, still the only feasible option is rehabilitation of the road in its present alignment. The selected alternative requires removal of the least amount of trees and clearing of the least area under forest stands; it generates minimal volume of construction waste. This alternative also provides most social benefit in terms of improved connectivity of local communities. Geohazards are a challenge for the selected alternative, but engineering solutions are available for addressing it.

The present EIA report focuses mainly on the selected option of rehabilitation within the existing alignment. However, the report and particularly the annexes include important baseline data collected at the early phase of the project preparation, while all alternatives had still been under consideration. Related to this, the report and annexes also include some recommendations for additional studies as well as references to potential impacts on sensitive ecosystems, which are associated with the rejected alternatives and not with the actual proposed project.

Sensitive Environmental Receptors

Protected areas; Landscape (ecosystems; habitats), flora

No protected areas are crossed by the Vaziani-Gombori-Telavi road and affected by the project. The most sensitive types of ecosystems in the project area are Iori floodplain forests and mountainous forests.

Kilometer-posts (Km) Length of the crossed Sensitivity forest section (km) 11-13 1.2 Moderate 15-25 4.0 Moderate 23+250 200m High 30-36 4.0 Moderate 44.5-46 1.3 Moderate Kobadze- Tetritsklebi 0.2 High 48-59.5 11.5 High

11 Fauna There are 25 species of the Red List of Georgia found in the region, with 5 mammal species among them, which feed and dwell in the forests. Brown bear and lynx seasonally migrate within the project area, however rehabilitation of the Vaziani-Gombori-Telavi road within its existing alignment will not have significant impact on the migration routes or habitats of these mammals or on the 8 Red List insect species and 12 bat species found in the region. The nests of Egyptian Vulture and Griffon Vulture on the slopes of mountain Tsivi are particularly sensitive and a nest of a pair of golden eagles is still expected to survive here. Civil works near the Gombori pass (mountain Tsivi) will commence at a later stage of the project implementation, once the detailed engineering design is produced for the second section of the road. As part of the detailed design, site surveys will be carried out to obtain detailed information on the nesting locations, and any mitigation measures required to avoid disrupting them will be included in the updated EMP at that time.

A Mediterranean tortoise is the only reptile of the Red List found in the forest areas and open habitats along the river Iori. Trout, lake trout, and Aral loach dwell in the river Iori and its tributaries. The project will only rehabilitate the deck of an existing bridge over the r. Iori, with no expected impact. Precautions will be taken to ensure that project activities will not affect aquatic life in rivers and along river banks.

Surface waters The existing road crosses the river Iori at Paldo (Km 23+250), the river Gomborula (left tributary of the river Iori) at villages Sasadilo and Gombori and the river Turdo (right tributary of the river Alazani). The river Iori is periodically polluted naturally during the formation of transformable mudflow streams in lateral tributaries. The probability of pollution of the mentioned rivers is minimal during the construction period and should be prevented by application of good construction practices (refueling, waste management etc.).

Ground waters The existing road crosses the molassa of the Tertiary terrigenous deposits Cretaceous carbonate rocks and Miopliocene molassa, and alluvial and prolluvial sediments within the zones of river- crossings. The Cretaceous carbonate and Miopliocene molassa conglomerates are characterized with high water-content of deep circulation. A certain proportion of them are discharged on the edges of the river gorges. Up to 10-meter-deep porous ground waters are mostly typical to alluvial-proluvial slope (deluvial) sediments. Pollution of ground waters during the building and rehabilitation works is virtually excluded.

Sites of geo-hazards The present Tbilisi-Gombori-Telavi motorway, which runs across the Gombori Pass, following its morphology (the lowest hypsometric elevation of Tsiv-Gombori Ridge and low surface gradient) and despite the generally high geodynamic stress of the Ridge, is the most optimal variant.

The major geological hazards are the existing landslides in the vicinity of village Gombori and Gombori Pass. However, it should be mentioned that no ultimate stabilization of tectonic- seismic-gravitational landslides developed within the given zone, like in any other zone of Tsiv- Gombori zone, is possible. As for climatic landslides, taking the proper improvement measures is not a great problem. Rehabilitation of the roads under the given geology will not cause major negative ecological changes.

The project area is entirely within the 8 degree seismic zone.

12 Sites of archeological interest The most important archeological-architectural monument along the given section of the road up to Telavi is a fortress Ujarma. The monument is located on the side of Tbilisi-Gombori-Telavi road, on the right bank of the river Iori, 45 km from Tbilisi. Yet, the monument is located at a sufficient distance not to be affected by the project.

A small one-nave soundly-built and well-preserved Avalishvilebis church of the XVIII century stands 0,5 km from the road running from Ujarma to Gombori – close to the Km 20 +500 of the road. This is the remnant most closely located to the project area.

Social Aspects Below is the list of villages crossed or adjacent to the existing road.

Region/Village Crosses/runs in the vicinity

Gardabani Region Crosses Muganlo Crosses

Telavi Region The city of Telavi Crosses Tetri Tsklebi Crosses Kobadze Crosses Pantiani Runs in the vicinity Salebeli Runs in the vicinity Serodani Runs in the vicinity

Sagarejo Region The city of Sagarejo Ujarma Crosses Paldo Crosses Askilauri Crosses Gombori Crosses Verona Crosses Sasadilo Crosses

Based on the analysis of the mentioned statistical data and inquiry of the village population the following conclusions can be made: • At a local level the village population has access only to ambulance health care service. • At a local level a school education is not available for every village. The villagers use to take their children to faraway schools in the faraway villages, or have to move their children to district or regional centers and leave them with their relatives to ensure their education. Higher education or vocational schools are available only in regional centers. • The unemployment level reaches 80-90% of the population. Agricultural activities and land cultivation use to be main source of income. Nearly for half of the population agricultural products are the major products of family consumption. The rest part of the population however tries to take the products to near markets for sale. The markets for such products are located in regional centers or big cities. Transportation constraints hinder the access to markets due to the damaged state of the roads. • For the very small, but still for a certain segment of the population, the roadside market (kiosks, cafés) for agricultural products is an income source. There is few number of such food units due to insufficient traffic and not intensive functioning of road.

13 • Here are some touristic and resort centers in the district (i.e. Sioni, Telavi, etc. see Appendix 4), which are not using best of their potential. However, the tourism infrastructure development will lead to increased number of tourists, which will create additional opportunities for the population living nearby the arterial highways linking to the aforementioned centers.

Anticipated Environmental Impacts

Environmental Impacts - Construction Phase

# Potential Impacts During Rehabilitation Severity Sites Works

1 Destruction of natural landscape (relief, soil Minor Whole alignment; cover, vegetation, eco-systems, habitats and Landscapes of Moderate Sensitivity and length wildlife) in the right-of-way occupied by the of the forest strips to be cleared: highway. Km 11-13 (1,2km) Km 15-25 (4km) Km 30-36 (4km) Km 44.5 – 46 (0.2km)

Bird nesting sites on the mountain Tsivi

Km 20+500 construction of a bridge will affect 0.1 ha of the floodplain forest

2 Destruction of natural landscape (relief, soil Medium Borrow pit sites (e.g. Iori floodplain). The cover, vegetation, eco-systems, habitats and impact of the project is minimal, as the wildlife) on the access roads, in the borrow pit quarries are already operated by licensed sites, waste dumps, construction camps and companies without regard to the project. equipment yards. Waste dumps, construction camps and equipment yards to be defined at the preconstruction stage by the constructing contractor. 3 Landslides, slumps, slips and other mass High Major geohazards: movements in road cuts triggered by the Existing landslides near v. Gombori and construction activities. Gombori pass (see the geological map) could be activated by the construction activities. Besides, the natural landsliding process (without regard to construction activities) should be considered as a risk factor for the road. Minor geohazardous processes within the 1 – 27 Km zone: landslided slope PK 197+06 –PK 197+30.

Pidnis Khevi PK 141+65 Lateral erosion of river bank. 4 Erosion stimulated from fresh road cuts and Medium Most part of alignment after Km 11, which fills and temporary sedimentation of natural passes hilly and mountainous landscape drainage ways. Erosion of lands below the road bed receiving concentrated outflow from covered or open drains. 5 Increased suspended sediment in streams Minor Most part of alignment after Km 11, which affected by erosion at construction sites and passes hilly and mountainous landscape fresh road cuts, fills and waste dumps. Declined water quality and increased sedimentation

14 6 Impact of construction activities on aquatic Minor to Rivers: ecosystems of the rivers and streams crossed by Medium r. Iori (Km 11-25), the highway r. Gombori (Km 25 – 35), r. Turdo (Km 50 – 57) smaller rivers and streams 7 Soil and water contamination during Minor Contamination risks for the surface water construction by oil, grease, fuel and paint in the (rivers): RoW, access roads, construction camps and r. Iori (Km 11-25), equipment yards and asphalt mixing sites. r. Gombori (Km 25 – 35), r. Turdo (Km 50 – 57) smaller rivers and streams Soil contamination: Along the whole alignment; Camps, equipment yards and asphalt mixing sites to be defined by constructing contractor

8 Poor sanitation and solid waste disposal in Medium Camps will not provide accommodation for construction camps and work sites (sewerage, the workers. They will live in nearest villages. sanitation, waste management) Sites -to be defined at preconstruction stage by the constructing contractor 9 Construction wastes alongside the RoW and Medium Whole alignment; roadside litter. Spoil – mainly generated at cut sites;

Demolition of old pavement – along the whole alignment;

Concrete and metal constructions Demolition of old culverts and bridge constructions during the rehabilitation process. All worksites Roadside litter and garbage 10 Air pollution from vehicle operations during Minor to Near the settlements: construction in populated areas traversed by the Medium Udjarma, Paldo, Sasadilo, Gombori, Kobadze, highway, notably metropolitan areas or densely Tetri Tsklebi, Telavi settled rural areas. Local dust. 11 Air pollution from asphalt plants. Medium Supplier site 12 Noise pollution from vehicle operation during Minor Near the settlements: construction in populated areas traversed by the Udjarma, Paldo, Sasadilo, Gombori, Kobadze, highway, notably metropolitan areas or densely Tetri Tsklebi, Telavi settled rural areas. Local noise. 13 Poaching by construction workers Minor r. Iori, Gombori, Turdo Gombori forests 14 Creation of temporary breeding habitats for Minor Whole alignment mosquito vectors of disease e.g. sunny, stagnant pools of water. Creation of stagnant water bodies in borrow pits, quarries, etc. suited to mosquito breeding and other disease vectors. Recontamination by infectious biological materials (e.g. Anthrax) during earth works near the pest holes (i.e. not registered Anthrax sites) 15 Health hazards by noise, air emissions and dust Minor to Near the settlements: raised and blown by vehicles during Medium Udjarma, Paldo, Sasadilo, Gombori, Kobadze, construction activities. Tetri Tsklebi, Telavi 16 Archaeological chance finds High The whole alignment: Mostly near the known sites near v. Udjarma 17 Hazardous driving conditions where Minor Whole alignment construction interferes with pre- xisting roads. Near the settlements 18 Impact on existing infrastructure Medium Near the settlements mainly near v. Udjarma The highway is crossing or bypassing in close tor High and Gombori vicinity to several important infrastructure systems: 4 kilowatt - 2.525 km 1. power lines 6 kilowatt – 2.240 km

15 2. Irrigation channels, culverts Irrigation channel Km 5+230–Km 5+500. relocation of irrigation canals and culverts (different diameters) on some sections from Km11+070 to Km 26+500, total length 4259 m. 19 Accident risks associated with vehicular traffic Minor Whole alignment; and transport, that may result in spills of toxic Most sensitive sites are near the settlements: materials, detonation of explosive load, injuries Telavi, v. Udjarma and Gombori or loss of life

Environmental Impacts - Operation Phase

22 Landslides, slumps, slips and other mass movements in Medium egzisting landslides near v. road cuts and adjacent territories stimulated or triggered Gombori and Gombori pass by the project (woodcutting and clearance of slope vegetation, change of drainage patterns, change of relief and soil compactness etc.).

24 Landscape disfiguration by embankments and deep cuts, Medium Most part of alignment, which fills and quarries. Marred landscape (scars from rod cuts, passess hilly and mountainous induced landslides and slumps etc.). landscape

25 Increased suspended sediment in streams affected by Minor Most part of alignment, which erosion at construction sites and fresh road cuts, fills and passess hilly and mountainous waste dumps. declined water quality and increased landscape sedimentation

26 Soil and water contamination by oil, grease, fuel and Minor Most part of alignment paint alongside the highway 27 Air pollution from asphalt plants during maintenance Minor Most part of alignment works. 28 Air pollution from vehicle operation, in populated areas Minor Near the settlements: traversed by the highway, notably metropolitan areas or Udjarma, Paldo, Sasadilo, densely settled rural areas. Local dust. Gombori, Kobadze, Tetri Tsklebi, Telavi 29 Noise pollution from vehicle operation, in populated Minor Near the settlements: areas traversed by the highway, notably metropolitan Udjarma, Paldo, Sasadilo, areas or densely settled rural areas. Gombori, Kobadze, Tetri Tsklebi, Telavi

16 30 Roadside litter. Medium Most part of alignment

31 Creation of a new pathway for disease vectors affecting Medium Most part of alignment humans and animals. 32 Creation of a transmission corridor for diseases, pests, Medium Most part of alignment weeds and other undesirable organisms

Mitigation Measures

The mitigation measures and structure of the Environmental Management Plan is described in chapter 7 of the EIA. The resettlement related issues are discussed in the separate Resettlement Action Plan (RAP). Here below, we provide brief description of most important mitigation measures.

Prevention and Mitigation of Landslides and Other Geohazardous processes

The design is prepared considering 8 degree seismic zone and is relevant to existing seismic risks.

Existing landslides near v. Gombori and Gombori pass (see the geological map): The detailed design should include surface water collection and drainage systems, antierosion measures (berms, revegetation etc.) and retaining walls and gabions where required. Permanent monitoring is required to avoid unexpected development of catastrophic events.

Final Reinstatement and Long-term Anti-erosion Measures

All the work sites (except those permanently occupied by the road and supporting facilities) should be reinstated to their initial conditions (relief, topsoil, vegetation cover). So far as very limited woodcutting and bush clearance is required for the highway upgrading, preservation of top-soil is sufficient for reinstating the natural grass vegetation cover as well. Replanting of bushes and trees is considered below in a section “Landscaping and planting of greenery”.

Landscape Reinstatement and Offset Tree Planting Program

According to the Decision of the Georgian Government No 132of 11.08.2005, before the start up of the land clearance activities on the forested territories, it is required to precisely demarcate the required corridor, to prepare cadastral evaluation of the forest within the construction corridor and to mark all the trees to be felled. All of these activities are conducted by the constructing contractor via the specialized Subcontractor in consultation with MoE and with participation of the representative of the regional service of the Forest Department. The cost of preparing cadastral description of the RoW and compensatory planting program for 30ha forest equals 8,000 GEL/per ha. The tree felling could be commenced only after getting formal permit of the MoE.

The compensatory planting program finally should be approved by the MoE, in particular through approving present EIA and issuing environmental permit. The compensation measures

17 described in EIA should be specified and approved by the MoE Forestry Department, who provides final decision on compensation program, in particular, through approving the present EIA or provision of the conditions for the environmental permit. We provide the recommendations within the EIA, which are consistent with the international good practices. Taking into account the condition and ecological value of forests along the existing rout of the road, our recommendation is to implement Offset Tree Planting Program, which envisages planting of 3 young trees within the right-of-way against each tree felled during construction. Tree planting should be conducted considering the species composition of the forest. The total area to be cleaned is about 30ha. Although it should be mentioned that only 10% of this area constitutes forest stands with grown-up trees and trees of valuable species (Georgian oak and beech). The other sites are represented with low density forest with mostly small diameter trees. Planting ratio 1:3 proposed for this project exceeds the ratio used by RDMRDI in other projects (1:1.5). The reason is that in those cases only artificial greenery plantations were compensated, while in present case the natural forest habitats are affected, although not those of very high biological or economic value or representing critical habitat for any endangered or threatened species. However, the final decision will be taken by the Forestry Department after completion of the detailed cadastral description of the affected forests.

Protection of Habitat

The only anticipated potential impact on endangered or vulnerable species relates to nesting sites of vultures and eagles near the Gombori pass (mount Tsivi). Civil works in this area will commence at a later stage of the project implementation, once the detailed engineering design is produced for the second section of the road. As part of the detailed design, site surveys will be carried out to obtain detailed information on the nesting locations, and any mitigation measures required to avoid disrupting them will be included in the updated EMP at that time. Cost of such surveys will be estimated by RDMRDI and paid from the contingency allocation in the road designer’s contract. Cost of protection measures, if required, will be determined based on the results.

Protection of the cultural heritage

Despite the fact that the construction sites are not located near any known subterranean monuments or areas of an archeological interest, destruction of archeological layers during the construction process is possible. To avoid this risk, preliminary preventive studies and archeological supervision during the earth-works is necessary. Supervisory procedures and all other necessary measures should be agreed with the Ministry of Culture when obtaining the construction permit, in accordance with the rules of the permit issuance. According to the article 14 of the Law on Cultural Heritage, Permit on conducting quarrying activities in Georgia, as well as construction of an object of a special importance as it may be defined under the legislation of Georgia, is issued by a competent authority based on the positive decision of the Ministry of Culture, Monument Protection and Sport of Georgia. The basis for the conclusion is the archeological research of the proper territory to be carried out by the entity wishing to accomplish the ground works. The entity wishing to do the earth-works is obliged to submit to the Ministry the documentation about the archeological research of the territory in question. The preliminary research should include field-research and laboratory works. In case of identifying an archeological object on the territory to study, the conclusion of the archeological research should contain the following information: (a) a thorough field study of the archeological layers and objects identified on the study territory by using modern methodologies, (b) recommendations about the problem of conservation of the identified objects and planning of the building activity on the design territory, on the basis of the archeological research. According to

18 the established practice, the archaeological studies are conducted under the detailed design contract at the stage of obtaining the Construction Permit.

At the construction stage archaeological monitoring should be ensured by the constructing contractor under the supervision of the Ministry of Culture, Monument Protection and Sport of Georgia. The budget necessary for the archeological supervision and other agreed works should be fixed under the construction works appraisal.

The preliminary scoping assessment has been conducted by the Institute of Archaeology and Ethnology of the Tbilisi State University. The scope of work and cost estimation for the required preliminary archaeological studies have been justified as 250 000 GEL.

The other mitigation measures, structure of the Environmental Management Plan and implementation arrangements are described in details in the chapter 7 of the EIA.

Public Consultations In order to comply with the Georgian legislation and the WB requirements and to ensure meaningful consultations, the following activities were undertaken:

Disclosure of documents The electronic versions of the draft EIA were placed on the RDMRDI web-site The hard copies of Project environmental documentation (draft EIA and Executive Summary) were placed in: - the RDMRDI office - MoE Department of Licenses and Permits - Municipality of Telavi and “gamgeoba” of v. Udjarma and Gombori

Public consultation meetings Three public consultation meetings were held after the disclosure of EIA documentation: - Meeting in Telavi - Meeting in the v. Udjarma - Meeting in the v. Gombori

Information about the planned meetings Information about the public consultation process was made available for public through: - publication in central media - distribution of information via the internet resources - placing information on the RDMRDI web-site

The disseminated announcements contained information on: - where the interested parties can find the electronic versions and hard copies of the disclosed documents - place and schedule of the planned public consultation meetings - the deadlines for providing comments - details of contact persons for submitting comments.

19 1. Introduction

1.1 Project Rational

According to the Feasibility study, prepared by the “Transproject” institute, the expected average annual traffic on Vaziani-Gombori-Telavi road is 1217 vehicles/per diem after the completion of construction. Passenger cars constitute 75% out of total traffic flows. Expected traffic volume for 2009-2028 is calculated based on future growth rates and is 3242 vehicles/per diem for the year 2028.

Year Light vehicle minibus busses and Trailers Total trucks 2009 915 180 98 24 1217 2028 2431 480 261 64 3242

The above figures demonstrate importance of the road for connecting Tbilisi with Kaheti region.

Currently, this road is closed for vehicle traffic during winter months and frequently is out of order due to landslides and other natural disaster events. The mentioned alignment passes through adverse conditions by the point of view of geohazards. The brief summary of main problems: • active landslides • small radii curves along some sections of the road • the road pavement is almost totally deteriorated, except sections km 1-km7 and km 53 – km 65. • the road passing along the Gombori Pass does not meet the requirements of uninterrupted and safe traffic.

The road plan for km 1 – km 11 is generally in satisfactory conditions. Minimal radius is 250 m. The gradient of longitudinal profile on km 1 – km 7 not exceeds 3.5%, and from km 8 to km 11 the gradient varies within the margins 4.8%.

20 Sasadilo

Gombori

Ujarma

Tbilisi Muganlo Khashmi

21 Veorona

Gombori pass

Nadikvari riv. Turdo Vardisubani Kobadze Tetritsklebi

Pantiani Sorodani

Fig. 5 The Existing Road Alignment

22 Within the margins of the section km 12-km 52, in most cases the radii of horizontal curves are small – 30-50 m, the radii on serpentines not exceed 10-12 m. The section of the road, km 34-km 51, passes through the complex engineering-geology conditions by the point of view of geodynamic hazards. There are some sections characterized with landslides, resulted in severe deterioration of the roadway. Within the margins of km 12 km 52, the route can be corrected. The existing small radii can be increased up to 80-100m and for the serpentines section up to 30 m.

The longitudinal gradient is mainly within the norms, only on some sections the gradient reaches up to 10%.

The considerable part of the section km 53- km 65 runs along the river Turdo gorge, next, by passing the village Vardisubani joins with Akhmeta-Telavi-Bakurtsikhe road. The minimum radius of horizontal curve is 100 m, longitudinal gradients are mainly within the norms. The only exception is the road section on km 57+800 – km 58+600, where the gradient is 10-10.5%.

The existing road crosses the rivers Iori, Gomboriskhevi, Turdoskhevi and numerous small and big gorges.

The roadbed for km 1 – km 11 is generally in satisfactory conditions. The width of roadbed is 12 m, the width of the carriageway is 8 m. On some sections the pavement is deteriorated. Within the margins of the section km 12 – km 52 the roadbed has the width of 8-12 m. The width of the carriageway is 6-8 m. Km 34 – km 51 road passes through the complex engineering-geology conditions by the point of view of geodynamic hazards. There are some landslide sections, interrupting the transport movement.

Generally, the asphalt concrete pavement is heavily deteriorated, on some sections there are only remains of asphalt, on some sections pavement is of gravel.

Within the margins of the section km 53 – km 65 the roadbed has the width of 10-12 m. The width of the carriageway is 8 m, being in relatively satisfactory conditions.

The Roadbed and Pavement The roadbed for km 1 – km 11 is generally in satisfactory conditions. The width of roadbed is 12 m, the width of the carriageway is 8 m. On some sections the pavement is deteriorated. Within the margins of the section km 12 – km 52 the roadbed has the width of 8-12 m. The width of the carriageway is 6-8 m. Km 34 – km 51 road passes through the complex engineering- geology conditions by the point of view of geodynamic hazards. There are some landslide sections, interrupting the transport movement.

Generally, the asphalt concrete pavement is heavily deteriorated, on some sections there are only remains of asphalt, on some sections pavement is of gravel.

Within the margins of the section km 53 – km 65 the roadbed has the width of 10-12 m. The width of the carriageway is 8 m, being in relatively satisfactory conditions.

Km 18+400 Km 33+300

Km 37+800 Km 41+700

Km 42+500 Km 46+100

24 Km 48+200 Km 51+400

Km 10+00 Km 14+164

Gombori Pass Km 41+700

Fig. 6. Existing Road Conditions

25 Bridges There are 10 bridges on the road. The three bridges which cross the rivers Gombori (Kimlati) km 26, Kobadzekhevi km 47 and Abanoskhevi km 48 are in good technical condition, however they need some repair works. These bridges with clearance 10+2x1.0m and loading capacity H-30 and HK-80 are built in 1975-1980. The parapets, sidewalks and pavement should be replaced. On the 15 km of the road, over the river Pidniskhevi, a bridge will be constructed to replace a damaged bridge (existing bridge is 1x5m, length – 12 m, clearance is 7+2x1.0m).

The three bridges which cross the rivers Turdoskhevi km 53, Mgvrie km 55 and Shushanaskhevi km 66 are built in 1964-1966. The beams of bridge superstructure were constructed in accordance with typical design #56 of 1964, later in 1968 that typical design was cancelled. These bridges are constructed with small loading capacity (H-13) and improper clearance 7+2x0.75m. They need rehabilitation.

The steel reinforced concrete bridge over the river Chanchkerebistskhali was constructed in 1951. The bridge is located in plan on 15 m radius curve. The loading capacity is H-8, and the clearance 7+2x1.0m. The bridge requires rehabilitation.

The road on km 24 crosses the river Iori. Road passes over the dam via a bridge constructed in 1965. According to bridge passport data, the bridge has small loading capacity and the clearance 6+2x0.6m. The bridge needs to be rehabilitated.

On the 32 km of the road, the bridge over the river Teqianiskhevi was constructed in 1977-1979. The scheme of a bridge is 1x12m, clearance is 9.7+2x1.0m, loading capacity is H-30 and HK-80. The bridge is in good technical condition, however needs some repair works. The parapets, sidewalks and pavement are damaged.

1.2 Main Alternatives Analyzed

Rehabilitation of the existing road was considered as a basic option. However, due to geohazard prone areas in Gombori, several other alternatives have been considered in order to find the alignment allowing avoiding geohazardous areas and shortening the distance to Telavi. The detailed analysis and comparison of alternatives is provided in Annex 4.

The bridge over the r. Iori is the major bridge on the road. Two options were considered: constructing a new bridge and rehabilitation of the existing one. Also among the options considered and analyzed was construction of a bridge on PK 205+62.78 (Km 20+ 562) with two different potential curve alignments.

“No project” alternative has been considered as a basic alternative to the project implementation, considering the benefits and losses associated with the project.

1.3 Scope of EIA and Structure of the Document

At present, the Feasibility Study and Basic Design have been prepared for the entire alignment of the road, while the Detailed Design is provided only for the first 27km out of 65 km alignment. However, the scope of the present EIA covers the entire alignment from Vaziani till Telavi. Any minor corrections or additions required based on the detailed design for the other sections will be added to the EIA in the form of an addendum and/or be addressed through the site specific EMPs which will be prepared when those detailed designs are completed. Therefore, the EMP included

26 in present document covers fully the details of the first 27km project and only part of details related to the rest section of the road.

According to the Georgian permitting legislation (see chapter 4), reconstruction of the road of national (intrastate) importance requires preparation of EIA. According to the WB screening procedures, rehabilitation of the existing road is attributed to B category and requires preparation of EA, including EMP. Therefore, the present EIA should be designed to satisfy both – Georgian and WB clearance procedures. This fact determines certain specific features of the proposed structure of the document. According to the WB procedures and project cycle, the major routing and technical alternatives have been thoroughly considered within the Feasibility Study. The EIA could be focused on the selected project option and detailed design, while the analysis of alternatives could be provided as a brief summary. However, the Georgian environmental permitting procedures do not include review and expertise of the Feasibility Study. The EIA document is the only document to be reviewed. The analysis of alternatives is one of the important chapters of EIA in general, according to Georgian regulations, and this is particularly important issue for the present project, in that the most severe impacts have been avoided through the route selection. Due to this fact the analysis of alternative routes is discussed in considerable detail and the chapter “Analysis of Alternatives” is presented as chapter 2, preceding the impact analysis for the project proposed for investment. Information and analysis provided in chapter 2 therefore relates to the alternatives which were considered rather than the selected option. Fir example, Paragraphs 2.1 and 2.2 present analysis of “no project” alternative and different options of design for the bridge over the r. Iori; however, the selected option does not include construction of a new bridge over the r. Iori. Similarly, Pragraphs 2.3.1-2.3.3 describe the sensitive environmental and social receptors, anticipated impacts and feasible mitigation measures associated with each alternative route, not sensitive areas or impacts associated with the selected option. More detailed description of the environmental and social baseline conditions is provided in the annexes 2 and 3. Summarizing analysis of alternatives, based on the data of p.2.3.1 – 2.3.3 is presented in p. 2.3.4.

The rest part of the EIA document is related to the preferred design option. Chapter 3 is dedicated to the description of the selected project, proposed for investment.

The chapter 4 of the presented document and the Appendix 1 gives the overview of the environmental legislation system applicable to the project. The chapter 4 reviews the procedures of obtaining relevant environmental permit, required for conducting the road construction works and the requirements of the international financial institutions on environment impact assessment. An Appendix 1 gives more detailed description of the environment legislation and international regulations applicable to the project and legislative issues regarding the land acquisition and resettlement.

Chapter 5 provides brief description of environmental baseline and on sensitive environmental receptors which could be impacted by the project. More expanded description of the environmental and social baseline conditions is provided in the annexes 2 and 3. The Chapter 6 is dedicated to the impact analysis. Chapter 7 provides mitigation measures and related environmental management plan. In the annexes more specific impacts, like noise and emissions are analyzed. The public consultation issues and measures are reviewed in chapter 8.

27 1.4. Some methodological approaches used for impact analysis

Forests impact assessment

Potential damage caused to forests by road construction is not limited to the area of cut trees. The follow up processes should be necessarily foreseen, such as: changes in the drainage of surface waters; facilitated erosion processes; facilitated landslide risks; worsened sanitation in the adjacent area and increased risk of the forest pests. All the aforementioned will facilitate forest degradation process and may cause creation of more damaged areas beyond the actual cut area. All these secondary impacts, as a rule, are particularly significant in cases where the cutting is carried out in large blocks and is relatively reduced where the cutting takes the form of roadside narrow strips. Another significant secondary impact of the construction of new roads in forest areas is increased illegal and uncontrolled cuts of the forest due to improved access. Damage caused by all above-listed follow-up impacts can 2 or 3 times exceed the damage caused by ordinary forest cuts. Again, the risk of such impacts is reduced by rehabilitating existing roads instead of constructing new ones.

We would highlight that the methodology of loss assessment offered in the project feasibility study (approved by the Order #538 of the Minister of Environment and Natural Resources, July 5, 2006, on the Assessment of Environmental Loss) is relatively helpful to assess the losses due to tree cuts in the green roadside area, in fruit-trees, in the windbreak zone, landscape gardening area and illegal tree cuts, though this method is not applicable in case of planned cuts as approved within the scope of the project and agreed with the Forestry Department of the Ministry of Environment and Natural Resources. In the latter case, the forest strip where the cutting is planned is subject to taxation and the compensatory measures to recover the equivalent forest (relevant area and relevant species) will be agreed with the Forestry Department. Our recommendation is to realize a tree-planting program to compensate the damage. The program envisages planting 3 young trees in lieu of every tree identified to be cut down under the cadastre registration. The total area of the forest and bushes to be cut down amounts to approximately 30 ha; however, it should be noted that only 10% of the 30 ha represents forest stands with full grown trees and trees of valuable species (Georgian oak and beech, km 48-49; km 50-60). As for the other sections, only degraded and sparse stands of small-diameter trees are to be cut down. The proportion recommended by us 1:3 (cut-down tree/planted tree) exceeds the proportion recommended by the Road Department for the projects realized in recent years, which is 1:1.5. This is because the previous projects envisaged cutting down of artificial green plantations and wind break belts, not natural forest. Despite our recommendations, the final decision about the compensation measures (their size and form) should be made by the Forest Department based on the materials of the cadastre registration.

Calculation of private land compensatory cost

Factual material related to land purchase and resettlement is presented in Appendix 5. In particular, this includes former and current cadastre data and information obtained based on verification of these materials. While approximate assessment of the compensatory land area we were guided by the following principles: • To carry out rough assessment of the loss, we overlapped the cadastre data given on the orthophoto and 20 m width buffer road alternative route. • In case where the land area cut by buffer from the private land constitutes less than 20% of the total plot area, we assume that project should purchase just the area cut by buffer. • In case where the land area cut by buffer from the private land plot constitutes more than 20% of the total plot area, we believe that project should purchase the entire land plot, as

28 loss of more than 20% of the plot will significantly reduce the efficiency of cultivation of this plot.

While determining the approximate market prices for land plots, houses and premises we used the information collected from the population in the villages and district centers crossed by alternative access roads branching out of the arterial highway. The sources for such information are the District Municipalities, regional representatives of the National Agency of Public Register, village Gamgeoba and Sakrebulos and village population. The chart summarizing the aforementioned information is given below.

29 Estimate of the land and forest compensation value

Prices of land plots and houses in different regions and villages

Price of private land House prices Prices of fruit-trees Agricult., 1 m2 Non-agricult.1 m2 1-storey house 2-storey house Young trees Mature trees Ujarma 6-10 Gel 8-10 $ 10000 Gel 15-20 000 $ Paldo 3-4 Gel 5-6 $ 7000 Gel 10-50 000 $ Sasadilo 1,5-2 Gel 2-25 Gel 10000 Gel 20 000 Gel Gombori 3 Gel 2 Gel 5-6000 $ 10-20 000 $ 100 Gel Askilauri 3 Gel 2 Gel 5-6000 $ 10-20 000 $ 100 Gel Verona 3 Gel 2 Gel 5-6000 $ 10-20 000 $ 100 Gel Nadikvari 3 Gel 8 Gel 20-25 000 Gel Tetritsklebi 3 Gel 8 Gel 20-25 000 Gel Kobadze 3 Gel 8 Gel 20-25 000 Gel Telavi Region 1-2 Gel 50-300 Gel 10-15 000 – in the village 20-25 000 – in the village 2-4 Gel 80-100 Gel 60-70 000 – in the city 120-150 000 – in the city Sartichala 1 Gel 3 Gel 15000 Gel 20 000 Gel Patardzeuli 15000 $ 25000 $ Khashmi 1-5 Gel 10000 Gel 30000 Gel 100-300 Gel 500 Gel Muganlo 1 Gel 3 Gel 15000 Gel 20000 Gel Vardisubani 10 Gel 10000 $ 20000 $ Kurdgelauri 15-30 Gel 15000 $ 50000 $

30 2. Analysis of Alternatives Considered

2.1 “No Project” Alternative

One of the priorities of Georgia government is to ensure perfect communication between the regions. To achieve this it is important that the roads function normally at any season of the year without any interruptions, especially in winter season. To meet the said requirements the rehabilitation of the Vaziani-Gombori-Telavi highway shortly linking Shida Kakheti region with Tbilisi is necessary. This road hinders transportation of motor-cars in winter and very often comes out of order due to landslides or other natural calamities.

Non-implementation of the project will result in failing to use the opportunities of socio- economic development both at regional and country level and at local level, i.e. substantially hindering adjacent villages development prospects. Accordingly, the alternative to non- implementation of the project is counted unreasonable.

2.2 Alternative Designs for Bridges

2.2.1 Alternative Engineering Solutions for the Bridge Over the r. Iori

Two engineering solutions for the bridge over the r.Iori have been proposed: - The alternative 1 considered rehabilitation of the existing bridge. The related activities comprise rehabilitation of the pavement, construction of bridge railing, banquette, rehabilitation of the adjacent sections of the road and similar small scale maintenance activities. - The alternative 2 considered construction of new 250m bridge near the existing bridge site (see the fig. below).

The argument for constructing the new bridge was possibility for increasing the traffic capacity. However, finally from the technical and economical standpoint it has been decided that the rehabilitation option is more feasible. From the environmental standpoint this option is also clearly preferable, so far as it is associated with less adverse impacts on the environment. Specifically, the footprint on the forested landscape is reduced, so far as no new sites are to be occupied and no vegetation (trees and bushes) should be cleared. By comparison, the alternative of constructing a new 250m bridge together with ancillary constructions located at each side of the bridge would have considerable footprint including clearing about 0,6 ha of forest.

The selected option also reduces the risks of impacting hydrological parameters of the river and aquatic fauna. Rehabilitation works are associated with less risks of the river contamination compared with the pollution risks associated with the large scale construction activities. No new engineering constructions are installed in the river bed (pillars etc.) and no change of the river hydrology is expected.

31 Fig.7. Alignments of the existing bridge and proposed new bridge 32 Fig. 8. Existing Dam and Bridge on the r. Iori bridge over the river Iori

33 Fig. 9. The alternative 2. New bridge

Fig. 10. Existing bridge over the river Iori and surroundings 34 2.2.2 Analysis of Alternative Design for the Bridge Km 20+562.78

The selected option includes construction of one bridge. Two options were considered for its location and design:

• The bridge is located on the curve R=60 m in accordance with the first variant.

• The bridge is located on the curve R=30 m in accordance with the second variant (find attached the drawing).

Comparison between the variants is based on accident rate (which is estimated in accordance 20 with total accident rate K= i=1 Ki) and carrying capacity.

The accident rate on the bridge is 3 higher than on the approach road (K7=3 see “Ensuring safety regulations on the roads”) due to the bridge dimensions (when the width of carriageway on the bridge is equal to the width of carriageway on the approach road). However, based on the fact the bridge is located on the curve in plan, the risk is 3x1.9=5.7 in accordance with the first variant and 3x2.45=7.35 in accordance with the second variant, that is, as opposed to the first 7.35 = 1.29 variant the risk under the second variant increases 5.7 , i.e. by 30%. The carrying capacity of bridges decreases by 0.85 as compared with the carrying capacity of road due to the bridge dimensions. However, when bridges are located on curves, due to the limited access of traffic, carrying capacity reduces 0.98 for the first variant (when allowable speed V=40 km/hour) and 0.88 (when allowable speed V=30 km/hour) for the second variant.

Thus, carrying capacity on bridges as compared to road will decrease 0.85x0.98=0.833 in accordance with the first variant and 0.85x0.88=0.748 in accordance with the second variant. Thus carrying capacity of the second variant compared with carrying capacity of the first variant decreases 0.833/0.748=0.897, i.e. 10.3%.

Notwithstanding the fact that the cost of bridge is by 109 thousand Lari (65 thousand $ USA) higher under the first variant as opposed to the second variant, we recommend the first variant for the construction due to high carrying capacity and low accident rate, as being technically acceptable decision for the structure of capital type.

From the environmental standpoint the difference of impacts is expressed mainly by the difference of footprints on the landscape. The difference is minor, with the first (proposed) variant requiring the cutting of about 0.15 ha of forest and bushes compared with 0.07 ha for the variant 2. This difference is not so tangible to overbalance the difference of risks, which is less for the variant 1. As noted above, the cutting of trees will be compensated with replanting of young trees. The other types of impacts related to construction activities (emissions, noise, impacts on water resources, fauna etc.) do not differ between the variants sufficiently to have any value for decision making.

35 o o o o o o o o o

Fig. 11. 2 variants of locating the bridge on Km 20+500 (Red bullets – variant 1; yellow – variant 2)

36 TECHNICAL – ECONOMICAL COMPARISON OF VARIANTS OF BRIDGES PK 205+62.78

Meas. Quantity Cost GEL N Names of works Notes units I var. II var. I var. II var. 1 2 3 4 5 6 7 8 I. Abutments 1 Construction of foundation of reinforced concrete piles m3 67.0 67.0 65660 65660 2 Construction of reinforced concrete abutment body m3 53.8 53.8 23672 23672 II. Piers 3 Construction of reinforced concrete piles and raft foundation m3 182.0 91.0 158980 79490 4 Construction of reinforced concrete pier body m3 157.0 79.0 78188 39094 III. Superstructure 5 Construction of reinforced concrete superstructure m3 380.0 247.0 334400 214000 6 Construction of bridge deck (asphalt-concrete, sidewalk, m3 515.0 335.0 77250 50213 railings) IV. Conjunction of bridge with embankment 7 Filling of transition slabs and abutment m3 20 13 24000 15600 8 Construction of wall m3 - 180 - 45000 V. Straightening of river bed 9 Cutting of river bed m2 700 500 3200 2300 10 Strengthening of river bed with riprap m3 990 400 24900 10100 VI. Approach road construction 11 Construction of road bed m2 - 2300 - 46000 12 Road pavement construction m/m2 - 200/1600 - 90000 Total cost 790250 681129

37 Fig.12 Alternative layouts of the bridge

38 2.3 Analysis of Alternative Routes

2.3.1 Pre-selection Process

Routes proposed at the pre-selection stage:

Alternative Variant I. – Route starts from the 7th km of Gombori-Telavi road, (up to km 7 the existing road alignment is maintained) crosses the river Iori and due to the winding relief route goes to the north-east direction, via passing the “Samba monastery” and the village Jati crosses the south extension of “Tsivi ridge” on the altitude 1635 m. Next to it, the route goes down the river Turdo basin, passes along its right slope and crosses the several right tributaries, among them the large basin of the river Psitianiskhevi and joins with the existing road at km 53. Next to it the route is fully coincides with the exiting road.

Total length of the alternative route, including the beginning and last sections of the existing road is 52.3 km, which is shorter by 13.7 km than the exiting road.

Alternative Variant I including tunnel. This option has the same alignment but within km 18 and 27 the ∼4.8 km long tunnel is included, which considerably by 18.1 km shortens the difficult serpentine section of the route. The elevation of tunnel entrance and exit portals is 1332m and 1382 m respectively. The width of carriageway is adopted as 8.0 m, the width of sidewalks on each side is 0.75. The tunnel vertical clearance is 5 m. The tunnel option has an advantage over the option of open course route. Tunnel option provides the uninterrupted traffic during the whole year and together with it this option avoids the landslide sections. However, it is worth to mention that the main complexity for construction of tunnel is the probability of triggering of landslides at the entrance and exit of the tunnel. In addition, this alignment has adverse side results in improvidence of interests of populated areas along the exiting road, practically they will remain without road.

Alternative Variant II. The route starts on km 39+400 of Tbilisi-Bakurtsikhe-Lagodekhi road, in the vicinity of the village Patardzeuli, bypasses the village from the west and goes forward with high inclination, next to it, impossible to use the open course way, therefore the tunnel option is considered, which joins with Alternative Variant I route on km 26+800, next to it the route follows the alignment of Alternative Variant I till the end of the road. Total construction length including the Alternative Variant I route section (km 26+800-33+000) is 22.3 km. Out of which the length of the tunnel is 6.6 km. On some sections the mentioned route goes along the complex geological and topographical conditions, where landslide events, erosive and torrential processes are expected.

Total length of the alternative route, including the new (22.3m) and last sections is 34.6 km, which gives possibility to shorten the road by 19 km in comparison with the existing road, including the Vaziani-Patardzeuli section.

Alternative Variant III. The route starts from the 10 km of Sameba, crosses the river Lapianiskhevi and joins with the existing road in the vicinity of the village Gombori. The length of this route is 8.6 km. Total construction length of the alternative route, including the length of the route of Alternative Variant I is 18.6 km.

39 Ecologically S.S. No 2 S.S. No 3

Ecologically S.S. No 1

Fig. 13. Map of Alternative Routes

40 41 Fig. 14. Alternative Routes and Geohazard Sites 42 The basin of the river Lapianiskhevi is structured with clays, conglomerates and sandstones. These deposits due to severe weathering are vulnerable to intense development of land and rock sliding and erosion-debris torrential processes.

In accordance with this option the total length of the route from Vaziani to Telavi is 57.6 km. The existing alignment is shortened by 8.4 km. In case of construction of the option 3, the villages located along the section and the adjacent territory from km 7 to km 34, will actually stay without road, will be removed the houses in the vicinity of the village Gombori. In addition the problems in concern the landslides will not be solved.

Major Criteria and Pre-Selection Considerations

The geohazard constraints (landslides, debris flow) represented the major factor determining the route selection at the pre-selection stage. Impact on forest ecosystems also was an important criterion, however the rejection of certain options from the further considerations was determined by the geohazard constraints (showstoppers).

The selected three alignment options pass through the section of south slope of Tsiv-Gombori ridge, which is structured with molasses1 and characterized by complex development of hazardous geo-dynamic processes. At the same time the relief of this zone is characterized with high energetic potential (surface high gradients and badland relief). During the excavation works (slope cut, fill and cut) there is a risk of wide scale development of landslides and gravitational processes, and it would be practically impossible to maintain the slope stability

Hypsometrically, Tbilisi-Gombori-Telavi road passes on the lowest point (Gombori pass). Orographically, the Tsiv-Gombori ridge is the highest meridianly oriented morphostructure of the rivers Iori and Alazani. The ridge begins in the vicinity of Shavkvetila Mountain and ends to the east of Signagi. The ridge is young structure formed in Quaternary period, still enduring the uplift, in average 6-8 mm annually. The Tsiv-Gombori ridge is structured with Cretaceous and Tertiary age flysch-terrigenous deposits and Mio-Pliocene molasses. The lower section of the ridge is structured with flysch deposits and its south-east slope with molasses. Geodynamically, the most hazardous situation is created within the area where molasses are spread. The south slope of Tsiv-Gombori ridge is structured with molasses. Therefore the wide scale development of natural disaster processes are not seldom phenomena; Land sliding, gravitational and erosive- torrential processes cover 80-90 % of the local rivers basins.

The geological structure of a ridge, high energetic potential of the relief, seismic activity and difficult meteorological conditions cause the intense development of land and rock sliding and erosion- debris torrential processes, resulted in creation of high risk hazard to 80-90% of the territory. Flysch and terrigenous deposit texture mainly develops the land sliding and gravitational processes, the slopes structured with molasses are vulnerable to intense development of gravitational and erosive –debris torrential processes. Especially the crest section of the south slope of a ridge is vulnerable to mudflow development. Due to landslides and gravitational activities the axial zone of the ridge is removed by 200 m to the north, to the meridian crossing of Gombori pass and the rivers Chailuri and Kisiskhevi.

Landslides and gravity processes are represented by two groups: landslides of seismically triggered nature which are developed in main rocks and landslides of climatic nature, developed in slope sediments. Seismic landslides are dominants in the area where flysch and terrigenous

1 molasses – thick, several km deep layers of conglomerates, sandstones, clay and marl. 43 deposits are spread. The typical examples of climate induced landslides are the following: Gombori, Lapiani, Chermiskhevi, Kisiskhevi, Bakana and Shavkaba landslides.

At present the existing road Tbilisi-Gombori-Telavi passes on the Gombori pass. Notwithstanding its morphological conditions (low hypsometry and surface inclination) and high geodynamic stress, the existing road alignment is considered as the most optimal one. Though, it should be mentioned that the total stabilization of seismic-gravitational landslides widely spread in this and in other zones of the ridge is impossible. Concerning the landslides of climatic nature, the preventive and recovery measures are easy to take.

The route of Alternative Variant I passes in complex topographical and geological conditions, especially km 18 and km 32 are outlined. These sections run along the slopes vulnerable to landslides activation. So, there is a great risk of triggering of landslides during construction works. Besides, the gorge system of the option 1 is characterized with torrents development and there is great chance the erosive processes will be developed. Practically, to construct the open course road is impossible. The construction length of the alternative route is 33 km.

From km 18 up to km 32 the alternative runs on the territory where the complex geological structure, high energetic potential of the relief, seismic activity and difficult meteorological conditions cause the intense development of land and rock sliding and erosion-debris torrential processes. The geological structure of the alternative 1 area km 18-km32 consists of molasses, which resulted in intense development of land and rock sliding and erosion-debris torrential processes. Lithologically, conglomerates are represented by weakly cemented, almost loosen conglomerates, loams, soft sand-stones and volcanic ash interbeds. The bed thickness of individual pack of conglomerates in the Lower and Upper part of the profile varies within the frames of 2.5-10-20 m. Conglomerates are well laminated and represented by various diameter fraction, without any regularity. Shingle content exceeds 10-15%.

In respect of geological structure of Molasses formation, the clayey facies is represented by clays itself and by loam. Molasses are characterized with good transmissibility of precipitations and belongs to the water-bearing complex. Ground water discharges in the erosive gorges, on the surfaces of loams and greatly promotes to development and activation of landslides and gravitational processes. At places where the surface of the relief is represented by conglomerates, during the each heavy rainfall the areas are strongly washed out. In total, the erosion is the main cause for triggering of landslides and torrents. The territory being structured with molasses is heavily damaged by landslides and permanently stays under by high risk of geo-hazard. Nearly all gorges existing in this zone are characterized with mud and debris torrents.

Following the mentioned above, construction of the open course road for the Alternative Variant I is impossible, It is anticipated that besides the existing landslides other landslides would be induced due to construction. Maintaining the stability of open cuts or undertaking the measures to prevent the mentioned processes when laying the road will be virtually impossible. In the lower zone, where the gorge of the river Iori is crossed, flooding, bed deformation and bank washout are the risk of high geo-hazards. Therefore, the option of open course road for the Alternative I (Alternative Variant I – Open Course) has been rejected at the pre-selection stage.

Within the section of Alternative Variant I the 4.8 km long tunnel is considered, which passes in extremely difficult geological conditions. It is worth to mention that the relief is structured with weakly cemented, almost loosen conglomerates, loams, soft sand-stones and volcanic ash interbeds. They are characterized with good transmissibility of precipitations and the deep geodynamic processes can be developed. In addition, the inlet and outlet areas of the tunnel are exposed to landslides-gravitational processes, consequently the construction process would be

44 complicated and would be required the complex engineering solutions. However, the Alternative Variant I (with tunnel) has been pre-selected for the further consideration.

The Alternative Variant II, which has to run along the south-eastern slope of Tsiv-Gombori, is characterized by a complex, highly dissectioned relief with a great gradient. The section km 0- km 9+500 generally passes through the molasses formation. Molasses are represented by weakly cemented, almost loosen conglomerates, loams, soft sand-stones and volcanic ash interbeds. The bed thickness of conglomerates is 2.5-10-20 m. The relief is structured with molassa deposits of low stability and is characterized by intense erosive-mudflow and landslide processes. All erosive gullies are the mudflow-transformable ones and are characterized by frequent landslide processes. During the road-laying works, significant ecological complications of the geology are expected. Due to high inclination, this option passes in deep cut, what will, by all means, induce the new landslides on the slopes structured with conglomerates and transform torrential processes in gorges.

The road Variant II from km 9+500 to km 16+100 passes in the relief which is structured by molasses formation, where the land and rock sliding and erosion-debris torrential processes are intensively developed. This is very zone where passes alternative I. Engineering-geological characteristics of 9+500-16+100 are given in the description of alternative I km 18-km 32.

Following the mentioned above, the open course construction of the Alternative Variant II is impossible and this option (Variant II – Open Course) is rejected at the pre-selection stage. Construction of tunnel is also very complex engineering task due to high geohazard risks and high costs. However, this option (Variant II with tunnel) has not been discarded.

The Alternative III of the road starts from the territory of Sameba Monastery and joins with the exiting road on the territory of the village Gombori. The road option passes on the relief which is structured by molasses formation, where the land and rock sliding and erosion-debris torrential processes are intensively developed. In this concern the Lapanosdkhevi gorge is worth to mention, the debris transformed by the torrent is hundred thousand cubic meters and belongs to the typical gorges transforming the debris torrents. According to the engineering-geology conditions this section belongs to difficult region for road construction.

Road section lm 5- km 8.4 passes the territory structured with deposits of Oligocene-Lower Miocene age (so called “Maikop Formation). The predominant deposits of Maikop formation upper section are sandy loam and clayey facies. The lower section of the formation is represented by dark grey clays, marls, gray and greenish-grey fine grained sandstones. Sometimes interbeds of white sand and loosen carbonate sandstones are met among the clayey facies. In case of deep cut for road purposes the new landslides can be initiated, resulted in creation of difficulties for construction.

Pre-selection Conclusions

Despite, the existing road in concern the landslides is characterized with complex geodynamic conditions, the existing road is preferred as the most optimal alignment among the other probable alignment options passing on Tsiv-Gombori pass (three options) .Following to mentioned above we recommend the existing road Gombori-Tetristklebi section, as the most optimal alignment, despite its complex geodynamic conditions.

Due to mentioned above, construction of open course road in for Alternative Variants I and II and realization of the Alternative III is practically impossible. These alternatives are discarded at the pre-selection stage. The Alternatives to be considered at the detailed analysis stage are:

45 • Existing Road • Alternative Variant I with tunnel • Alternative Variant II with tunnel

2.3.2 Anticipated environment impacts and main criteria for route selection

For the purpose of analysis of strategic alternatives of the road routes, it is reasonable to concentrate on the major factors which may constitute the ‘environmental cost’ of each alternative option. According to the baseline information, we can assume that those typical impacts related to road construction or exploitation (emission, dust, machinery noise, soil or water polluted with fuel, oil or lubricants used for construction machinery, etc.) will not provide decisive arguments for the route selection. Therefore, the mentioned factors will not be discussed and reviewed in this chapter in detail. However, these factors are given in brief resume format in the chart for comparison of alternative options in p. 2.3.3.

Based on the review of the environmental baseline conditions, it is clear that the sensitive receptor of the natural environment for the ‘existing road’ option, as well as for the alternatives, which may be most affected, is the natural landscape, especially the forest landscapes of moderate and high conservative value.

The other critical item influencing the “environmental cost” of the project is the amount of spoil and construction wastes generated during implementation of alternative routes. This is particularly important, so far as alternatives with tunnels may require disposal of substantial volumes of spoil.

The geohazard related risks are still considered as major criteria, as it was for the pre-selection stage.

The most important social aspects affecting route selection are involuntary resettlement and the issue of integration of settlements within the entire socio-economic system of the country, which is strongly dependent on the transport infrastructure development.

The mentioned critical issues will be assessed in more details. However, the integrated table for comparing the alternative options will include other factors as well.

2.3.3 Comparison of the Pre-Selected Alternative Route Options

More expended analysis of pre-selected alternative routes is provided in the annex 4. The summary of multifactoral comparison of the pre-selected alternatives is presented below in the Comparison Matrix of Alternative Options. The analysis of alternatives according to the criteria most important in this particular case is provided before the overall matrix. The most important project –specific factors are: geohazards; impact on forest ecosystems; generation of large amount of spoil and rocks, subject for disposal and social issues.

Impact on forests

Implementation of the existing Vaziani-Gombori-Telavi highway rehabilitation project requires cutting only roadside narrow strips of forest. For the purposes of improving the geometric specifications of the road, at some places, the route will turn from the old road and in such cases, construction of some segments of the road will require cutting some forest trees. However, these segments are short in length (mostly 100 - 200m) and the intrusion into forest depth is minor (50- 46 100 m).. The table below shows the total figures of the possibly damaged areas to be rehabilitated and anticipated expenditures.

Total area - sq.m 303800 sq.m Total area - ha Average cost for Total rehabilitation cost rehabilitation of 1 ha 30.38 ha GEL 17000 GEL 516460 GEL

By contrast, along the new routes that would be constructed under other alternatives considered, the forests are virgin and not degraded, distinguished for the diversity of species including the Red Book species (see in Appendix 3), and generally of high sensitiveness and value. The forest density in these areas are 3 or 4 times the density of Ujarma-Gombori rare forests.

Assessment of minimum loss under each alternative is based on the method described in the Paragraph 1.4.1. The mentioned evaluation is given only for the sake of comparison of the alternatives. The principle of a real compensation is described under clause 1.4 and p. 7.1.1. It should be noted that this method of comparison exaggerates the damage to the forest adjacent to the existing road, as only 10% of the mentioned 30 ha consists of stands of fully grown trees, with the remained exposed area being sparse roadside degraded plantations made up of small- diameter trees. Damage to forests caused by new road construction is not limited to the area of cut trees. The secondary processes should be necessarily foreseen (such as: changes in the drainage of surface waters; facilitated erosion processes; facilitated landslide risks; worsened sanitation in the adjacent area and increased risk of the forest pests). All the aforementioned will facilitate the forest degradation process and may cause creation of more damaged areas, with impacts beyond the actual cut area. All these secondary impacts, as a rule, are most significant in cases where the cutting is carried out in the new massive areas for new road construction. Another important impact associated with the construction of new roads in forest areas is increased illegal and uncontrolled cuts of the forest due to improved access. Accordingly, the actual anticipated losses may increase 2 or 3 times more than it is shown below:

Alternative Variant I with tunnel

Total area - sq.m 645500 Total area - ha Average cost for Total rehabilitation cost rehabilitation of 1 ha 64.55 ha GEL 20000 GEL 1291000 Expected losses Actual anticipated loss 193,65 ha 3873000GEL

Alternative Variant II with tunnel

Total area - sq.m 497900 sq.m Total area - ha Average cost for Total rehabilitation cost rehabilitation of 1 ha 49.79 ha GEL 20000 GEL 995800 Expected losses Actual anticipated loss 149,37 ha 2987400 GELGEL

47 Hazardous geological processes

Analysis of the existing fund and scientific materials and the recognition researches undertaken on site revealed the following: Though the existing road is characterized with complex geodynamic features, it is still accepted as the best option among the 4 options identified on the south part of Tsiv-Gombori mountain range, constructed of molasic rocks and is a high risk zone for the aforementioned nature calamities. This zone is also known for its extremely high energy potential (rapid slopes of the surface and badland fragmentation), where the ground works will be required (cut off the downhills; arrangement of holes/trenches). This will cause facilitation of the current risks of landslide-gravitation processes and practically exclude the chances of preserving the sustainable downhills.

Based on all the aforementioned terms, we conclude that despite its geo-dynamic complexity, the best option is the Gombori-Tetritsklebi section of the existing road.

Waste disposal

A new important environment factor, to be necessarily foreseen while implementation of the Alternatives 1 and 2, and which is not too actual while reconstruction of the existing road, is an issue of disposal of the waste generated during tunnel digging works. The tunnel construction works generate the huge amount of waste (350000 - 470000m3). Meanwhile on the both ends of the tunnel we are having a unique forest landscape. Disposal of waste in the forest landscape is forbidden and unacceptable as it will cause degradation of the forest, as of ecosystem and devaluation of the high value landscape. Accordingly, there rises a need of transporting the waste 10-15 kilometers far, which will incur quite huge expenses.

Social Impact

The existing road passes close to the v. Muganlo, crosses the villages Ujarma, Paldo, Sasadilo, Askilauri, Gombori, Kobadze, Tetri Tsklebi, passes near v. Pantiani, Nadikvari, Sorodani. Alternatives 1 and 2 avoid almost all of the listed villages (except Muganlo). Therefore the impacts attributed to the category of Resettlement Impacts are higher for the existing route (although physical relocation is limited). The resettlement related compensation costs for the existing road is about 2,333,670 GEL, while for the alternatives 1 and 2 – 1,537,900 GEL and 1,062,085 GEL respectively. However, the overall socio-economic considerations bring us to conclusion that the rehabilitation of the existing road is socially favorable. It can be concluded, that for the villages situated along the highway or in adjacent area, preserving and rehabilitation of the existing route of the highway is of vital importance. This road is the only mean for these villages to get integrated into the entire socio-economic environment of the country. Reconstruction and rehabilitation of the road will enhance both the economic status of the village population (roadside trade and services; products access to markets; inclusion in the tourism infrastructure, etc.) and access to socio-cultural services (health care and cultural centers). Implementation of other optional road projects may result in a long-term delay of the existing road rehabilitation project, functional idleness of the road and substantial reduction of the socio- economic development prospect for the aforementioned villages.

Conclusion

48 Based on the multifactoral analysis and, particularly the most important criteria considered above, the decision has been made that despite complex geodynamic conditions occurring on Gombori section of the Vaziani-Gombori-Telavi road, still the only feasible option is rehabilitation of the existing road.

49 Comparison Matrix of Alternative Options

Aspects/Factors Existing Road Alternative Variant I Alternative Variant II

Physical environment Total highway length Length of the existing road - 66 km Total length of the highway including the beginning and A total length of an entire construction including end sections of the existing road is 52.3 km, which Option 1 section (pk268+00-pk330+00) constitutes allows cutting the distance by 13.7 km in compare with 22.3 km. of which length of the tunnel is 6.6km, The the existing road. said highway passes through the complex geological/topological environment at some segments, where the landslides, erosions, debrisflow are expected. Total length of the highway including new construction segment (22.3 m) and the final segment constitutes 34.6 km. This enables us to cut the highway by 19.0 km in compare to the existing road, including Vaziani-Patardzeuli segment. Topographical The existing road mainly rests on The first option highway passes through the complex Certain segments are distinguished with the most Constraints mountainous and hilly places and at the 45 km geological/topological environment. 18th and the 32nd complex geological/topological environment. crosses the Gombori pass on 1620 m of kilometers of the highway are marked with landslide Starting from the 9th km up to 500 km. After this altitude. slopes, which can be activated during the construction level construction of the road in open way is process. There is also number of debrisflow gorges and impossible. erosion processes are expected to start. Practically, construction of the road in open way is impossible. Necessity of specific No specific requirements In the direction of Option 1 a tunnel option is reviewed, Starting from the 9th km up to 500 km. After this technical way outs based which starts at pk174+00-and ends at pk268+00. Length level construction of the road in open way is on topographic of the tunnel is 4.8km, width 8m, which cuts the road in impossible, therefore, 6,6km tunnel is to be specifications of the total by 18.1 km. Entrance and exit portals of the tunnel constructed here which joins the environment. are accordingly marked as 1332m and 1382m. alternative 1 on km26+800. After which it follows Advantage of the tunnel option in compare to the open the Option 1 direction until the end of the highway. works, is that the tunnel ensures uninterrupted traffic all Construction of tunnels substantially increases the year round and lets us avoid the landslide risks at certain costs of the project. segments. But the most problematic issue is the entrance and exit ends of the tunnel, which are under high risk of landslides. Construction of tunnels substantially increases the costs of the project. Crossing of the rivers The existing road crosses the river Iori at a The road cuts the river Iori and then number of small Crosses the river Patardzeuli flowing on the south- and gorges and place Paldo, also it crosses the river debrisflow gorges on the north-east slope of Tsiv- east slope of Tsiv-Gombori and the number of small respective risks. Gomborula near the village Sasadilo and Gombori and finally joins the road after crossing the debrisflow gorges. 50 Gombori (left branch of the river Iori) and the river Turdo. The river Iori with its wide easily river Turdo (right branch of the river Alazani). deformable basin, and washing the sides intensively, presents quite a complex segment. As for the small gorges and the river Turdo, the gorges present the high risk of intense debrisflow. Complexity and reliability Protective measures are limited to classic High complexity option. Requires technically complex Average complexity option. The protective of protective measures engineering (local embankment strengthening and costly protective buildings. Protective buildings are installations are not highly secure in the presence of works, proper calculation of the bridge foot not reliable in the presence of number of debrisflow number of debrisflow gorges. dislocation etc.) and rehabilitation measures, gorges and the river Iori complex segment. which are reliable and cost-efficient. Hazardous geological Currently existing Tbilisi-Gombori-Telavi The first alternative option should cross the highest The second alternative option of the highway should processes road, crossing the Gombori pass, due to its hyphsometric top with high degree slopes of Tsiv- pass the south-east slope of the Tsiv-Gombori morphological environment (Tsiv-Gombori Gombori mountain range, which geologically are mountain range and it is characterized with mountain range has the lowest hypsometric constructed of the molasic rocks highly sensitive to complex, high degree slope and frequent location, and low sloping degree of the erosion-debrisflow and landslide-gravitation processes. fragmentation relief. It is constructed with low surface) and despite the total geodynamic In the road construction process it will be imposible to sustainability molasic rocks and is of high risk of tensity of the mountain range, is the most ensure sustainability of the open cuts or conduct the landslides, debrisflow and erosion processes. The efficient option (see the Paragraph 1.2.1 and erosion and landslide preventive works. In the lower most erosive gorge is debrisflow transforming and is Appendix 3) From the offered options the zone of the river Iori at the crossing point, the high known as a frequent landside process development. most dangerous from geological viewpoint are geological risk is flooding, deformation of the basin and In the road construction process a geologic the landslides in the village Gombori and the washing the banks. environment will be under pressure of serious Gombori pass. It should be mentioned that it changes. is impossible to fully stabilize the tecto- seismo-gravitational landslides, as well as it is impossible in other segments of the Tsiv- Gombori zone (alternative routes) developed in case of such type of landslides. As for the climatogenic landslides, it is not difficult to carry out the strengthening works. Road rehabilitation may not cause negative ecological changes to geological environment. Complexity of the Moderate Complex and not efficient Complex and not efficient measures preventing from Stabilization of the climatogenic landslides. Extremely high risks Extremely high risks hazardous geological Mainly, construction of surface water processes. collection and drainage systems, berms. Where needed, - reinforcement walls.

Environment protective 51 restrictions Protected area No No No Landscape impact Moderate Strong. Forest landscape of high value and high Strong. Forest landscape of high value and high Forest ecosystems adjacent to the existing sensitiveness towards the impact. sensitiveness towards the impact. road are partly degraded due to the anthropogenic impact and in general they are Direct and indirect losses of forest should be estimated Direct and indirect losses of forest should be of less conservative value than the pristine as 193,65ha estimated as 150 ha forests affected by the other alternatives. No additional indirect losses (acces to the forest and increased illegal cutting etc.) Losses: 30.38ha of the forest should be cleared. Recovery potential, Moderate Weak. Recovery of the adequate ecosystem is more Weak. Recovery of the adequate ecosystem is more efficiency of protective Relative costs of losseses (max.) 516460 GEL complicated and costly than on the main road. Control complicated and costly than on the main road. measures over the illegal cuts will be more complicated due to Control over the illegal cuts will be more improved access. complicated due to improved access. Relative costs of losseses (min.) 3873000GEL Relative costs of losseses (min.) 2987400 GELGEL Impact on flora Moderate Strong. Forest landscape of high value and high Strong. Forest landscape of high value and high 30.38ha of the forest should be cleared. sensitiveness towards the impact. sensitiveness towards the impact. Losses should be estimated as 193,65ha Losses should be estimated as 150 ha

Abatement measures Moderate Weak. Recovery of the adequate ecosystem is more Weak. Recovery of the adequate ecosystem is more Relative costs of losseses (max.) 516460 GEL complicated and costly than on the main road. Control complicated and costly than on the main road. over the illegal cuts will be more complicated due to Control over the illegal cuts will be more improved access. complicated due to improved access. Relative costs of losseses (min.) 3873000GEL Relative costs of losseses (min.) 2987400 GELGEL Fauna, impact on From Low to moderate sensitivity in some Moderate to high. Three higly sensitive habitats are Moderate to high. Two extremely sensitive habitats terrestrial fauna limited areas. Mainly – anthropogenically affected. Risk of forest habitat fragmentation. are affected. Risk of forest habitat fragmentation. affected or disturbed landscapes. Ecosystems adapted to the existing road. No risks of further fragmentation of habitats. Abatement measures Establishment of artificial corridors. Establishment of artificial corridors. Adequate Establishment of artificial corridors. Adequate Rehabilitation of forest habitats. rehabilitation of forest habitats is extremely difficult and rehabilitation of forest habitats is extremely difficult costly. and costly.

Fauna, impact on fauna Minimum Minimum Minimum 52 living in aquatic habitat Abatement measures Pollution control while construction and Pollution control while construction and exploitation Pollution control while construction and exploitation process. Control of increased process. Control of increased sedimentation of the rivers exploitation process. Control of increased sedimentation of the rivers due to erosion. due to erosion. sedimentation of the rivers due to erosion. Ground water pollution Low Low Low risk Ground water protective No No No measures Spoil and construction 450000 m3 About 450000 m3 of cut + additional 350000 m3 from About 450000 m3 of cut + additional 470000m3 wastes tunnels from tunnels Mitigation /disposal of Most part of the cut will be used for fills and 350000 m3 from tunnels is not usable for filling, so far 470000m3 from tunnels is not usable for filling, so spoil and construction only small amount will remain to be disposed. as it constitutes rock boulders mainly and besides, it is far as it constitutes rock boulders mainly and wastes difficult to transport materials from tunnel ends to the besides, it is difficult to transport materials from filling sites. These rock materials are generated in very tunnel ends to the filling sites. These rock materials sensitive forested area and should be transported about are generated in very sensitive forested area and 15km from the generation site to disposal sites. It is not should be transported about 15km from the easy to find disposal sites for such amount of rocky generation site to disposal sites. It is not easy to find spoil. disposal sites for such amount of rocky spoil.

Social aspect Land acquisition and Substantially more than in case of 2nd and Substantially less than in case of existing road, as the Substantially less than in case of existing road, as resettlement 3rd options. most part of the highway passes the unpopulated area. the most part of the highway passes the unpopulated area. Compensatory value It is precised in the process of optimization GEL 1537900 GEL 1062085 of the road flatness parameters in the populated segments of the road. Rough estimation - 2333670 GEL Impact on socio- Important. Positive. Integration of the villages Negative component in line with the positive one: Negative component in line with the positive one: economic development Ujarma, Sasadilo, Gombori, Kobadze, Integration of the villages Ujarma, Sasadilo, Gombori, Integration of the villages Ujarma, Sasadilo, Tetritsklebi, Sorodani, Pantiani, Nadikvari Kobadze, Tetritsklebi into the common socio-economic Gombori, Kobadze, Tetritsklebi into the common into the common socio-economic environment substantially limited. socio-economic environment substantially limited. environment. Abatement measures Rehabilitation of Gombori existing road Rehabilitation of Gombori existing road Impact on cultural The famous Monument impacts not expected. The famous Monument impacts not expected. Average The famous Monument impacts not expected. heritage Low risk of damaging unknown archaelogical risk of damaging unknown archaelogical monuments, as Average risk of damaging unknown archaelogical monuments, as the existing road is being the new highway is constructed and the land works are monuments, as the new highway is constructed and rehabilitated. carried out in places where such activities have not been the land works are carried out in places where such ever conducted. activities have not been ever conducted. Abatement measures Preliminary research in accordance with the Preliminary research in accordance with the procedures Preliminary research in accordance with the 53 procedures defined in Article 14 of the Law defined in Article 14 of the Law on Cultural Heritage of procedures defined in Article 14 of the Law on on Cultural Heritage of Georgia. Georgia. Cultural Heritage of Georgia. Noise impact Low Low Low Necessity of specific N/A N/A N/A measures to abate the noise impact Emission impact Low Low Low Necessity of specific N/A N/A N/A measures to abate the emission impact Traffic safety risks Increases in the villages Increases in the villages Increases in the villages Ensuring security Proper planning of cross-passings, regulation Proper planning of cross-passings Regulation of traffic of traffic. Infrastructure impact Average. Mainly the channels Average. Mainly the channels Average. Mainly the channels Abatement measures At the stage of detailed projection At the stage of detailed projection infrastructural At the stage of detailed projection infrastructural infrastructural elements crossing spots should elements crossing spots should be properly designed. elements crossing spots should be properly be properly designed. The nontrivial or costly The nontrivial or costly technical measures are not designed. The nontrivial or costly technical technical measures are not necessary. necessary. measures are not necessary.

Conclusion Acceptable, despite of existing geological Not acceptable, for becoming more costly and Not acceptable, for becoming more costly and risks and the expenditures related to private technically complicated due to required tunnel technically complicated due to required tunnel land acquisition and environmental offset construction, extremely high risk of hazardous construction, extremely high risk of hazardous measures. geological processes, and negative social impact on geological processes and negative social impact on Sagarejo district villages. Costs of compensation of Sagarejo district villages. Costs of compensation of environmental losses and disposal of construction waste environmental losses and disposal of construction (spoil) is also unacceptably high. waste (spoil) is also unacceptably high.

54 3. Project Description

3.1 Technical Requirements and Standards

INTRODUCTION Design and bidding documentation for the construction-rehabilitation of Vaziani-Gombori- Telavi road km 1- km 27 was carried out by Transproject Ltd based on the Agreement signed with State Department of Roads of Georgia on 20.10.2008 and Terms of Reference issued on 25.02.2009.

Adequate road network as well as its full-scale operation throughout the entire year is among the priorities established by the Government of Georgia for today. Construction-rehabilitation of Vaziani-Gombori-Telavi road, which is the shortest way linking Tbilisi with the internal regions of Kakheti, is one of the tasks of this challenge. Study of actual conditions of the road has been carried out in order to improve its technical characteristics as well as project road parameters have been increased to meet the requirements specified in the Terms of Reference.

Design documents are adjusted in accordance with the requirements of the World Bank Mission, based on letter (N03-08/4078 dated 12.08.2009) received from the State Department of Roads of Georgia.

Based on the Terms of Reference and requirements made by the World Bank Missions, the following main parameters were designed: y Design speed - 50 km/hour; y Width of road bed - 9.5-10.5 m; y Width of carriageway - 6.5 m; y Width of lane - 3.25 m; y Width of shoulder with - 1.5-2.0 m; strengthening strip y Width of strengthening strip - 0.5 m; y Pavement type - asphalt-concrete; y Minimal radius in plan - 80 m; y Maximum longitudinal slope - 7.9%.

Design works are based on computer aided production of documents by use of CAD-CREDO software.

TECHNICA-ECONOMICAL CHARACTERISTICS

Secondary road Vaziani-Gombori-Telavi is the shortest road connecting Telavi, Akhmeta regions and partially Kvareli to Tbilisi. Total length of the existing road is 65 km. Main traffic flows from these regions to Tbilisi are carried through Gurjaani and Bakurtsikhe at present. Using Vaziani-Gombori-Telavi road shortens the way by 57 km. There are some landslide and

55 deformed sections with small turning radii. Road pavement is mainly damaged. Thus the mentioned section doesn’t ensure traffic safety.

Feasibility study of Vaziani-Gombori-Telavi road km 1 km 65 has been drawn up by “Transproject” Ltd.

Year Light vehicle minibus busses and Trailers Total trucks 2009 915 180 98 24 1217 2028 2431 480 261 64 3242

Passenger cars constitute 75% out of total traffic flows.

Expected traffic volume for 2009-2028 is calculated based on future growth rates and is 3242 vehicles/per diem for the year 2028.

Road bed Project road bed is designed in accordance with the requirements of actual Georgian standards and based on Standard Design Decision 503.0-48-87. Road bed width is adopted 10.5 m from PK 0+00 to PK 110+00. However, it is adopted – 9.5 m from PK 100+00 to PK 270+00 based on the World Bank requirements. Width of carriageway with strengthening strip is 7.5 m on the whole road. Width of shoulders excluding strengthening strip is 1.0-1.5 m. Widening on curves is done at the expense of road bed widening. Thus, the width of shoulders is maintained 1.0-1.5 m along the whole road. Volume of earthworks: - cut – 148090 m3 - fill – 346170 m3 Construction of fill shall be done of soil transported from quarry as well as soil excavated in cut (see table of volumes of earthworks in accordance with kilometers).

Top soil is cut in 25-30 cm thick layers (new alignment) - 10970 m3. Construction of benches requires 11707 m3 of soil. Locations and volumes of works are specified in table of volumes of earthworks in accordance with PKs.

Restoration of the deformed road bed shall be done from PK 86+15 to PK 87+50. Restoration includes cutting of the existing road bed up to 3-4 m, with one-sided slope (see drawing) and filling with crushed stones 0.1-0.5 m in the volume of 5630 m3; construction of upper layer of gravel soil - 1840 m3. Cutting of new bed in the ravine along 15 m and strengthening of road bed with riprap in the volume 240 m3 shall be done on the left side of the road from PK 153+58 to PK 153+80.

56 Concrete ditches shall be constructed in Ujarma (along 1527 m) and Paldo (length 116 m) villages - total 1643 m.

Strengthening of ditches with concrete (length of strengthening 2729 m) shall be done on those sections with considerable longitudinal profile and where washing off road bed is expected.

Road pavement

Road pavement structure is of asphalt-concrete in accordance with the Terms of Reference. Width of carriageway 6.5 m, width of paved shoulders 2x0.5 m. Width of asphalt-concrete pavement together with paved shoulders is 7.5 m. Width of carriageway is adopted 8.5 m in Ujarma (excluding shoulders) from PK 137+00 to PK 144+20.

Widening of carriageway on curves as well as on the approaches to bridges is stipulated in the design. Cross fall adopted for carriageway is 2.5%, for shoulders – 4%.

Calculation of road pavement is done in accordance with the requirements of valid provisional standard 46-83. The pavement consisting of two asphalt-concrete layers from PK0+00 to PK110+00 is adopted based on adjustments made in the design. However, from PK 110+00 to PK270+00, one-layer asphalt-concrete pavement is adopted based on the requirements of the World Bank Missions. Three types of pavement structures are adopted: Type I (PK 0+00- PK 110+00) - Sub-base – sand and gravel mix thickness 30 cm; - Base – crushed aggregates 0-40 mm, asphalt-concrete granulated material (h-7cm), with addition of cement (5%) and bitumen emulsion(2.5%), thickness 18 cm; - Binder course – coarse grained porous asphalt-concrete hot mix class II, thickness 6 cm; - Wearing course – fine-grained dense asphalt-concrete hot mix, type A, class II, thickness 4 cm.

Type II (PK 110+00- PK 137+00; PK 144+20–PK 270+00)

- Sub-base – sand and gravel mix thickness 30 cm; - Base – recycled layer of crushed aggregates 0-40 mm with addition of cement (5%) and bitumen emulsion(2.5%), thickness 18 cm; - Pavement – fine-grained dense asphalt-concrete hot mix, type A, class II, thickness 5 cm.

Type II’ (PK 137+00-PK144+20 width of carriageway is adopted 8.5 m. Road pavement structure is similar to type II)

- Total area of carriageway – 207137m2; - Area of base course – 227517 m2; - Volume of sub-base (sand and gravel mix) – 114730 m3; - Volume of filling shoulders (sand and gravel mix) – 10196 m3;

Strengthening of shoulders shall be done with crushed aggregates 0-40 mm on 62858 m2, thickness 10 cm.

57 Sasadilo

Gombori

Ujarma

Tbilisi Muganlo Khashmi

Fig. 15.Road Layout

58 Veorona

Gombori pass

Nadikvari riv. Turdo Vardisubani Kobadze Tetritsklebi

Pantiani Sorodani

Fig. 15.Road Layout

59 3.2 ENGINEERIGN STRUCTURES

Culverts, gabions, retaining walls Culverts of various cross-sections and diameters are located on the project road. They are mostly damaged, deformed, culverts heads ruined thus requiring replacing.

Activities stipulated in the design: - repair of the existing culverts – 11 units; - construction of reinforced concrete pipe-culverts - 2 units; - construction of new reinforced concrete box-culverts - 52 units. - reconstruction of bridge-culvert – 1 unit.

Construction of reinforced concrete retaining walls is stipulated on 4 sections, out of which 2 retaining walls are constructed on cast in place piles.

Design stipulates construction of upper concrete retaining walls of total length 374 m h-1.4 m, volume 618m3 in the village Ujarma as well as construction of lower concrete retaining walls of total length 65 m, volume 110 m3.

Construction of gabion retaining walls of total length 352 m/ h-0.8-1.2 m is stipulated on 8 sections, volume 1006.5m3 (find attached volumes of works and drawings).

Bridges

Construction of one new reinforced concrete bridge on PK 205+68, length 53m, and rehabilitation/replacement of the existing bridges is planned. 10 of the existing bridges require different level rehabilitation works.

The three bridges which cross the rivers Gombori (Kimlati) km 26, Kobadzekhevi km 47, and Abanoskhevi km 48 are in good technical condition, however they need some maintenance- repair works. The parapets, sidewalks and pavement should be replaced.

On the 15 km of the road, over the river Pidniskhevi is constructed a bridge with scheme 1x5m, length – 12 m, clearance is 7+2x1.0m. The bridge is damaged and should be refurbished.

On the 32 km of the road, the bridge over the river Teqianiskhevi was constructed in 1977-1979. The scheme of a bridge is 1x12m, clearance is 9.7+2x1.0m, loading capacity is H-30 and HK-80.

60 The bridge is in a good technical condition, however needs some repair works. The parapets, sidewalks and pavement are damaged.

During selection of options the engineering solutions in concern with traffic management and safety was considered in accordance with SNiP 2.05.03-84.

On the both sides of the project bridges deck 0.75-1.0 wide sidewalks, 0.75 m high steel guardrails and 1.1m high railings are designed.

Permitted live loads are A-11 and HK-80 loadings. According to the seismic activity zone mapping the project road belongs to 8 point of seismic activity zone, accordingly the bridge seismic resistance is provided for 8 point of seismic activity.

The minimum value of cross slope of the bridge carriageway is 2.5%, providing removal of surface water through the openings in steel guardrails.

THE NEW BRIDGE OVER THE DRY GORGE PK 205+62.78

The bridge is represented by five (5x12m) reinforced concrete beams structure. The bridge in plan is located on the curve R-60m and in profile on 6% slope. The bridge carriageway transversally is located on super elevation 7%.

Abutments are of monolithic structure. The foundation of abutments is represented by 5 cast in place piles with diameter d=0.9m merged by reinforced concrete girders. Bridge supporting parts are represented by R-43 type rails.

Intermediate piers are of monolithic reinforced concrete structure. The foundation of piers is represented by 4 cast in place piles with diameter d=0.9m merged by reinforced concrete cushion blocks.

The body of the piers is represented by 3 oval shape reinforced concrete columns merged with the reinforced concrete girder. Because the bridge is located on both longitudinal and cross slopes, the height of columns is different.

The bridge superstructure is the similar of Pidni bridge superstructure, with only exception that it is located on curve and longitudinal gradient and correspondingly the structure in plan has the trapezoid shape. In profile, in order to provide the horizontal bedding on bearing parts design envisages insets at the ends of superstructure.

The layout and aerial photos of the site are provided in p.2.2.2.

61 3.3 Organization of Construction and Rehabilitation Works

INTRODUCTION The present construction organization project is not bound and shall be adjusted in accordance with works production plan submitted by the successful bidder upon the award of Contract.

Construction-rehabilitation works shall be performed in conformity with active standards, norms, recommendations and instructions.

Works shall be performed in accordance with typical technological diagrams as well as design specifications.

Works shall be carried out using overall mechanization and applying advanced methods of construction organization performed by specialized teams, in order to reduce the period of performance and increase labor efficiency.

The owners of underground pipes and cables confined within the construction site shall be given corresponding notification concerning the commencement of works in order to avoid any damage to their property.

Relocation of power lines, water-supply lines and pipelines shall be done by specialized organizations. Works shall be performed so that to prevent traffic disturbance. The construction site shall be supplied with the following: installation of indicating, warning and guiding road signs at both ends of the road section, installation of guide posts each 20 m along the road section in order to mark the construction site. Works shall be temporarily stopped on the road section provided that traffic safety procedures haven’t been ensured and shall not be resumed until traffic safety is ensured on one lane of the road.

Traffic control procedures and fencing of the construction site shall be done in accordance with relevant instructions throughout the whole performance period. Layout of corresponding works shall be agreed with the local representative of the Police.

The expected commencement and completion time of works as well as recommended sequence of execution are given in the time schedule. Composition of teams is given in a separate table.

The Contractor shall draw up the works performance plan prior to the commencement of works and strictly adhere to the plan.

All materials, semi products and prefabricated structures required for construction-rehabilitation works should correspond to the design requirements and to the requirements of corresponding standards.

Labor costs, number of workers as well as main construction materials required for the implementation of overall volume of works are determined based on active regulations.

Duration of construction-rehabilitation works is 14 months in conformity with the works schedule.

PREPARATORY WORKS

Preparatory works shall be started prior to the commencement of works. Preparatory period comprises the following:

62 - reconditioning and fixing of route, marking of right-of-way, removal of buildings and plantings within the right-of-way limits, relocation of power lines, water-supply facilities and pipelines, removal of the existing damaged retaining walls and ditches, dismantling of concrete chutes, posts, as well as barriers and transportation to dumpsite, dismantling of road signs and steel guardrails and transportation to the storehouse as a scrap; - cutting and rooting of trees; - milling of the existing asphalt-concrete pavement, stipulating leveling of those areas where asphalt-concrete pavement still exists in the form of fragments or removal of asphalt- concrete pavement where feasible, transportation of granulated material to the temporary piling site and its re-use in the base course upon the completion of sub-base.

Proposed sequence of works is as follows: relocation of power lines, water-supply facilities and pipelines. Cutting of trees shall be done in the daytime. Construction waste shall be removed off the right-of-way prior to the commencement of earthworks.

Preparatory works for the first 27km of the road (phase 1 project) include: - Relocation of power lines, including: - 0.4 kilowatt - 2.525 km - 6 kilowatt – 2.240 km - Relocation of 270m irrigation canal PK 52+30–PK 55+00. - Relocation of irrigation canals and culverts (different diameters) on some sections from PK110+70 to PK265+00, total length 4259 m.

ENGINEERING STRUCTURES

The following works shall be performed upon the completion of preparatory works: repair and cleaning of culverts, construction of new culverts, retaining walls and bridges as well as rehabilitation of the reinforced concrete bridge.

Volumes of works of engineering structures are attached in corresponding Tables of Volumes of Works.

In this chapter we give brief description of works to be carried out on engineering structures apart from the detailed organization of works given in the above chapters: start cleaning of culverts from outlet, clean the bottom of culvert from debris and mud and then start washing from inlet along the total length of culvert. Extension of culverts should be done with similar sections. Replacing of culverts requires removal of the existing pavement by pick-mattock and transportation of the removed material to sites specified in the project. Pit shall be excavated, gravel bedding laid and compacted, base shall be constructed and culverts rings shall be placed into the pit with their following monolithing. New culvert heads shall be installed, waterproofing applied, soil backfilled and compacted, and culverts inlets/outlets strengthened in accordance with the project.

Marking of culvert axis shall be done prior to the construction of culvert. Start construction from outlet. Trench shall be excavated in layers by excavator along the total width. Pit shall be strengthened and treated manually; base shall be filled with sand and gravel mix and compacted. Concrete shall be supplied in concrete mixer. Installation of precast elements is done by cranes. Culverts is filled with soil simultaneously from both sides in 15-20 cm horizontal layers and compacted upon the completion of waterproofing.

63 Construction of gabion walls requires that each gabion box shall be placed on the place indicated in the design with another box placed beside, which is connected to the previous one by wire. Covers shall be placed on gabion boxes after filling them with stones and they shall be tied to gabion walls by wire. The same sequence shall be followed whilst constructing each row. Construction of gabion walls shall be followed by filling of slope with gravel soil and its compaction.

THE BRIDGE OVER THE DRY GORGE PK 205+62.78. The bridge is represented by five (5x12m) reinforced concrete beams structure. The bridge in plan is located on the curve R-60m and in profile on 6% slope. The bridge carriageway transversally is located on super elevation 7%.

Intermediate piers are of monolithic reinforced concrete structure. The foundation of piers is represented by 4 cast in place piles with diameter d=0.9m merged by reinforced concrete cushion blocks.

ROAD BED

The following works shall be executed: - removal of top soil; - excavation of cut; - construction of fill; - construction ditches.

Excavation of cut shall be done by bulldozer and excavator. Excavated top soil shall be transported and applied in erosive areas; it shall be filled and leveled there.

Excavation of conglomerates and sandstones shall b done by bulldozers with at least 228 kilowatt capacity. Soil excavated from cut and quarry shall be applied in the fill. Gravel soil from quarry which is located on km 9 is mainly applied for filling up small fills and damaged shoulders along the first 17 km.

Extra soil from cut shall be disposed to dumpsite. Excavation of soil in cuts shall be done in horizontal layers on the whole width. Fill shall be constructed by 30-50 cm layers along the whole width, from edges to the center. Compaction shall be done by vibration roller 5 passes on each track (number of passes to be determined on the site).

Special attention is paid to keeping water off the road to avoid soil saturation. Construction of ditch shall be done in the direction opposite to water flow ensuring corresponding slope.

64 Widening of fill requires loosening of soil on slope surface. Cutting of benches (at least 2 wide) is required on fill slopes provided that the height of fill is above 2 m.

Restoration of the deformed road section is required from PK 86+15 to PK 87+50. Soil shall be excavated in trench by excavator and bulldozer, transported to dumpsite, bottom of trench leveled by grader, compacted by vibration rollers, boulders pre-selected and processed by hydraulic hammers to produce 0.1-0.5 m quarry stones with their follow-up storage. Quarry stones shall be hauled to the site in dump trucks for the construction of rip-rap. Piled quarry stones shall be relocated at 30 m and placed in 50 m layers, leveled and compacted by vibration rollers. Rip-rap shall be filled upon by gravel soil from quarry, leveled and compacted in 30 cm layers by vibration roller.

Similar works shall be performed from PK 153+58 to PK 153+82: trench shall be excavated, filled with preliminary prepared stones - stones to be applied in the bottom shall be ∅0.5-0.7 m, whilst stones to be applied in the upper layers shall be less than 0.5 m, finally they shall be leveled by bulldozer.

Road bed, cut and fill slopes shall be reshaped mechanically.

CONSTRUCTION OF ROAD PAVEMENT

The following shall be constructed along the whole length of the road: - Sand and gravel sub-base (h=30 cm); - Base course stabilized with the addition of bitumen emulsion and cement, thickness 18 cm; - Pavement of asphalt concrete hot mix, thickness 10 cm (6+4) for type I and thickness 5 cm for type II; - Filling shoulders of sand and gravel mix; - Strengthening of shoulders with crushed aggregates.

Sand and gravel mix shall be used in the construction of sub-base. The mix shall be distributed along the road bed by grader, leveled, reshaped, project slopes shall be ensured and correspondingly compacted by pneumatic roller keeping optimal temperature regime (acceptable variation 10%).

Compaction shall be done from shoulders to the road center line. Each following passing should cover the track left by the previous one by 1/3. The number of passages should be determined on the site. Consider compaction completed when the track becomes invisible and no waves are observed on the surface.

Road sections shall be selected depending on their dimensions for the construction of base course with the addition of cement and bitumen emulsion so that to do their reshaping and compaction prior to the hardening of cement and emulsion disintegration.

Stabilization shall be done in dry weather. The air temperature should be at least +50C. Compaction shall be done thoroughly as improper compaction causes early damage to the stabilized material. Compaction quality shall be tested in laboratory. Compaction is completed by vibration smooth-wheeled roller with low vibration amplitude after the final profile has been achieved. Treat the surface properly prior to the construction of binder and wearing courses.

When traffic is allowed on the above-mentioned layer it should be taken into account that stabilized layer achieves 50% of its maximum strength in 7 days, whilst 90% of its maximum strength is achieved in 28 days. Sensitivity of the layer to the loading capacity of vehicles is very

65 high during those 7 days, thus allowing heavy vehicles on such road section shall be limited to lengthen the lifetime of the road.

Base course shall be constructed prior to the construction of asphalt-concrete pavement Bitumen shall be applied in the base course 1-6 hours prior to the construction of pavement. Asphalt concrete hot mix shall be transported in dump trucks and distributed by asphalt finisher. Defects shall be eliminated, inaccessible areas shall be compacted by hand tamper and samples shall be cut out and re-filled afterwards.

The compaction ratio for dense hot mix asphalt concrete should not be less than 0.99. The compaction ratio for the porous hot mix asphalt concrete should not be less than 0.98.

Works should be done in warm and dry weather. The air temperature should be at least +50C in summer and at least +100C in autumn.

Do not allow traffic on newly laid pavement before it has cooled down enough to avoid rutting. Start mix compaction immediately after placing, keeping the temperature regime of mix.

Asphalt-concrete hot mix shall be transported by dump trucks with loading capacity at least 20 tons. The mix shall be covered with tarpaulin cover whilst transporting in order to keep the temperature regime.

Start compaction with 16-ton capacity pneumatic roller (6-10 passages on each track) or by 10- 13-ton capacity smooth-wheeled roller (8-10 passages on each track) or 6-8-ton capacity vibration roller (5-7 passages on each track). Final compaction is done by 18-ton smooth- wheeled roller (6-8 passages on each track). Number of passages are to be determined on the site.

Existing pavement is joined to the previously constructed layers by seams. Longitudinal and transverse seams are constructed by means of cutting of the old layer to the full depth of pavement. Area around the seams shall be even and without ruts. Clean the surface around the seams. Heat or lubricate edges in case of cooling down of asphalt. Bitumen coating is required on longitudinal and transverse seams. Start shoulders correction immediately after construction of surface, all kind of unevenness and damages shall be eliminated; shoulders shall be constructed in accordance with the design grade, reshaped and compacted.

ROAD FURNITURE

It is required to observe safety measures, industrial sanitation and fire precaution measures and instructions whilst performing the works, as well as to train the staff. The Contractor is required to instruct the staff on safety measures prior to the commencement of works.

Road vehicles shall have small turning radius, equipped with sound signals and light signals which should be in good operating conditions. Parking place shall be fenced with barriers and equipped with red signals of emergency stop during the day and with red signal floodlight at night.

Roadmen shall be provided with special uniforms and special footwear. It is required to observe overall safety measures such as fencing of work site, various safety activities. The Contractor should ensure special shelter for protecting workers from unfavorable weather conditions.

The Contractor is responsible to perform the works in accordance with labor protection and safety requirements as well as industrial sanitation requirements.

66 LABOR PROTECTION AND SAFETY

The Contractor is responsible to perform the works in accordance with labor protection and safety requirements as well as industrial sanitation requirements.

3.4 Constructions, Products, Semi-Products, and Materials

Road: VAZIANI-GOMBORI-TELAVI KM 1 – KM 66 Section: KM 1 – KM 27

N List Quantity Unit Out of which measure Total For Road For Structures

1 2 3 4 5 6 1 Concrete and precast reinforced concrete m3 2201 761 1440 2 Cast in place concrete m3 15486 4242 11244 3 Cement grout m3 120 30 90 4 Fine graded asphalt concrete t 23294 22863 431 5 Coarse graded asphalt concrete t 31282 30772 510 6 Sandy asphalt t 232 232 - 7 Guss asphalt t 50 - 50 8 Steel t 334.2 222.2 112 9 Reinforcing bars A-I t 130.46 8.26 122.2 10 Reinforcing bars A-III t 635.58 7.48 628.1 11 Rails R43 t 6.3 - 6.3 12 Glass grid of class m2 670 - 670 13 Cement t 4152 4152 - 14 Sand and gravel m3 147976 147326 650 15 Cut back bitumen t 215 215 - 67 1 2 3 4 5 6 16 Heavy bitumen t 57.3 11.3 46 17 Bitminous mastic t 655 2 653 18 Bituminous emulsion t 2076 2076 - 19 Crushed aggregates m3 57935 56736 1199 20 Caulking materials treated with bitumen kg 876 - 876 21 Stone m3 1988 243 1745 22 Timber m3 580 20 560 23 Porous filler kg 271 - 271 24 Paint kg 6952 6909 43 25 Road signs u 387 387 - 26 Plastic guide posts u 1389 1389 - 27 Glass reflective balls kg 790 790 - 28 Steel pipes t 88.71 43.1 45.61 29 Gabion boxes u/kg 818/15225 587/8698 231/6527 30 Gabion matrass u/kg 317/8996 - 317/8996 31 Rubber kg 931 - 931 32 Asbestos-cement pipes u/l.m 213/166.2 147/94 66/72.2 33 Sand and gravel m3 1600 - 1600 34 Channel bar N20 t 19.55 - 19.55 35 Angle bar N14 t 12.4 - 12.4 36 Tiles m2 160 160 - 37 Bricks m3 46 46 - 38 Concrete barriers l.m/ m3 329/15.7 329/15.7 - Materials for preparation: 39 For asphalt concrete mixes − Crushed aggregates m3 20771 20412 359 − Sand m3 14402 14135 267 − Mineral powder t 2103 2060 43 − Heavy bitumen t 2803 2752 51 For cast in place concrete and cement 40 grout − Cement M 400 t 5513 1487 4026 − Cement M-500 t 415 72 343 − Sand m3 7394 2028 5366 − Crushed aggregates m3 12350 3355 8995

68 1 2 3 4 5 6 For precast concrete and reinforced 41 concrete − Cement M 400 t 285.5 285.5 - − Cement M-500 t 719.2 13.2 706 − Sand m3 934 343 591 − Crushed aggregates m3 2044 647 1397

3.5 Machinery and Transport Facilities

Road: VAZIANI-GOMBORI-TELAVI KM 1 – KM 66 Section: KM 1 – KM 27

N List Unit measur. Qauntity 1 2 3 4 1 Grader with autoimatic levelling unit 1 2 Bitumen heater tank and spreading 10000 l unit 1 3 Crane 16 ton unit 2 4 Crane 25 ton unit 1 5 Crane 60 ton unit 2 6 Bulldozer 96 kW unit 2 7 Bulldozer 228 kW unit 2 8 Bulldozer 300 kW unit 2 9 Cold recycling machinery unit 1 10 Paver/finisher unit 2 11 Asphalt plant with output 100-120 t/hour unit 1 12 Concrete plant with output 60-80 m3/hour unit 1 13 Beam loaders unit 2 14 Drilling rig ∅0.9-1.2-1.5 m unit 1 15 Excavator 0.5 m3 unit 1 16 Excavator 1-1.5 m3 unit 4 17 El.vibrator unit 10 18 Concrete mixer 7-10 m3 unit 5 19 Combined vibrating roller 8.5 ton or more unit 2 20 Vibrating roller 6-12 ton unit 2 21 Smooth-wheel roller 18 ton unit 2 22 Pavement marking device unit 1

69 1 2 3 4 23 Water tank unit 1 24 Water pump with output 60 m3/hour unit 4 25 Truck , load cap. 10-12 ton unit 14 26 Truck , load cap. 20 ton unit 6 27 Dump truck 20 ton unit 2 28 Dump truck 7 ton unit 2

3.6 Quarries

The estimated volume of earthworks for the whole alignment: - cut – 450000 m3 - fill – 1050000 m3 Most part of the cut materials will be used for filling. However, about 600000 m3 filling materials should be supplied from quarries and borrow pits. Besides, 149576 m3 of sand and gravel is required for phase I project and the amount of crushed aggregates and other inert materials also needed for construction are listed in p.3.4.

The constructing contractor has a choice either to acquire license for developing new quarries and borrow pits, or to use licensed suppliers already operating in the area. The engineering team has offered several quarries, which are being exploited under the license in the floodplain of the r. Iori (see fig. 20), on the territory located between the v. Muganlo and Ujarma.

70 Fig. 20. Location of Proposed 3 Quarries

71 3.7 Spoil and Construction Wastes

Volume of earthworks for the first 27km (phase 1): - cut – 148090 m3 - fill – 346170 m3

Volume of earthworks estimated roughly for the whole alignment - cut – 450000 m3 - fill – 1050000 m3

Most part of cut spoil will be used for filling the embankments. The rest will be deposed together with the demolished engineering structures. Demolished asphalt pavement will be crushed and reused (about 95839 m2 or 8140m3) Other inert construction wastes generated during the phase 1 project.

Removal of fencing linear m 2025 Removal of the existing retaining walls linear m/ m3 278/766 Removal of damaged reinforced concrete ditch linear m/ m3 1784/183.18 Dismantling of reinforced concrete ditch along the road edges unit/m3 974/140.3 ( -1-20)

3 Dismantling of reinforced concrete barriers Pole unit/m 3/0.23 and transportation to dumpsite (Linear m -35) Post unit/m3 15/1.29

Dismantling of steel barriers and Pole unit/t 74/4.7 transportation to the production base as scrap (linear m -312) Post unit/t 97/1.72 Dismantling of reinforced concrete guide posts and unit/m3 405/9.2 transportation to dumpsite Dismantling of road signs transportation to the production base unit/kg 17/473.5 as scrap

3.8 Asphalt Plants

Below we provide figures for asphalt requirement for the phase 1 project: - Sandy asphalt – 232t - Guss asphalt - 50t - Fine graded asphalt concrete – 23294t - Coarse graded asphalt concrete – 31282t

The constructing contractor has a choice either to use licensed suppliers already operating in the area or to install its own asphalt plant. In case if the constructing contractor takes decision to install new asphalt plant, prior to installation the company is obliged to prepare the relevant EIA and to get Environmental Impact Permit on installation and operation of the asphalt plant. In case if the contractor utilizes supplied asphalt, he is obliged to control license of supplier and ensure required quality of the asphalt.

72 3.9 Construction Camps

Two construction camps to serve approximately 40 workers each will be required for the phase 1 project. In fact, these are supposed to be the equipment yards with 2 or 3 trailers but not complete construction camps. The accommodation for the workers will be provided in the nearest villages. The workers will not live in the trailers, which are supposed to be used as office, storage site and building for the guard personnel. The yard will be used for storage of equipment and machinery, fueling, simple maintenance works. The equipment yards could be located close to the villages Udjarma, Paldo and Sasadilo, as well as to the Vaziani area. The exact location will be selected by the constructing contractor. The location should be selected to comply with the following criteria: - transformed urban or rural landscape not sensitive from ecological standpoint - the fueling facilities could be located at a distance of 50m and more from the surface water objects - camps should not be located closer than 350m to the residential settlements. The distance should be sufficient for reducing the noise impact to acceptable level and not too long, so far as it is supposed that the accommodation and sanitary-higienic facilities are available for the workers in the villages.

73 4. Environmental Permitting Process in Georgia and Environmental Screening Procedures Applied by IFIs

Introduction

In the annex 1 detailed description of Georgian environmental legislation and environmental and social requirements of the WB, which should be regarded during the project implementation, is provided. It describes existing in Georgia environmental regulations relevant to the project, provides guidance on the measures required for ensuring consistency with environmental assessment and makes reference to institutions at the local and national levels responsible for issuing permits, licenses, and enforcing compliance of environmental standards. Here below, we present brief description of environmental permitting process in Georgia (p.4.1), archaeological clearance procedures and environmental standards and norms having regard to the project. In p. 4.2 screening requirements according to the WB’s environmental and social safeguards are described. Screening determination regarding the present project is provided in p. 4.3

4.1 GGeorgian Regulations Related to Environmental Permitting and Environmental Standards and Norms Pertinent to the Project

At present, the environmental permitting procedure in Georgia is set out in three laws:

The project proponent, in implementing projects, will comply with (i) The Law on Licenses and Permits (2005); (ii) The Law on Environmental Impact Permits (EIP), and (iii) The Law on Ecological Examination (EE) 2008.

The Law on Licenses and Permits was adopted by Parliament of Georgia, on June 24, 2005. The new Law regulates legally organized activities posing certain threats to human life and health, and addresses specific state or public interests, including usage of state resources. It also regulates activities requiring licenses or permits, determines types of licenses and permits, and defines the procedures for issuing, revising and canceling of licenses and permits (Article 1, Paragraph 1).

The Laws on Environmental Impact Permit and on Ecological Examination have been published on 14.12.2007 and entered in force on 01.01.2008. These new laws integrate all the amendments introduced in legislation of Georgia during recent years. The Law of Georgia on Environmental Impact Permit determines the complete list of the activities and projects subject to the ecological examination (clause 4 p.1) and the legal basis for public participation in the process of environmental assessment, ecological examination and decision making on issuance of an environmental impact permit.

Under the “activities” subject to the ecological examination the law considers construction of new or upgrading of existing facilities imposing change of technology and operational conditions for the projects and activities included into the list. The routine maintenance works in relation with the same facilities do not require ecological examination and permit.

In case if the activity included into the list given in clause 4 p.1 at the same time requires Construction Permit, the administrative body responsible for issuance of the Construction Permit ensures involvement of MoE, as a separate administrative body, in the administrative procedures initiated for the purpose of issuing Construction Permit, as it is envisaged by the Law on Licenses and Permits. In such cases the MoE is issuing the Conclusion on the Ecological Examination of the project based on the documentation provided to MoE by the administrative

74 body issuing the Permit. The Conclusion on the Ecological Examination is adopted by the administrative (executive) legal act of the MoE and compliance with the conditions of the Conclusion is obligatory for the project proponent. The conditions of the Conclusion on Ecological Examination is a part of conditions of the Construction Permit.

In case if the activity included into the list given in clause 4 p.1 does not require Construction Permit, based on the Conclusion on the Ecological Examination the MoE will issue the Environmental Impact Permit, supported by the administrative (executive) legal act issued by the minister. The ecological examination is carried out in accordance with the law of Georgia on Ecological Examination and the conditions set forth by the Conclusion present the Conditions of the Permit.

The aforementioned laws do not provide details of screening procedure and do not define responsibilities of parties. According to the practice, the screening of project proposals and the preliminary assessment of their environmental impact and proposed mitigation measures (scoping) are being carried out by the project proponent in consultation with the MoE.

Public Consultation Procedures

The 6th clause of the law of Georgia on the Environmental Impact Permit provides detailed requirements and procedures for conducting public consultations and established timeframes for information disclosure and discussion, namely: According to article 6 , developer is obliged to carry out public discussion of the EIA before its submission to an administrative body responsible for issuing a permit (in case of activity requiring construction permit before initiating stage 2 procedure for construction permit issuance). The detailed description of Public Disclosure requirements is provided in the chapter 8 of the present EIA.

Official Submission of EIA to MoE

Article 8 of the Law specifies the documents to submit to receive a permit: (1) An operator, in order to receive a permit, shall submit a written statement to the Ministry. A statement to receive a permit is submitted, considered and processed under the rule established by the ‘Law of Georgia on Licenses and Permits’. (2) An operator is obliged, in addition to the information specified by the ‘Law of Georgia on Licenses and Permits’, to submit the following documents:

(a) An EIA report drawn up under the standards specified by the legislation of Georgia (in 5 hard copies and 1 soft copy) (b) A situation plan of the planned activity (with the indication of distances) (c) Volume and types of the expected emissions (a technical report of inventory of the stationery sources of pollution and emitted/discharged harmful substances and project of maximum permissible concentrations of emitted/discharged harmful substances (in 4 copies)) (d) A brief description of the activity (as a non-technical summary) (e) A statement about the confidential part of the submitted statement.

(3) An operator is obliged to submit a full diagram of the technological cycle to the permit issuing body even if the given activity contains a commercial and/or state secret. This part of the statement, according to sub-clause ‘e’ of clause 2 of the given Article should be submitted separately by the operator.

75 Issuance of the Permit on Environmental Impact The article 9 of the law describes the procedures of issuing the Environmental Impact Permit. The same issue is addressed in the laws of Georgia on “Licenses and Permits” (2005) and “on Ecological Examination’ (2008). 1. According to the law on “Licenses and Permits,” the MoE takes decision on issuing Permit within the 20 days after submission of request on permit by the project proponent. 2. MoE, in accordance with the law on Ecological Examination, ensures expertise of the submitted documentation and issuance of Conclusion on Ecological Examination. The Permit (Environmental Permit or Construction Permit when the latest is required) is issued only in case of the positive conclusion of the Ecological Examination.

In accordance with paragraph 1a of the Decree N 160 of the Georgian Government (08/23/2006), in case if the construction is carried out by a Ministry of the Government of Georgia or an entity acting on behalf of Ministry no Permit on Construction is required to be formally issued, although the project documentation and its review procedures should comply with the requirements set forth for phase I, II and III of permitting cycle by the Decree No 140 of the Government of Georgia on the Rules and Conditions for Issuing Construction Permit. This provision is applicable for the projects implemented by RDMRDI.

The ‘Law of Georgia on Cultural Heritage’ was approved in May of 2007. Article 14 of the Law specifies the requirements for ‘large-scale’ construction works. According to this Article, a decision on career treatment and ore extraction on the whole territory of Georgia, as well as on construction of an object of a special importance as it may be defined under the legislation of Georgia, is made by a body designated by the legislation of Georgia based on the positive decision of the Ministry of Culture, Monument Protection and Sport of Georgia. The basis for the conclusion is the archeological research of the proper territory to be carried out by the entity wishing to accomplish the ground works. The entity wishing to do the ground works is obliged submit the Ministry the documentation about the archeological research of the territory in question. The preliminary research should include field-research and laboratory works. In case of identifying an archeological object on the territory to study, the conclusion of the archeological research should contain the following information: (a) a thorough field study of the archeological layers and objects identified on the study territory by using modern methodologies, (b) recommendations about the problem of conservation of the identified objects and planning of the building activity on the design territory, on the basis of the archeological research.

Environmental Quality Regulations and Standards

Within the context of the water supply and water drainage project, the environmental quality standards and norms are of primary importance. They define the quality of drinking water, admissible levels of surface waters pollution and measures of their protection including the zones of sanitary protection. The mentioned standards are considered under a separate clause (Clause 2.1.4). The maximum admissible levels of atmospheric air pollution and noise are also of a certain importance to the stage of building. Noise and atmospheric air pollution pose be a certain problem during the building operations (mainly, as the building techniques emissions and welding emissions) and exploitation of the rehabilitated objects (e.g. in case of operation of diesel-generators). In accordance with the ‘Law on public health’, the environmental qualitative norms are approved by Decrees of the Minister of Labor, Health and Social Security of Georgia (Decrees Nos. 297/N of 16.08.2001, including the changes made to it by further decrees of the Ministry Nos. 38/N of 02.24.2003, 251/N of 09.15.1006, 351/N of 12.17.2007).

76 Ambient Air Quality Norms. The provisions for the protection of ambient air against contamination and the values of Maximum Admissible Concentrations of the harmful substances in the ambient air in the vicinity of the settlements is provided in the Environmental Quality Norms approved by the Order #297N (16.08.2001) of the Ministry of Labour, Health and Social Protection (as amended by the Order No 38/n of the same Ministry of 24.02.2003). The quality of atmospheric air (pollution with hazardous matter) is also defined by the order of the Minister of Environment Protection and Natural Resources (#89, 23 October 2001) on approval of the rule for calculation of index of pollution of atmospheric air with hazardous pollution.

Maximum Admissible Concentration of Pollutants (MAC) in Ambient Air mg/m3

N according N Formula MAC (mg/m3) Substance to CAS Class of harmfulness

Maximum Average fugitive Daily 1 2 3 4 5 6 8

6 Nitrogen (IV) 10102-44-0 NO2 0.085 0.04 2 Dioxide

111 Sulfur 9/5/7446 SO2 0.5 0.05 3 Dioxide 359 Carbone Oxide 630-08-0 CO 5 3 4 360 Soot (Carbone 1333-86-4 C 0.15 0.05 3 black)

Noise Standards. The Georgian standards for noise control are approved by the Decree of the Minister for Health, Labour and Social Affairs (297n of August 16, 2001) on the ‘Approval of Environmental Quality Standards’, which specify the tolerable and maximum admissible levels of noise for different zones.

Table 2.5.1 Georgian Noise Quality Standards in Residential Areas

Time Indicative Level La dBA Maximum Admissible Level La max dBA 7am – 11 pm 55 70 11pm – 7am 45 60

4.2 EIA and Environmental Screening under WB Guidelines

The Bank undertakes environmental screening of each proposed project to determine the appropriate extent and type of EA. Screening principles and procedures, as well as other conceptual and procedural details of EIA process, are described in BP/OP/GP 4.01 Environmental Assessment. The Bank classifies the proposed project into one of three categories, depending on the type, location, sensitivity, and scale of the project and the nature and magnitude of its potential environmental impacts. The Bank establishes following three categories:

Category A is assigned to a proposed project if it is likely to have significant adverse environmental impacts that are sensitive, diverse, or unprecedented. These impacts may affect an area broader than the sites or facilities subject to physical works. Full scale EIA and relatively longer period for public discussions (e.g. 120 days for projects implemented by WB in USA) is required in this case. EA for a Category A project examines the project’s potential negative and 77 positive environmental impacts, compares them with those of feasible alternatives (including the “without project” situation), and recommends any measures needed to prevent, minimize, mitigate, or compensate for adverse impacts and improve environmental performance. For a Category A project, the Borrower is responsible for preparing a EIA report.

Category B is assigned to a proposed project if its potential adverse environmental impacts on human environment are less adverse than those of Category A projects (e.g. insignificant impact on sensitive area or medium grade impact on less sensitive area). Like Category A EA, category B EA examines the project’s potential negative and positive environmental impacts and recommends any measures needed to prevent, minimize, mitigate, or compensate for adverse impacts. The findings and results of Category B EA are described in the project documentation (Project Appraisal Document and Project Information Document). The EA for B category projects could be provided in a form of Environmental Management Plans (EMP) or Environmental Review (ER), which includes EMP.

Category C is assigned to a proposed project if it is likely to have minimal or no adverse environmental impacts. Beyond screening, no further EA action is required for a Category C project.

As additional criteria in support for screening procedures the GP-4.01 Annex B provides – “Types of Projects and Their Typical Classifications” with following comment: “Bank and international experience shows that projects in certain sectors or of certain types are normally best classified as illustrated below. These examples are only illustrative; it is the extent of the impacts, not the sector, that determines the extent of the environmental assessment and, hence, the category”.

4.3 Screening Determination for the Project

According to Georgian legislation the activities related to construction or reconstruction of the roads of National Importance require Environmental Impact Permit and preparation of the relevant EIA.

In accordance with the WB regulations the project of Rehabilitation of the Vaziani – Gombori- Telavi Road, which is mainly focused on the rehabilitation of existing road and road infrastructure, is attributed to the B category. Preparation of the Environmental Assessment including the EMP is required for implementation of the project.

Both – the Georgian and the WB regulations – require development of EIA, including EMP, their public disclosure and consultation with stakeholder communities for such type of activities, which are planned for rehabilitation of the Vaziani-Gombori-Telavi road. The present EIA report is prepared, disclosed and consulted with public in line with the national legislation and the WB OP/BP 4.01. 5. Sensitive Environmental Receptors

78 Detailed description of the environmental and social baseline conditions is provided in the annex 2 and 3. Here below, we present the summary description of the environment and most important and sensitive environmental receptors that (within the context of the planned activities) determine the anticipated environmental impacts.

Protected areas; Landscape (ecosystems; habitats), flora

No protected areas are crossed by the Vaziani-Gombori-Telavi road and affected by the project. The most sensitive type of ecosystems in the project area are represented with the Iori floodplain forests and mountainous forests.

In the lower section of the forest belt, up to 1000-1100 m above sea level, the positions of the oak and hornbeam-and-oak forests composed of Georgian oak trees (Quercus iberica) are significantly limited. The western and central parts of Kakheti Caucasioni and Gombori Ridge are covered by oak forests (Quercus iberica), hornbeam-and-oak forests (Carpinus caucasica, Quercus iberica) and mixed forests with the majority of Georgian oaks (Georgian oak, hornbeam, chestnut - Castanea sativa, Norway maple -Acer platanoides, box elder – Fraxinus excelsior, lime - Tilia caucasica, wild service tree - Sorbus torminalis, etc.), which grow on the slopes of southern, south-eastern and south-western expositions. Furthermore, the vegetation of different stages of anthropogenic digression frequently grow in the oak forests – oriental hornbeam forest (Carpinus orientalis), bushes of Jerusalem Thorn (Paliurus spina-christi), hemoxerophilous bushes (Jerusalem Thorn – Paliurus spina-christi, buckthorn – Rhamnus pallasii, oriental hornbeam - Carpinus orientalis, hawthorn - Crataegus kyrtostyla, fustic - Cotinus coggygria, European privet - Ligustrum vulgare, cornel - Cornus mas, etc.), fragments of gramineous herb steppes. The mentioned post-forest vegetation occupies quite great area at some places on the slopes of the southern exposition on the piedmonts and lower slopes of the mountain. The hornbeam (Carpinus caucasica) forest grows on the river cones and proluvial terraces, with the mixed broad-leaved forest (hornbeam - Carpinus caucasica, velvet maple-Acer velutinum, Norway maple-Acer platanoides, lime – Tilia caucasica, chestnut - Castanea sativa, beech - Fagus orientalis, etc.) also occupying great areas.

The area from 1000-1100 m above sea level up to the subalpine zone (1800-1850 m above sea level is dominated by beech (Fagus orientalis) forests (sub-zone of the beech forest). Pure beech forests occupy vast areas. Hornbeam-and-beech forest (Carpinus caucasica, Fagus orientalis), hornbeam forest (Carpinus caucasica) and mixed broad-leaved forests (hornbeam – Carpinus caucasica, lime - Tilia caucasica, chestnut - Castanea sativa, Caucasian Maple - Acer laetum, box elder Fraxinus excelsior, Georgian nut - Corylus iberica, beech - Fagus orientali, etc.) occupy quite great areas (particularly, on the slopes of the southern exposition and slopes of other expositions with significant gradients).

It should be noted that the habitats of relatively high conservation value are considerably less in number along the selected Ujarma-Sasadilo-Gombori-Tetritsklebi-Telavi route of the existing motorway, as compared to alternatives 1 and 2 implying significant re-routing. Besides, the existing infrastructure has already had the negative and residual impact on the flora and fauna of the existing mains and its adjacent territories. The forest fragments directly adjacent to the existing road are partly degraded. However, the sensitivity index of the mentioned ecosystems under the potential impact varies from moderate to high sensitivity for different subsections. “High sensitivity” forests include relatively intact stands of fully grown trees including valuable species such as Georgian beech and Oak. In that regard we should mention two segments of the forest ecosystems:

79 - one segment (of moderate sensitivity) corresponds to the road sections from Km 11.500 (near v. Ujarma) to Km 46 – before the Gombori pass - the second area (indicated below as high sensitivity) corresponds to the Km 46 – 60 and comprises forests in the Gombori pass. .

The other type of sensitive ecosystems represented in the project area (Km 19 – Km 25) are the floodplain forests of the r.Iori. They are affected by the project only at the Iori bridge site and decision made to rehabilitate the existing bridge instead of constructing the new one has allowed to preserve 0.6 ha of valuable floodplain forest.

In the flood plains of the Iori, out of the floodplain forest formations growing in minor areas and in fragments, the following species have been survived: aspen forests (abele - Populus canescens), black poplar - Populus nigra, with small quantities of willow – Salix excelsa, common elm – Ulmus minor, floodplain oak- Quercus pedunculiflora, mulberry - Morus alba, oleaster - Eleagnus angustifolia. Out of bushes, the following species are worth mentioning: sea- buckthorn - Hippopae rhamnoides, tamarisk - Tamarix ramosissima, Georgian barberry - Berberis iberica, blackberry - Rubus sanguineu, etc. Sub-forests grow at some places, mainly dominated by tamarisk – Tamarix ramosissima and barberry - Hippopae rhamnoides. The grass cover is not uniform and is dominated by Calamagrostis glauca, Cynodon dactylon, Gglycyrriza glabra, Imperata cylindrica and others.

More detailed data about the individual areas are referred to below: Review of the Ujarma-Sasadilo-Gombori-Tetritsklebi-Telavi Road section km 12.250 The road along the given section will be widened. The following species growing along the both sides of the road: Georgian oak tree (Quercus iberica), Caucasian hornbeam (Carpinus caucacica), field maple (Acer campestre). Out of bushes, oriental hornbeam (Carpinus orientalis), hawthorns (Crataegus spp.), dog rose (Rosa canina), etc. are spread here.

80 As already mentioned, the widening of this road section may require cutting down some of the trees along the given road. The given section is not distinguished for high sensitivity, as the existing infrastructure has already had a negative impact on it. The forest adjacent to the road is mostly sparse with mostly small-diameter trees. Accordingly, when widening the road it is recommended to consider the Georgian oak trees (Quercus iberica) and the roadbed should be accordingly corrected by the constructing contractor so that separate valuable individuals should be preserved. km 15 (past village Ujarma) The new road along the given section does not coincide with the old mains and under the project, it will become necessary to cross a woody section. Therefore, a certain amount of plants and trees will be subject to cutting down. Quite degraded hornbeam-and-oak forest is growing along the given section. There are two specimens of Georgian oak trees (Quercus iberica) fixed in the sample area selected by us.

Mostly small-diameter hornbeams (with 15-20 cm diameter on average) grow along the given section with no particular economic value. Out of bushes, oriental hornbeam (Carpinus orientalis), hawthorns (Crataegus spp.), dog rose (Rosa canina), cornel (Cornus mas) etc. are growing here.

When widening the road it is recommended to consider the growing Georgian oak trees (Quercus iberica) along the given section, and it must not be difficult to correct the roadbed by the constructing contractor so that separate valuable individuals should be preserved.

81 km 20+562. Both sides of the gully on the new bridge site The new road along the given section does not coincide with the old mains and under the project, it will become necessary to cross a woody section and build a new bridge. Accordingly, a certain amount of plants and trees will be subject to cutting down. Along this section, there grow Georgian oak trees (Quercus iberica), beech (Fagus orientalis), field maple (Acer campestre), common elm (Ulmus minor) on the both banks of the river.

Out of bushes, blackberry (Rubus sanguineu), Caucasian hornbeam (Carpinus caucacica), hawthorns (Crataegus spp.), dog rose (Rosa canina), etc. grow here. This section, as the adjacent territory to the existing mains, has been already subject to negative impact. There are cases of incorrect timber production registered on the given site. The forest is sparse and is mostly made up of small-diameter trees.

However, despite the above-mentioned, this section is to be paid a particular attention due to occurrence of individual trees of Georgian oak (Quercus iberica) and trees of oriental hornbeam (Carpinus orientalis) with a large diameter. Forest stripe subject to clearing must be carefully surveyed and threes marked for cutting prior to their removal. This will allow to minimize removal of more valuable trees to minor adjustments during construction and to make accurate calculations for compensation.

82 When smothening road curves and working on the road sholders, contracotr, under oversight of the supervisor, must avoid any unnecessary disturbance to the speciment of the Georgian oak (Quercus iberica) and oriental hornbeam (Carpinus orientalis). In particular, the roadbed should be accordingly corrected by the constructing contractor during the construction activities so that separate valuable individuals should be preserved. This provision will be included in the construction contracts and compliance will be monitored. km 22+.760 Along the given section, where an old branch pipe is to be replaced by a new one, there grow following species: Georgian oak trees (Quercus iberica), Caucasian hornbeam (Carpinus caucacica), field maple (Acer campestre) and willow (Salix spp.). Buckthorn (Hippopae rhamnoides) is growing in quite great quantities along the both sides of the road.

During the construction, it may be recommended to re-plant the impacted buckthorn bushes to the nearby areas. km 23+250 at the river Iori Willow and aspen forests are growing along the given section, and already degraded fragments of a floodplain forest are fixed here, too. There are aspen (Populus canescens), willow (Salix spp.), common elm (Ulmus minor), field maple (Acer campestre), etc. spread here. Out of bushes, buckthorn (Hippopae rhamnoides), tamarisk (Tamarix ramosissima), blackberry (Rubus sanguineu), etc. should be mentioned. In case of building an alternative variant of the bridge, some of the buckthorn specimens along the given section would have been subject to the direct impact. At present, under the approved project (rehabilitation of the existing bridge), such impact is less possible. Still, during the construction, it is recommended to consider the existence of buckthorn (Hippopae rhamnoides) along the given section and try to maximally preserve the valuable individuals.

83 Past village Sasadilo, there are quite degraded beech-oak-hornbeam forests growing.

The given section is not distinguished for high sensitivity, as the existing infrastructure has already had a negative impact on it. Accordingly, when widening the road it is recommended to consider the growing Georgian oak trees (Quercus iberica) along the given section and preserve valuable individuals as far as possible.

At km 48 – km 53, past the village Tetritsklebi, there is beech-and-oak forest growing. The forest-forming species on the given site is beech (Fagus orientalis) forming high-productive plantations. Along the given section, on the both sides of the road, Caucasian hornbeam (Carpinus caucacica), Georgian oak trees (Quercus iberica), common elm (Ulmus minor), box elder (Fraxinus excelsior), field maple (Acer campeste), wild service tree (Sorbus torminalis), Caucasian mountain ash (sorbus caucasigena) grow mixed with the beech forest.

84 Along the given section, the density of the plantations is increasing, reaching 0.6-0.7 at some sites, and the average tree diameter is 35-40 cm. The forests of high conservation value are located in in the area along the road at km 48-49. As for the forest along other sections, adjacent to the road, it is mostly degraded and sparser, and made of small-diameter trees. Deeper in the forest, 50 m and more from the road, the forest density and tree diameter significantly increase.

During the construction activity along the given section, presumably the beech forest will be subject to the direct impact. During the road construction, the preservation of the high-value individuals of beech (Fagus orientalis) growing along this section and implementation of eco- compensation measures along the given section (km 48-49) are recommended.

From km 54 to km 60 There is beech-and-hornbeam forest growing adjacent to the road. The forest on the both sides of the road is a mixed one with beech (Fagus orientalis), Caucasian hornbeam (Carpinus caucacica), Georgian oak trees (Quercus iberica), common elm (Ulmus minor), box elder (Fraxinus excelsior), field maple (Acer campeste), etc. In addition to the hardwoods, there is an artificially grown pine forest on the both sides of the road.

As already mentioned, some of the trees may need cutting down when widening the road. Along this section, small areas with tress of valuable species alternate with areas with no occurance of such species. Accordingly, it is recommended to preserve trees of valuable species, such as the Georgian oak (Quercus iberica) and beech (Fagus orientalis) to the extent possible. Eco- compensation measures (compensation planting of young trees) are recommended as the compensation for the damage inflicted to the sensitive areas.

85 Fauna There are 25 species of the Red List of Georgia found in the region, with 5 mammal species among them, which feed and dwell in the forests. Brown bear and lynx seasonally migrate within the project area, however rehabilitation of the Vaziani-Gombori-Telavi road within its existing alignment will not have significant impact on the migration routes or habitats of these mammals or on the 8 Red List insect species and 12 bat species found in the region. The nests of Egyptian Vulture and Griffon Vulture on the slopes of mountain Tsivi are particularly sensitive and a nest of a pair of golden eagles is still expected to survive here. Civil works near the Gombori pass (mountain Tsivi) will commence at a later stage of the project implementation, once the detailed engineering design is produced for the second section of the road. As part of the detailed design, site surveys will be carried out to obtain detailed information on the nesting locations, and any mitigation measures required to avoid disrupting them will be included in the updated EMP at that time.

86 Sasadilo

Highly Sensitive Moderate Sensitive Floodplain Forests Forest Ecosystems Moderate Sensitive Forest Ecosystems

Udjarma

Fig. 21. Map of Ecologically Sensitive Sites

87 Fig.21. Map of Ecologically Sensitive Sites (Highly sensitive mountainous forests Km 46 - 60

88 Fig. 22 Geohazars Sites

89 The existing road starts on km 0+00 and ends to the north-east direction for 10 km distance up to the right bank of the river Iori (Tributary N1) , next the road changes the alignment and runs to the south-north up to the village Sasadilo (The mouth of the river Gombori 25+800). On the start section the route outlines few watercourses and channels, three 11 km long right side water courses (among them are tributaries N 1 and N4, Ambriaskhevi, Zagliantkgevi) and other water courses having small width basins 2.5 km are outlined in the south-north direction. The right side tributaries take start from the east slope of Ialno ridge. The downstream is strong and is distinguished with frequent development of torrential processes.

On km 23 the route crosses the river Iori and passes over the left side, here only small tributaries are crossed by the route.

From the mouth of the river Gombori 1 km the route crosses over the right bank (bridge N8) and goes along the right side up to the village Gombori, where the water courses streaming down the slopes are outlined, with length 2-6.4 km. Mostly the downstream water courses have the debris torrential character. Following the cross over the river Gombori and to the next the river Turdo cross over, the route alignment is of West- East. From the village Gombori up to Gombori pass the route crosses over only one tributary (river Gombori tributary) with length 6.4 km. (Teknianiskhevi, bridge N 11, km.p. 31+430) and within the river start zone the route crosses two tributaries with length 4 km (bridges N 12 and N13)- the length of rest basins not exceeds 2- 3 km.

Following the crossing of the river Turdo (bridge N14) the route runs to the end of its right bank (village Vardisubani) and crosses the watercourses with small basins out of which the length of four (Psitianiskhevi, Mgvrie, Susanskhevi and one unnamed tributary) is 4-5 km. In addition these tributaries are characterized with torrential development.

Ground waters The existing road crosses the molassa of the Tertiary terrigenous deposits Cretaceous carbonate rocks and Miopliocene molassa, and alluvial and prolluvial sediments within the zones of river- crossings. The Cretaceous carbonate and Miopliocene molassa conglomerates are characterized by high water-content of deep circulation. A certain proportion of them are discharged on the edges of the river gorges. Up to 10-meter-deep porous ground waters are mostly typical to alluvial-proluvial slope (deluvial) sediments. Pollution of ground waters during the building and rehabilitation works is virtually excluded.

The project area is entirely within the 8 degree seismic zone.

Sites of archeological interest The most important archeological-architectural monument along the given section of the road up to Telavi is a fortress Ujarma. The monument is located on the side of Tbilisi-Gombori-Telavi road, on the right bank of the river Iori, 45 km from Tbilisi. Yet, the monument is located at a sufficient distance not to be affected by the project. The Datunaant Church is located 1 km south- west of Ujarma, out of project impact.

There is a three-nave basilica of the mature middle centuries survived in village Otaraani, out of project impact.

The Dzveli Shuamta monastery is located in Shuamta forest, about 7 km from Telavi, which is the architectural complex of the V-VII cc. buildings. The Akhali Shuamta Monastery is located 2-3 km from the Dzveli Shuamta, out of project impact.

There are no known historical or cultural sites which will be affected by the project, though provided that the road passess through the area rich in historical heritage, chance finds may occur during the earth works.

Social Aspects Below is the list of villages crossed or adjacent to the existing or alternative routes. The socio- economic background of these villages is given in Appendix 3.

Region/Village Alternative route Crosses/runs in the vicinity

Gardabani Region All Crosses Sartichala II Crosses Muganlo Main, I and III Crosses Telavi Region The city of Telavi All Crosses Main and III Crosses Tetri Tsklebi Variant I runs in the vicinity Main and III Crosses Kobadze Variant I Runs in the vicinity Pantiani Main, I and III Runs in the vicinity Salebeli Main, I and III Runs in the vicinity Serodani Main, I and III Runs in the vicinity Sagarejo Region The city of Sagarejo Patardzeuli Variant II Crosses Ninotsminda Variant II Runs in the vicinity Ujarma Main Crosses Paldo Main Crosses Variant I and III Crosses Khashmi Main and II Runs in the vicinity Askilauri Main Crosses Gombori Main and III Crosses Verona Main and III Crosses Sasadilo Main Crosses

92 6 ANTICIPATED ENVIRONMENTAL IMPACTS

6.1 SUMMARY OF ACTIVITIES AND ANTICIPATED IMPACTS

This paragraph provides brief description of anticipated site-specific impacts related to the design, construction and operation phases of Upgrading and Reconstruction of the Vaziani- Gombori motor road. . Environmental Impacts – Design and Pre-construction Phase

# I. Design Related Impacts Comments 1 Alignment alternatives and potential The route selection is the most important measure impacts: allowing to avoid most severe geohazards and ƒ geohazards prone sites environmental impacts at the design stage. ƒ sensitive ecosystems The preferred routes are selected based on analysis of ƒ archaeology alternatives. ƒ landuse The selected option is optimal in terms of minimizing geohazard risks, ecological and social impacts

2 Siting alternatives for borrow pits, waste Dust/air pollution, water pollution, landscape degradation disposal sites, asphalt mixing sites, impacts will depend on proper siting at the detailed workers camps, fueling and storage engineering stage or at the mobilization stage (planning places and equipment yards conducted by the constructing contractor)

3 Soil Erosion – Design of temporary and Proper design is important for minimizing erosion and permanent drainage systems, retaining secondary impacts: landscape degradation and increased walls, berms and embankments, design sedimentation of watercourses, slow destruction of the of anti-erosion engineering measures highway pavement and reinstatement plan

4 Planning and design of interchanges and Interference on local transportation and access; interception sites Safety of traffic;

5 Compliance with international design Safety; efficiency of operations and maintenance standards

6 Noise and traffic emission nuisance Noise and emissions related to traffic are tangible only in densely populated areas where the residential houses are located close to the road.

7 Bridges, viaducts, interchanges and Proper design defines level of safety and risks of road flood protection installations destruction related to flooding, landslides, rockfalls etc. Implementation of drainage systems is important for the maintenance and safety 8 Damage of infrastructure elements. The road crosses electric power transmission systems, water supply and irrigation pipilne systems and channels. At the design stage it is important to consider protection and reinstatement of this infrastructure

93 Environmental Impacts - Construction Phase

# Potential Impacts During Rehabilitation Works Severity Sites

1 Destruction of natural landscape (relief, soil cover, Minor Whole alignment; vegetation, and wildlife) in the right-of-way occupied Landscapes of Moderate Sensitivity and by the highway. length of the forest strips to be cleared: Km 11-13 (1,2km) Km 15-25 (4km) Km 30-36 (4km) Km 44.5 – 46 (0.2km)

Bird nesting sites on the mountain Tsivi

Km 20+500 construction of a bridge will affect 0.1 ha of the floodplain forest 2 Destruction of natural landscape (relief, soil cover, Medium Borrow pit sites (e.g. Iori floodplain). vegetation, and wildlife) on the access roads, in the The impact of the project is minimal, as borrow pit sites, waste dumps, construction camps the quarries are already operated by and equipment yards. licensed companies without regard to the project.

Waste dumps, construction camps and equipment yards to be defined at the pre-construction stage by the constructing contractor. 3 Landslides, slumps, slips and other mass movements High Major geohazards: in road cuts triggered by the construction activities. Existing landslides near v. Gombori and Gombori pass (see the geological map) could be activated by the construction activities. Besides, the natural landsliding process (without regard to construction activities) should be considered as a risk factor for the road. Minor geohazardous processes within the 1 – 27 Km zone: landslided slope PK 197+06 –PK 197+30.

Pidnis Khevi PK 141+65 Lateral erosion of river bank. 4 Erosion stimulated from fresh road cuts and fills and Medium Most part of alignment after Km 11, temporary sedimentation of natural drainage ways. which passes hilly and mountainous Erosion of lands below the road bed receiving landscape concentrated outflow from covered or open drains. 5 Increased suspended sediment in streams affected by Minor Most part of alignment after Km 11, erosion at construction sites and fresh road cuts, fills which passes hilly and mountainous and waste dumps. Declined water quality and landscape increased sedimentation 6 Impact of construction activities on aquatic Minor to Rivers: ecosystems of the rivers and streams crossed by the Medium r. Iori (Km 11-25), highway r. Gombori (Km 25 – 35), r. Turdo (Km 50 – 57) smaller rivers and streams 7 Soil and water contamination during construction by Minor Contamination risks for the surface oil, grease, fuel and paint in the RoW, access roads, water (rivers): construction camps and equipment yards and asphalt r. Iori (Km 11-25), mixing sites. r. Gombori (Km 25 – 35), r. Turdo (Km 50 – 57) smaller rivers and streams Soil contamination: Along the whole alignment;

94 Camps, equipment yards and asphalt mixing sites to be defined by constructing contractor

8 Poor sanitation and solid waste disposal in Medium Camps will not provide accommodation construction camps and work sites (sewerage, for the workers. They will live in sanitation, waste management) nearest villages. Sites -to be defined at preconstruction stage by the constructing contractor 9 Construction wastes alongside the RoW and roadside Medium Whole alignment; litter. Spoil – mainly generated at cut sites;

Demolition of old pavement – along the whole alignment;

Concrete and metal constructions Demolition of old culverts and bridge constructions during the rehabilitation process. Roadside litter and garbage All worksites 10 Air pollution from vehicle operations during Minor to Near the settlements: construction in populated areas traversed by the Medium Udjarma, Paldo, Sasadilo, Gombori, highway, notably metropolitan areas or densely Kobadze, Tetri Tsklebi, Telavi settled rural areas. Local dust. 11 Air pollution from asphalt plants. Medium Supplier site 12 Noise pollution from vehicle operation during Minor Near the settlements: construction in populated areas traversed by the Udjarma, Paldo, Sasadilo, Gombori, highway, notably metropolitan areas or densely Kobadze, Tetri Tsklebi, Telavi settled rural areas. Local noise. 13 Poaching by construction workers Minor r. Iori, Gombori, Turdo Gombori forests 14 Creation of temporary breeding habitats for mosquito Minor Whole alignment vectors of disease e.g. sunny, stagnant pools of water. Creation of stagnant water bodies in borrow pits, quarries, etc. suited to mosquito breeding and other disease vectors. Recontamination by infectious biological materials (e.g. Anthrax) during earth works near the pest holes (i.e. not registered Anthrax sites) 15 Health hazards by noise, air emissions and dust Minor to Near the settlements: raised and blown by vehicles during construction Medium Udjarma, Paldo, Sasadilo, Gombori, activities. Kobadze, Tetri Tsklebi, Telavi 16 Archaeological chance finds High The whole alignment: Mostly near the known sites near v. Udjarma 17 Hazardous driving conditions where construction Minor Whole alignment interferes with pre- xisting roads. Near the settlements 18 Impact on existing infrastructure Medium Near the settlements mainly near v. The highway is crossing or bypassing in close tor High Udjarma and Gombori vicinity to several important infrastructure systems: 1. power lines 4 kilowatt - 2.525 km 6 kilowatt – 2.240 km

2. Irrigation channels, culverts Irrigation channel Km 5+230–Km 5+500. relocation of irrigation canals and culverts (different diameters) on some sections from Km11+070 to Km 26+500, total length 4259 m. 19 Accident risks associated with vehicular traffic and Minor Whole alignment; transport, that may result in spills of toxic materials, Most sensitive sites are near the detonation of explosive load, injuries or loss of life settlements: Telavi, v. Udjarma and Gombori

95 Character of Main of the Anticipated Impacts - Construction Stage

Character of impact

e y l e r b l i a l

Activity Impact e b s t r i a e v r c s o i u v t e e t i r p c d t r v a e i i i e e s g v m s r d r e i e e e o r n T R I D I P N R Land clearance and Destruction of natural + + + + grading in the RoW landscape, habitats, erosion Emissions + + + +

Noise, vibration + + + + Ground pollution and/or + + + + waste generation Ground and surface water + + + + pollution Construction of the new Destruction of natural carriageway; pavement landscape, habitats, erosion Emissions + + + + Noise, vibration + + + + Ground pollution and/or + + + + waste generation Ground and surface water + + + + pollution Exploration of borrow Destruction of natural + + + + pits landscape, habitats, erosion Emissions + + + + Noise, vibration + + + + Ground pollution and/or + + + + waste generation Ground and surface water + + + + pollution Transportation of sand, Destruction of natural gravel, stones from landscape, habitats, erosion borrow pits. Material Emissions + + + + supply. Noise, vibration + + + + Ground pollution and/or + + + + waste generation Ground and surface water + + + + pollution

96 Demolition of part of Destruction of natural existing pavement landscape, habitats, erosion during rehabilitation of Emissions + + + + the existing carriageway Noise, vibration + + + + Ground pollution and/or + + + + waste generation Ground and surface water + + + + pollution Disposal of spoil and Destruction of natural + + + + wastes landscape, habitats, erosion Emissions + + + + Noise, vibration + + + + Ground pollution and/or + + + + waste generation Ground and surface water + + + + pollution

97 Environmental Impacts - Operation Phase

# Potential Long-term impacts of Highway Severity Sites Rehabilitation Project (Impact of Physical Installations; Traffic and Emergencies) 20 Long-term degradation of natural landscape (relief, soil Minor Whole alignment; cover, vegetation, habitats) in the certain part of the right- Sensitive forested areas Km 11 of-way (land strips adjacent to the highway – affected by – 25 construction activities). Km 30 – 36 Km 48 - 60 21 Long-term degradation of natural landscape (relief, soil Minor yards to be defined at the cover, vegetation, habitats and wildlife) on the access preconstruction stage roads, in the borrow pit sites, waste dumps, construction camps and equipment yards. 22 Landslides, slumps, slips and other mass movements in Medium egzisting landslides near v. road cuts and adjacent territories stimulated or triggered Gombori and Gombori pass by the project (woodcutting and clearance of slope vegetation, change of drainage patterns, change of relief and soil compactness etc.).

23 Erosion from road cuts and fills and temporary Medium Most part of alignment, which sedimentation of natural drainage ways. passess hilly and mountainous Erosion of lands below the road bed receiving landscape concentrated outflow from covered or open drains. 24 Landscape disfiguration by embankments and deep cuts, Medium Most part of alignment, which fills and quarries. Marred landscape (scars from rod cuts, passess hilly and mountainous induced landslides and slumps etc.). landscape 25 Increased suspended sediment in streams affected by Minor Most part of alignment, which erosion at construction sites and fresh road cuts, fills and passess hilly and mountainous waste dumps. declined water quality and increased landscape sedimentation. 26 Soil and water contamination by oil, grease, fuel and Minor Most part of alignment paint alongside the highway 27 Air pollution from asphalt plants during maintenance Minor Most part of alignment works. 28 Air pollution from vehicle operation, in populated areas Minor Near the settlements: traversed by the highway, notably metropolitan areas or Udjarma, Paldo, Sasadilo, densely settled rural areas. Local dust. Gombori, Kobadze, Tetri Tsklebi, Telavi 29 Noise pollution from vehicle operation, in populated Minor Near the settlements: areas traversed by the highway, notably metropolitan Udjarma, Paldo, Sasadilo, areas or densely settled rural areas. Gombori, Kobadze, Tetri Tsklebi, Telavi 30 Roadside litter. Medium Most part of alignment 31 Creation of a new pathway for disease vectors affecting Medium Most part of alignment humans and animals. 32 Creation of a transmission corridor for diseases, pests, Medium Most part of alignment weeds and other undesirable organisms

33 Health hazards by dust raised and blown by vehicles. Minor Near the settlements: Udjarma, Paldo, Sasadilo, Gombori, Kobadze, Tetri Tsklebi, Telavi 34 Obstruction of routes from homes to farms, etc, Minor Near the settlements increasing travel time. 35 Accident risks associated with vehicular traffic and Medium Near the settlements transport, that may result in spills of toxic materials Most part of alignment injuries or loss of life(see 'Hazardous Materials Management' section), injuries or loss of life (see 'Public Health and Safety section)

98 Character of Main of the Anticipated Impacts - Operation Stage

Character of impact

e r y l e o r b l i a l m

Activity/Factor Impact e b s t r i r a e v r c s o i e u v t e e t t r i p c d - t r v e a i i i e g e s v g m s r d r n e e e i e o r n o l T R I R N P D I Physical existence of Destruction of natural + + + linear installation landscape, habitats, erosion Emissions

Noise, vibration Ground pollution and/or waste generation Ground and surface water pollution Traffic Destruction of natural landscape, habitats, erosion Emissions + + + Noise, vibration + + + Ground pollution and/or + + + + waste generation Ground and surface water + + + + pollution Maintenance works Destruction of natural + + landscape, habitats, erosion Emissions + + + Noise, vibration + + + Ground pollution and/or + + + + waste generation Ground and surface water + + + + pollution Accidents Destruction of natural + + + + landscape, habitats, erosion Emissions + + + + Noise, vibration Ground pollution and/or + + + + waste generation Ground and surface water + + + + pollution

99 6.2 IMPACTS RELATED TO AIR EMISSIONS

Air emission related impacts and mitigations are usually considered as most typical and significant issues for the road rehabilitation projects. This issue is in more details discussed in annex 5. Here we provide brief summary of the analysis.

Operation Phase

Emission impacts related to current and planned conditions of traffic.

Calculation of traffic related emissions have been conducted based on the provided information about the current and anticipated traffic intensity (for years 2009 and 2028 ; see table 1). Calculations have been carried out for 500m long section (traffic intensity is almost the same for different subsections of the same length) ) and the data sheets are provided in annex 5 (data sheets 1.1 and 1.2).

Table 1

Year Light vehicle minibus busses and Trailers Total trucks 2009 915 180 98 24 1217 2028 2431 480 261 64 3242

Using the proposed method the air quality modeling for unfavorable meteorological conditions has been performed considering the area of rectangle (700m x 100m) with centerline coinciding with the highway centerline. Spacing was taken as 50m. In addition, maximal concentrations of harmful substances have been calculated in two points: at a distance of 25 m (point 1) and 50m (point 2) athwart to the centerline.

Graphical diagrams reflecting the modeling details are presented in annex 5.

According to the modeling data maximum concentrations of harmful substances in check points 1 and point 2 for different sections is, as demonstrated in the table below:.

Harmfu Substance Current Situation Anticipated for 2028

1 2 1 2 of check point 0,3 0,2 0,72 0,45 NO2 0,0085 0,0052 0,02 0,01 NO 0,002 0,0013 0,0045 0,0028 Soot (PM) 0,04 0,04 0,04 0,04 SO2 0,09 0,09 0,11 0,10 CO 0,0017 0,001 0,0034 0,0021 Benz(a)pyrene 0,0063 0,0039 0,02 0,0095 Formaldehyde 0,0017 0,001 0,0048 0,0029 Fractions of benzine 0,0038 0,0023 0,0092 0,0057 Fractions of kerosene 0,31 0,24 0,73 0,46 Impact summation groups (NO2 and SO2)

100 As it is demonstrated by calculations, maximum concentrations of harmful substances for current trafic conditions do not exceed Maximum Admissible Concentrations (MAC) and traffic related contamination at the territories adjacent to the highway is not expected to be significant in nearest future.

Mitigation of the impacts related to the increased traffic emissions during following years could be subdivided on local /project-specific measures and general regulatory/policy measures .

Local measures: proper planning of greenery planting to screen emission impacts on the settlements.

General measures: state control over the fuel quality and engine maintenance and technical compliance.

Construction Phase Impacts of construction related emissions and dust and relevant mitigation measures are discussed in p. 7.4.

6.3 IMPACTS RELATED TO NOISE

Noise is usually considered as most typical and significant impact characteristic for the road rehabilitation projects. This issue is in more details discussed in annex 6. Here we provide brief summary of the analysis.

Construction Phase

As a result of rough estimation of construction related noise, we can assume that the construction noise impact will not exceed radius of 320m. Temporary and slight increase of the noise level near the construction ground within the 350m radius is acceptable impact. This means that the rural settlements will not be affected significantly. Neither ecologically sensitive area will be disturbed by the noise nuisance. However, mitigation of this impact is possible by engine maintenance practice and avoidance of engine work in non-operational mode. The only limitation that could be recommended is to prohibit the night-time works (between 10 pm and 6 am). at the section near the City v. Udjarma and Gombori and other settlements. The night-works at other sites that are located far from settlements could be carried out without limitation.

Operation Phase

Currently traffic related noise will not affect significantly area out of 10m from the road. The impact is not expected to increase significantly even in 2028, when the traffic intensity is expected to increase 3-fold as compared with the current situation. The impact of the increased traffic will be to certain extent compensated by improvement of road characteristics (geometrical and pavement) and better driving conditions. For the forecasted traffic intensity the noise impact will be acceptable out of 20m distance from the road boarder. Despite very rough semi- quantitative estimations, we consider that the reconstruction of the road will not require implementation of costly mitigation measures, like installation of special noise barriers2. In

2 Noise barriers have their own negative impact creating acoustic corridors (tube effect) if applied in narrow streets, and besides, they affect adversely the visual aspect of landscape (particularly, urban and rural landscapes). Therefore, the noise barriers should be used only when they are absolutely necessary. 101 villages Udjarma and Gombori, where the residential houses are located close to the road, municipalities may consider constructing of high solid wooden or brick/stone walls, where they do not exist. The additional mitigation measures should be: a) limitation of traffic velocity; b) implementation of engine maintenance control mechanisms.

6.4 OTHER TYPES OF CONSTRUCTION RELATED IMPACTS

Construction Related Impacts within the RoW

Pollution and Waste

Improper handling, storage, use and disposal of construction materials and wastes could pose a risk of water/ soil contamination at the construction site and storage site. Improper maintenance and fuelling of equipment could also lead to the potential contamination of soil/ water.

Soil Pollution

Potential pollutants from a project of this nature include the following (this list is not exhaustive): • Diesel fuel, lubrication oils and hydraulic fluids, antifreeze, etc. from construction vehicles and machinery • Miscellaneous pollutants (e.g. asphalt, cement and concrete) • Construction wastes (packaging, stones and gravel, cement and concrete residue, wood, etc.) • Extremely small amount of hazardous wastes (e.g. waste oils, oily rags, spent filters, contaminated soil, etc) constituting about 0.1% of total amount of the wastes.

Water Pollution

Water pollution may result from a variety of sources, including the following: • Spillages of fuel, oil or other hazardous substance, especially during refueling • Silt suspended in runoff waters (“construction water”) • Washing of vehicles or equipment or disturbance of watercourse banks and bed during watercourse crossings by heavy machinery • Exposure of contaminated land and groundwater

Spillages etc may travel quickly downhill to a watercourse or water body. Once in a watercourse, it can be difficult to contain the pollution which can then impact over a wide area downstream. It is therefore vital that prompt action is taken in the event of any potential water pollution incident.

Once the working width has been stripped of topsoil, the subsoil becomes exposed. During earthworks in a wet weather this may result in uncontrolled release of suspended solids from the work area

Following surface water objects (rivers) are under potential impact: r. Iori (Km 11-25), r. Gombori (Km 25 – 35), r. Turdo (Km 50 – 57) other smaller rivers and streams.

102 Construction Related Wastes:

Spoil and Inert Construction Wastes

The following types of inert waste are anticipated to be produced from these activities: • Generated spoil and removed asphalt or concrete and elements of demolished installations. • Contaminated soil; (low probability and amounts)

Volume of earthworks: - cut – 148090 m3 - fill – 346170 m3 Construction of fill shall be done of soil transported from quarry as well as soil excavated in cut (see table of volumes of earthworks in accordance with kilometers).

The above provided estimations of the cut and fill are relevant to the first 27km of the project road. The rest data will be available at the detailed design stage for the other subsections. However, the rough estimation provided by engineers presents at least 2-fold increase of both cut and fill on the rest 39km-s to be constructed during the 2nd phase. Therefore the total figures for the whole alignment could be estimated as:

- cut – 450000 m3 - fill – 1050000 m3

Other inert construction wastes generated during the phase 1 project.

3 Dismantling of reinforced concrete barriers Pole unit/m 3/0.23 and transportation to dumpsite (Linear m -35) Post unit/m3 15/1.29

103 Non Hazardous Construction Wastes In summary the main non-hazardous construction wastes will include the following: • Timber (small amount of removed trees and bushes). • Metals (including scrap metal and wire) – negligible amount of metal waste is expected.

Hazardous Construction Wastes Small quantities of the hazardous wastes will arise mainly from the vehicle maintenance activities. A number of hazardous wastes, which could be generated, include: • liquid fuels; • lubricants, hydraulic oils; • chemicals, such as anti-freeze; • contaminated soil; • spillage control materials used to absorb oil and chemical spillages; • machine/engine filter cartridges; • oily rags, spent filters, contaminated soil, etc)

The hazardous waste is expected to constitute in average about 0.1% of total amount of the wastes. According to local legislation (Order #36/N of the Minister of Labour, Health and Social Protection of 24.02.2003) small amounts of certain types of hazardous wastes could be disposed on municipal landfills. Disposal of the most part of hazardous wastes should be agreed with the MoE and local authorities.

Recontamination by infectious biological materials (e.g. Anthrax) is a potential threat during earth works near the pest holes (i.e. not registered Anthrax sites). The risks are related to the fact that a large amount of the spontaneous burial sites is not registered by the relevant authorities.

Topsoil losses due to topsoil stripping • Topsoil washout due to improper storage and reinstatement • Silt runoff to watercourses and water bodies • Exposure of contaminated land

Flora Project activities will require removal of individual trees along the road bed during arrangement of road shoulders within the excising alignment, and clearing of forest vegetation in several fragments along the existing right-of-way, where minor re-alignment is required for smoothening deep curves of the road. Below provided is the location and length of the forested stpires of land which require clearing.

Km 11-13 (1,2km) Km 15-25 (4km) Km 30-36 (4km) Km 44.5 – 46 (0.2km) Km 48 – 59.5 (11.5km)

Kilometer- Length of the Total The width cut Area of the cut down posts (KP) crossed forest roadbed down during the forest, sq. m. section (km) width road widening, m 11-13 1.2 40m 28 33600 15-20 1.95 24 12 23400 20-25 1.85 24,5 12,5 23100 30-35 2.2 28 16 35200 34-35 1.0 35 23 23000 104 35-36 0.8 35 23 11500 44.5-45 0.5 40 28 14000 45-46 0.8 40 28 22400 Kobadze- 0.2 25 13 2600 Tetritsklebi 48-50 2 22 10 20000 50-55 5 22 10 50000 55-59.5 4.5 22 10 45000

Total area, sq. m. 303800 sq.,m Total area, ha 30.38ha

Fauna. Potential impact on ichtyofauna is related to the possible pollution of the rivers by increased sediment runoff during earthworks and contamination due to improper fuel and waste management. First of all rivers Iori, Gombori and Turdo should be considered. Construction related noise and emissions are not too much disturbing for waterfowls. Poaching practiced by the workers could be a minor (unlikely) issue for the waterfowls. The mentioned impacts are of low probability, temporary, insignificant and manageable. With regard to the biological environment it is important to note, that the upgrading of the existing road, as it is designed, will not cause the loss of valuable habitat or ecosystems, or new fragmentation of currently undisturbed natural habitats. However, certain mitigation measures would be required to prevent low probable and small scale impacts on bats and small animals.

Landscape. The project design does not envisage substantial changes of valuable landscape. However, certain impact is imposed at the sites where land clearance is required for construction of new sections (improvement of geometry) or widening the road in a forested area. The impact on forest is described above.

Water use. Water will be required for maintenance works and for dust protection measures (water bowsers). The amount of required water is not high and the sources exist in the vicinity of the project sites (rivers). However, the water intake and discharge limits should be calculated and relevant regulations should be met by the constructing contractor.

Impacts on Archaeological Sites. Land clearance works, grading and excavations are associated with the risks of damaging underground archaeological remnants. Most expected archaeological sites are listed in the annex 3. However, not listed sites could be as sensitive as already known archaeological sites. The known sites have been identified just during major construction works, particularly during construction of the existing highway. The other sites have not been studied systematically. During construction of the roads in Soviet times some archaeological artifacts have been destroyed. Therefore, special care should be taken not only at the new construction sites, but also at the sites where the existing motor road will be upgraded and widened.

Transport related impacts Heavy trucks are required to deliver required amount of inert materials to the needed sites within the construction corridor. Different types of impacts are anticipated in that regard: • Noise & Vibration Impacts • Traffic congestion (nuisance) • Air pollution (dust; emissions) 105 • Mud on roads • Refueling, maintenance and vehicle cleaning and related risks of soil and water contamination

Traffic Disruption. Intensive runs of heavy trucks are required to deliver required amount of inert materials amount of materials to the needed sites within the construction corridor. The construction sites impose certain safety risks for the population and, therefore, compliance with safety rules is important. Local traffic can be impacted by transport activities related to the project. The mentioned impact is temporary, insignificant and manageable. Long-term impact on local traffic should be beneficial.

Infrastructure. The main identified infrastructure elements that could be affected during construction activities are listed below: • electro power transmission lines • water supply pipelines • irrigation pipelines and channels • Power lines (4 kilowatt - 2.525 km and 6 kilowatt – 2.240 km) Irrigation channels, culverts - Irrigation channel Km 5+230–Km 5+500. - relocation of irrigation canals and culverts (different diameters) on some sections from Km11+070 to Km 26+500, total length 4259 m

Risks associated with the construction of bridges Reonstruction of relatively small bridges over the gorges and small streams, or replacement of the existing culverts with small bridges do not impose significant risks of changing the hydrological patterns or impacts for the water quality or ichtyofauna, so far as no activities are planned within the river channel. Here only nonspecific impacts, like mismanagement of refueling and vehicle washing activities is probable and to some extent – risk of contamination with the cement or concrete solutions. Construction of 53m long bridge on Km 20+500 (see p. 2.2.2) will affect 0.15 ha of the floodplain forest (trees and bushes to be cleared), but will have no water-related impacts as this bridge will not pass over a river.

Construction Related Impacts at the Quarrying Sites The estimated volume of earthworks for the whole alignment: - cut – 450000 m3 - fill – 1050000 m3 Most part of the cut materials will be used for filling. However, about 600000 m3 filling materials should be supplied from quarries and borrow pits. Besides, 149576 m3 of sand and gravel is required for phase I project and the amount of crushed aggregates and other inert materials also needed for construction are listed in p.3.4.

The exploration of the borrow pits should be conducted by the licensed companies or the constructing contractor has to obtain his own license. In addition to ensuring existence of quarrying license, construction supervisor, RDMRDI, and the Ministry of Environment and Natural Resources (through its Environmental Inspectorate) must monitor operation and reinstatement of borrow areas to ensure compliance with the terms of license issued as well as with the international good environmental practice.

106 The dust and emission impacts should be considered during planning mitigation measures, as well as potential river contamination due to improper fueling and vehicle operations. These additional potential impacts should be subject for the management plan.

Construction Related Impacts at the Camp Site

In fact, these are supposed to be the equipment yards (for 40 persons each) with 2 or 3 trailers but not complete construction camps. It is planned that the accommodation and sanitary-higienic facilities are available for the workers in the villages. The workers will not live in the trailers. The equipment yards could be located close to the villages Udjarma, Paldo and Sasadilo, as well as to the Vaziani area. The exact location will be selected by the constructing contractor. The potential impacts related to the construction and operation of the camp could be summarized as follows: • Potential damage of topsoil • Contamination related to fuel storage and fuelling operations • Waste management

Construction Related Impacts at the Asphalt Plant Sites

The asphalt will be provided to constructing contractor by the suppliers and, therefore, the asphalt plant related impacts are not direct impact of the project. However, the impacts of the asphalt plants (particularly emissions, waste disposal and pollution) should be considered as an indirect impact of the project due to the increased production of asphalt by the existing plants. Construction supervisor, RDMRDI, and the Ministry of Environment and Natural Resources (through its Environmental Inspectorate) must monitor operation of the asphalt plants to ensure compliance with the terms of environmental permit held as well as with the international good environmental practice. No asphalt must be purchased from the plants not hodling an effective Environmental Permit.

Direct impacts of the asphalt plants (landscape degradation; emissions and dust; noise etc.) should be considered in case if the constructing company will decide to use its own mobile asphalt plants. In that case relevant EIA should be prepared and the Environmental Impact Permit should be obtained for installation and operation of a plant.

107 7 MITIGATION MEASURES AND ENVIRONMENTAL MANAGEMENT PLAN

7.1 MITIGATION MEASURES

7.1.1 Mitigation of Construction Related Impacts

Prevention and Mitigation of Landslides and Other Geohazardous processes

The design is prepared considering 8 degree seismic zone and is relevant to existing seismic risks.

Major geohazards: Existing landslides near v. Gombori and Gombori pass (see the geological map): The detailed deign should include surface water collection and drainage systems, antierosion measures (berms, revegetation etc.) and retaining walls and gabions where required.

Minor geohazard issues for the phase 1 project (Km 1- 27): Landslided slope PK 197+06 –PK 197+30. Strengthening of landslide section of slope with cast in place piles (150m)

Lateral erosion of river bank in Pidnis Khevi Km 14+165. Strengthening of river bed with gabion walls is planned (80m length)

Besides that many local sites require retaining walls and gabions for reinforcement:

Construction of concrete bottom retaining walls PK linear m/ 65/110 142+95 –PK143+68 m3 linear m/ Construction of concrete upper retaining walls 374/618 m3 Construction of reinforced concrete bottom retaining walls PK linear m/ 15/88.1 192+11-PK 192+26 m3 Construction of reinforced concrete upper retaining walls on cast linear m/ 144/634.5 in place piles PK135+80 - PK137+24 m3 linear m/ Construction of gabion walls 352/1006.5 m3

Pollution Prevention Measures:

Water/ Soil Pollution. Specific mitigation measures should be implemented at the construction site for prevention of water and soil pollution:

Prevent operation of vehicles in the river and if there is no alternative, inspection of vehicles will be required to ensure that there is no leakage of fuel and lubricating materials.

Contractors will ensure the proper handling of lubricants, fuel and solvents. Fuel and lubricant storage tanks will not be located within 50m of any watercourse, well or dry gorges. All tanks will be placed in a bund of at least 110% of the tank’s maximum capacity. If more than one tank is stored within the bund, the system must be capable of storing 110% of the biggest container’s

108 capacity or 25% of their total capacity, whichever is greater. The bund will be impermeable (e.g. concrete-lined), without drainage points or other breaches. Accumulated rainwater in bunds will be pumped out of the bund to either drains or the ground if uncontaminated. In case of fuel spillage the spilled fuel should be recollected and contaminated bund treated by the absorbents: sawdust, sand or straw.

All fuel / hydrocarbon dispensing nozzles are to be of a drip control design and securely locked when not in use.

No fuel storage or refueling of vehicles or equipment will be allowed within 50m of any watercourse, water body, well, dry gorge or within any designated wetland area or aquifer. Vehicles will not be left without supervision during refueling process. All refueling operations on the working sites will use absorbent pads and/or straw to minimize spills, which will be put in place prior to the commencement of refueling operations. Ground water and surface water pollution risk will be reduced or eliminated in case of immediate removal of polluted ground. Soiled ground and absorbents will be removed, stored and treated as hazardous waste. In case of significant spill authorized and responsible person will be informed, works will be stopped till the elimination of pollution risk Refueling will always be carried out with the correct equipment (i.e. nozzles of the appropriate size), and only by suitably trained and experienced Refueling Operators. Fuel supply equipments will be regularly revised to prevent leakage due to inappropriate condition of refueling equipments. Equipment and storages will be isolated and guarded to prevent pollution due to cases of stealing or vandalism. All mobile plant, including but not limited to cranes, compressors, generators, bulldozers, excavators etc. and storage tanks will be maintained and operated such that all leaks and spills of materials will be minimized. Daily plant checks (Vehicle Maintenance Procedure) will be undertaken to ensure no leaks or other problems are apparent. Vehicle maintenance, cleaning, degreasing etc will be undertaken in designated areas of hard-standing, not over made unstable ground (embankments etc.). Water Tanks with sprinklers are envisaged for watering roads and machinery maintenance. Maintenance points will not be located within 50m of any watercourse, well or dry gorge. The storage of potentially polluting materials, refueling and maintenance of mobile plant within 50m of all watercourses/water bodies, dry riverbeds and within designated wetlands and aquifers will be prohibited.

Erosion control measures will be applied during construction activities to prevent increased runoff into the watercourses.

Contractor will plan all excavations, topsoil and subsoil storage so as to reduce to a minimum any runoff. Contractors will be required to organize and cover material storage areas and to isolate wash down areas from watercourses by selecting areas that are not free draining into any watercourse.

Where any area of the spread is at risk from silt pollution washing off into a watercourse of water body, effective measures will be put in place to ensure that such pollution does not occur. Such measures may include: • Use of silt fences • Use of straw bales to deflect and filter water • Use of a system of bunds and grips to prevent water from entering watercourses, etc. • Use of holding/settling lagoons to store water running off the spread. It is intended to use natural settling rather than flocculants to facilitate sedimentation following which clean water can be disposed.

109 Asphalt or wet cement and/or concrete will not be allowed to enter any watercourse, pond or ditch.

No impacts are envisaged on groundwater (depth is more than 5m), However, where there could be risk that the aquifer is directly affected by the works (i.e. the excavation will be through permeable / water-bearing strata), the methodology employed will ensure that no contamination can enter the aquifer. This may involve the use of impermeable layers being placed in the trench and/or the use of clay layer along the trench.

The disposal of excess soil, rock and inert construction materials

Estimated volume of earthworks: - cut – 450000 m3 - fill – 1050000 m3 Construction of fill shall be done of soil transported from quarry as well as soil excavated in cut. Most part of cut spoil will be used for filling the embankments. The rest will be deposed together with the demolished engineering structures (concrete and steel constructions). Demolished metal constructions – about 5.4 tones should be disposed as a scarp. Demolished asphalt pavement will be milled and reused.

For the first 27 km of the road section the amount of generated demolished concrete spoil is about 1018 m3. This inert waste together with certain part of spoil should be disposed.

Disposal of the spoil should be executed according following rules: - Allow local communities to utilize any excess rock, which may be left following reuse. Suitable access to the materials will be agreed with the local authorities in consultation with the community. - Transport any further material to the nearest spoil disposal sites agreed in consultations with the environmental services of the local authority, as well as Regional services of the MoE. The main purpose is not to damage valuable landscapes or soil deposits and other ecological sensitivities. For the rock disposal (if required) licensed borrow pits could be used. Rock disposal pits used for final disposal must meet the MoE requirements for Inert Landfills or Technogenic Rock Deposits and should be agreed with the MoE. For the disposal of spoil eroded and ragged (ravained) sites could be selected and agreed with MoE and spoil material could be used for improving relief and reinstatement of the eroded sites. The costs for disposal of the rocks within the private borrow pits should be agreed with the concrete owners. The spoil disposal in eroded sited will cost only the price of work related to transportation of spoil and reinstatement of eroded sites.

Constructing Contractor is obliged: • to agree with the Regional Services of MoE about sites for spoil and rock disposal • If required, to elaborate plan of spoil and rock disposal in accordance with the requirements provided by Regional Services of MoE (disposal plan; reinstatement plan etc. as requested by MoE) • Costs of the spoil and rock disposal should be included into cost break-down provided by constructing contractor within bidding proposal and should be reflected in the contract

Waste Handling

All other nonhazardous waste (garbage, litter etc.) from the construction sites and camps will be disposed on municipal landfills in cooperation with the official municipal waste operators.

110 The personnel involved in the handling of hazardous and non-hazardous waste will undergo specific training in: • Waste handling • Waste treatment; and • Waste storage. Burning of waste on any construction site is forbidden with the exception of stub and small branches from felled trees and bushes, which is better to be burned in order to avoid pest dissemination.

Hazardous Construction Wastes

Small quantities of the hazardous wastes will arise mainly from the vehicle maintenance activities (liquid fuels; lubricants, hydraulic oils; chemicals, such as anti-freeze; contaminated soil; spillage control materials used to absorb oil and chemical spillages; machine/engine filter cartridges; oily rags, spent filters, contaminated soil, etc). Taking into account absence of specific hazardous waste treatment facilities in Georgia, the common construction practice accepted by the authorities is to dispose the mentioned types of wastes at the municipal landfills.

Noise, dust and emissions

The settlements are not affected significantly by the construction related emissions. However, emissions of heavy machinery involved in the construction should be managed by proper engine maintenance practice and usage of good quality fuel. The work of engines in a no-operation mode should be excluded.

Relatively high impact is connected with the dust emissions, which hardly can be quantified. However, it is obvious that the earth works and transportation of gravel and other inert materials from borrow-pits will impose nuisance related with dust. This is temporary impact, and should be mitigated by periodical watering of the work sites.

According to noise modeling results (annex 6), the settlements or ecologically sensitive areas will not be disturbed significantly by the noise nuisance. Temporary and moderate increase of the noise level near the construction ground within the 350m radius is acceptable impact. However, mitigation of this impact is possible by engine maintenance practice and avoidance of engine work in non-operational mode. The only limitation that could be recommended is: • to prohibit the night-time (10 pm and 6 am) works at the densely settled sites, like village Udjarma or Gombori. The night-works at other sites could be carried out without limitation. • to limit the works performed near the residential or public houses to the absolutely necessary site-related works (specifically road rehabilitation works) and to arrange all auxiliary noisy works (like crushing conglomerates, milling demolished asphalt etc.) at sufficient distance from residential houses.

All vehicles shall be maintained so that their noise and emissions do not cause nuisance to workers or local people. Near the settlements, the rehabilitation activities will be limited to daylight working hours to reduce impacts. All vehicles will be checked and repaired in case of need to eliminate increased level of noise due to damaged parts.

Regular maintenance of diesel engines will be undertaken to ensure that emissions are minimized, for example by cleaning fuel injectors. Routine maintenance will be to a high standard to ensure that vehicles are safe and that emissions and noise are minimized. All plant

111 used on site will be regularly maintained so as to be in good working order at all times to minimize potentially polluting exhaust emissions. Vehicle refueling will be undertaken so as to avoid fugitive emissions of volatile organic compounds through the use of fuel nozzles and pumps and enclosed tanks (no open containers will be used to stored fuel).

If deemed necessary in dry conditions or where significant quantities of dust are being or are likely to be produced mitigation measures will be arranged with the Construction Manager. Mitigation measures will include: • Damping down using water bowsers with spray bars or other technical means; Minimum 2 browsers will be required for that purpose. However, the constructing contractor should not be limited by this figure, and if required additional browsers should be engaged. • Sheeting of construction materials and storage piles; and • Use of defined haulage routes and reductions in vehicle speed where required. Materials will be transported to site in off peak hours. • Materials transported to site will be covered/ wetted down to reduce dust. The construction site will be watered as appropriate. Protective equipment will be provided to workers as necessary. All vehicles will be checked and repaired in case of need to eliminate increased emission due to damaged parts Such measures will be used, where human or animal receptors lie within 300 m of the ROW

Protection of Quarrying Sites

According to preliminary estimations for the entire alignment, about 600000 m3 of filling materials should be supplied from quarries and borrow pits to fill the embankments. Besides, 149576 m3 of sand and gravel is required for phase I project and the amount of crushed aggregates and other inert materials also needed for construction are listed in p.3.4. The borrow pits location will be proposed by the constructing company. However, at this stage we can propose that the existing licensed quarries within the Iori floodplain near the v. Udjarma could be used for that purpose.

The exploration of the borrow pits should be conducted by the licensed companies. In case if the constructing company intend to perform quarrying activities, the company has to obtain related license. Potential impact of the increased quarrying activities on ichthyofauna, groundwater and landscape should be considered anyway. Validity of licenses for the abovementioned companies is a main mechanism to guarantee that most of impacts related to quarrying will be mitigated. License is provided by the MoE only on a basis of preliminary assessment (including limits and conditions for reinstatement). The Regional Services of the MoE and Environmental Inspectorate are in charge to control compliance of the quarrying company’s performance. In addition, the contract supervisor, to be commissioned by RDMRDI, must provide oversight on the operation and reinstatement of quarries to ensure compliance with the terms of an issued licenes as well as with the good international practice.

The measures aimed on mitigation of the dust and emission impacts, as well as potential river contamination due to improper fueling and vehicle operation, should be the same as above described pollution prevention measures, but control on this sensitive site should be more strict. Road Department and Constructing Contractor’s environmental personnel should pay more attention to this site during monitoring.

112 Protection of the Infrastructural Elements

During the mobilization and preconstruction stage required activities are planned to remove the existing transmission lines, water supply piplines and irrigation pipelines and channels to the safe sites. All of these infrastructural systems should be uninterruptedly functional during and after completion of construction activities. Permanent monitoring is required to avoid damage of the infrastructure systems, which are not removed. All the damaged systems should be reinstated.

Topsoil Protection The topsoil will not be handled by Contractor when the following conditions are observed: • The topsoil is frozen; • The site is experiencing persistent rainfall; • The topsoil is saturated; or • Handling will damage the structure of the topsoil.

Topsoil Storage The storage of topsoil in stockpiles, no more than 2m high with side slopes at a maximum angle of 450, will take into consideration the following: • Dedicated storage locations that prevent the stockpiles being compacted by vehicle movements or contaminated by other materials; • Segregation from subsoil stockpiles; • No storage where there is a potential for flooding; • No storage at less than 25m from river/streams, subject to site specific topography. In the event that the topsoil stockpiles experience significant erosion Contractor will implement corrective action such as installing erosion matting over the stockpiles if further surface compaction and/or seeding fails. Contractor will protect the stockpiles from flooding and run-off by placing berms or equivalent around the outside where necessary. Topsoil stockpiles will be monitored and should any adverse conditions be identified corrective actions will include: • Anaerobic conditions - turning the stockpile or creating ventilation holes through the stockpile; • Erosion - temporary protective silt fencing will be erected;

Subsoil Storage The storage of subsoil in stockpiles, no more than 3m high with side slopes at a maximum angle of 600, will take into consideration the following: • Dedicated storage locations where the stockpiles will not be compacted by vehicle movements or contaminated by other materials; and • Segregation from topsoil stockpiles.

In the event that the subsoil stockpiles experience significant erosion Contractor will institute corrective action such as installing erosion matting over the stockpiles.

Reinstatement of Topsoil. Topsoil removed from the highway itinerary will be used for reinstatement of the topsoil in the adjacent Construction Corridor affected by the project activities. Topsoil from the sites, which will not be reinstated to the initial conditions will be distributed carefully on the surrounding area. Topsoil will be reinstated separately from subsoil, with care taken to avoid mixing of the materials. The topsoil reinstatement will be sufficient to restore the fertile depth to the initial conditions as judged by the topsoil strip during visual observation and comparison of the reinstated site and adjacent land. When replacing the topsoil Contractor will program the works such that the areas furthest away from the stockpiles are reinstated first with reinstatement getting progressively closer to the stockpiles, thus reducing the

113 number of vehicle movements over the reinstated topsoil. The reinstated topsoil will then be harrowed, where practical, to protect the stability and promote vegetative growth.

Temporary Erosion Control Measures

The measures, by which Contractor will address the protection of “slopes” adjacent to the highway against erosion before permanent reinstatement, are outlined in this section. Temporary erosion control measures will be introduced as necessary, paying special attention to: • Construction activities that increase the potential for erosion from the slope sides and/or sediment mobilization in watercourses; • Straw bale barriers in locations requiring small volumes of sediment interception; Temporary erosion control measures will be left in place until the slopes are stabilized to the approval of Road Department. The purpose of temporary erosion control measures is to: • Interrupt surface water run-off; • Slow the velocity of water runoff to the extent practical; • Divert water off exposed check dam areas; • Prevent and minimize sediment transportation off the construction sites.

Final Reinstatement and Long-term Anti-erosion Measures

All the work sites (except permanently occupied by the road and supporting facilities) should be reinstated to its initial conditions (relief, topsoil, vegetation cover). So far as very limited woodcutting and bush clearance is required for the highway upgrading, preservation of top-soil is sufficient for reinstating the natural grass vegetation cover as well. Replanting of bushes and trees is considered below in a section “Landscaping and planting of greenery”.

Landscape Reinstatement and Offset Tree Planting Program

According to the Decision of the Georgian Government No 132of 11.08.2005, before the start up of the land clearance activities on the forested territories, it is required to precisely demarcate the required corridor, to prepare cadastral evaluation of the forest within the construction corridor and to mark all the trees to be felled. All of these activities are conducted by the constructing contractor via the specialized Subcontractor in consultation with MoE and with participation of the representative of the regional service of the Forest Department. The cost of preparing cadastral description of the RoW and compensatory planting program for 30ha forest equals 8000 GEL/per ha. The tree felling could be commenced only after getting formal permit of the MoE.

The compensatory planting program finally should be approved by the MoE, in particular through approving present EIA and issuing environmental permit. The compensation measures described in EIA should be specified and approved by the MoE Forestry Department, who provides final decision on compensation program, in particular, through approving the present EIA or provision of the conditions for the environmental permit. We provide the recommendations within the EIA, which are consistent with the international good practices. Taking into account the condition and ecological value of forests along the existing rout of the road, our recommendation is to implement Offset Tree Planting Program, which envisages planting of 3 young trees within the rigt-of-way against each tree felled during construction. Tree planting should be conducted considering the species composition of the forest. The total area to be cleaned is about 30ha. Although it should be mentioned that only 10% of this area constitutes forest stands with grown-up trees and trees of valuable species (km 48-49; km 50-60). The other sites are represented with low density forest with mostly small diameter trees. Planting ratio 1:3 proposed for this project exceeds the ratio used by RDMRDI in other projects (1:1.5). The reason

114 is that in those cases only artificial greenery plantations were compensated, while in present case the natural forest habitats are affected. However, final decision will be taken by the Forestry Department after completion of the detailed cadastral description of the affected forests.

Very rough estimation of the compensation program is provided below.

Fore determining timber resources per ha for the different species, following formula is used:

Oak Trees M=20(H-6)p H- avearhe height. p- density of trees average density has been taken as 0,4 M=20(20-6)0,4 anu M=112m3

Hornbeam M=21,7(H-6,5)p H= 20 m, p = 0,4 M=21,7(20-6,5)0,4 M=117m3

Beech M=21(H-4)p H = 25 metri, p = 0,4 M=21(25-4)0,4 M=176m3

In reality the density 0.4 is more relevant for sensitive sections (km 48 – 49; 50 – 60), while for the other sections 0,2 – 0,3 is more appropriate.

In average the timber resources per 1 ha = (112+117+176):3=135m3 – For the 30 ha= 30X135 m3=4050 m3

In average 1 tree provides 3-4 m3 of timber. 4050: 3=1350 an 4050: 4=1013

(References: M. Margvelashvili, 1961, “Forestry” gv.121.).

Therefore, according to very rough estimations the amount of trees to be felled is equal to 1500 trees per ha or 45000 per 30 ha. The average price of young trees is 4 Gel. The total cost of the trees to be planted – 162 000Gel.

Cost of cadastral description and felling of the trees for 30 ha is 240 000 Gel. Total compensation costs – 402000 Gel.

Identification and protection of nesting sites

The only anticipated potential impact on endangered or vulnerable species relates to a small number of nests of vultures and eagles near the Gombori pass (mount Tsivi). Civil works in this area will commence at a later stage of the project implementation, once the detailed engineering design is produced for the second section of the road. As part of the detailed design, site surveys will be carried out to obtain detailed information on the nesting locations, and any mitigation measures required to avoid disrupting them will be included in the updated EMP at that time. RDMRDI will estimate the cost of such surneys, which will be financed from contingecy allocation in the road designer’s contract. The cost of protection measures, if required, will be determined based on the results.

115 Protection of the cultural heritage

Despite the fact that the construction sites are not located near any known subterranean monuments or areas of an archeological interest, destruction of archeological layers during the construction process is possible. To avoid this risk, preliminary preventive studies and archeological supervision during the earth-works is necessary. Supervisory procedures and all other necessary measures should be agreed with the Ministry of Culture when obtaining the construction permit, in accordance with the rules of the permit issuance. According to the article 14 of the Law on Cultural Heritage, Permit on conducting quarrying activities in Georgia, as well as construction of an object of a special importance as it may be defined under the legislation of Georgia, is issued by a competent authority based on the positive decision of the Ministry of Culture, Monument Protection and Sport of Georgia. The basis for the conclusion is the archeological research of the proper territory to be carried out by the entity wishing to accomplish the ground works. The entity wishing to do the earth-works is obliged to submit the Ministry the documentation about the archeological research of the territory in question. The preliminary research should include field-research and laboratory works. In case of identifying an archeological object on the territory to study, the conclusion of the archeological research should contain the following information: (a) a thorough field study of the archeological layers and objects identified on the study territory by using modern methodologies, (b) recommendations about the problem of conservation of the identified objects and planning of the building activity on the design territory, on the basis of the archeological research. According to the established practice, the archaeological studies are conducted under the detailed design contract at the stage of obtaining the Construction Permit.

Only legally registered suppliers having all required permits and licenses will be used. This is relevant to the borrow pit operators, as well as to the asphalt suppliers. Checking of compliance with the permit and license requirements is the only way that the project may have influence and mitigate impacts related to the suppliers’ operations. In case if the constructing company decides to explore borrow pits, appropriate licenses should be obtained from the MoE. The constructing contractor may take decision to install asphalt mixing plants to produce asphalt for their operations. In that case special EIA and obtaining of the Environmental Impact Permit is required.

Safety and Access. Alternate access will be provided for vehicles and pedestrians. Appropriate lighting and signs will be employed.

Resume

Commitment of Constructing Contractor to adhere the environmental management requirements described in the present EIA should be incorporated into the contract (e.g. the present EIA or only EMP could be attached as annex and essential part of the contract).

116 Based on the present EMP the Constructing Contractor is obliged to produce its own EMP (Contractor’s Implementation Plan) with further description of details (schedule, involved personnel, required resources etc.).

The Spoil and Rock Disposal Plan (or project) and Eco-compensation project (as requested by MoE) should be elaborated by constructing contractor and relevant costs should be reflected in the overall construction budget. Estimations of the Offset Tree Planting related expenses are provided in the present EIA (Total compensation costs – 402000 Gel.). Final version of spoil and rock disposal plan and disposal sites should be agreed with the MoE. The Spoil and Rock Disposal Plan, as well as Eco-compensation Plan should be included in the final EMP (Contractor’s Implementation Plan). The final version of the plan should be agreed with the Road Department.

The Archaeological studies should be conducted by contractor via engaging appropriate organization. Estimated costs for these studies equal 250 000 GEL.

Mitigation of Long-term and Operation Related Impacts

Here we would mention the mitigation measures to be implemented at operational stage. Most of these measures (predominantly maintenance works) should be implemented by Road Department utilizing funds from the state budget, lawns, grants and other financial sources.

Noise Abaitement Traffic related noise is not exceeding standard limits at a distance more than 10m-s from the road border. The impact will not be significantly higher for the year 2028, when the traffic volume is expected to increase threefold. Construction of solid wooden or stone walls for the yards of the residential houses located close to the road by local municipalities, as well as introduction of the speed limitation and control measures should be sufficient to mitigate the noise impacts to the acceptable level. There are two sections of the road where such measures will be required: the village Ujarma and village Gombori.

Erosion and land stability control and landscaping. Road Department should ensure permanent erosion and land stability control and monitoring of landscape restoration after completion of construction works, as well as timely implementation of corrective actions. Corrective actions include, but are not limited to maintenance of drainage systems and implementation of anti-erosion measures (berms, vegetation cover etc.) whenever required.

Roadside litter and fuel pollution. RDMRDI should coordinate with the local Governmental institutions and private companies and facilitate arrangement and proper functionality of supporting facilities and services (fueling stations, waste management services)

Air emissions, noise and pollution during the maintenance works. RDMRDI should ensure incorporation of environmental considerations in the maintenance contracts and monitor implementation.

Landscaping and planting of greenery. In a long-term perspective and in relation with the entire length of highway RDMRDI should plan development of the roadside zone applying proper landscaping and greenery planting strategies. Visual and aesthetic, as well as emission screening aspects should be taken into consideration.

Prevention and mitigation of accident risks associated with vehicular traffic and transport, which may result in spills of toxic materials injuries or loss of life Emergency preparedness.

117 RDMRDI in conjunction with the Ministry of Interior (Department for Managing Emergency Situations) should facilitate development of legislation and emergency response plans regulating transportation of hazardous materials. The system of measures may include but not limited to: • Design and implement safety measures and an emergency plan to contain damages from accidental spills. • Designate special routes for hazardous materials transport. • Regulation of transport of toxic materials to minimize danger. • Prohibition of toxic waste transport through ecologically sensitive areas. The abovementioned measures and plans should be elaborated in accordance with the Law of Georgia on Hazardous Substances and Regulations of the MoE on “Norms of Usage of Chemicals in the Environment and Rules of Transportation, Storage and Usage of Chemicals”. Regulations of other countries (e.g. Order of the Minister of Transport of Russia # 73 issued 08.08.1995 as amended in 1999) could be used as supporting materials.

Prevention of Proliferation of Human, Animal and Plant Diseases. The Customs Services, the National Center for the Disease Control and Medical Statistics (NCDC) and the “National Service for the Foodstuffs Safety, Veterinary and Plant Protection” of the Ministry of the Agriculture are responsible entities to prevent proliferation of human, animal and plant diseases due to transportation of people and goods.

7.2 MONITORING AND ENFORCEMENT

Institutional Framework for EMP Implementation

Construction contractor is obligated to follow EMP and good construction practice. In order to meet this obligation, a contractor shall have ait least one environmental specialist on the team, who is able to fully understand recommendations of EMP and professionally apply prescribed mitigation measures to the contractor’s daily operations.

Technical supervisor of works commissioned by RDMRDI is responsible to establish strong field presence in the Project area and keep a close eye on the course of works. Along with ensuring consistency with the design and ensuring quality of works, the supervisor is mandated to track implementation of EMP by the contractor, reveal any deviations from the prescribed actions, as well as identify any unexpected environmental issues should they emerge at any stage of works.

RDMRDI provides a general oversight on the environmental compliance of works through ensuring quality performance of the technical supervisor and of the contractor. RDMRDI also liaises with the World Bank, ensures availability of all environmental information, and facilitates environmental supervision of the Project by the World Bank.

Reporting on EMP Implementation

Contractor, through the environmental specialist on the team, shall prepare monthly status reports on the EMP implementation. Such reports must carry information on the main types of activities carried out within the reporting period, status of any clearances/permits/licenses which are required for carrying out such activities, mitigation measures applied, and any environmental issues emerged in relations with suppliers, local authorities, affected communities, etc. Contractor’s monthly status reports shall be submitted to the technical supervisor and RDMRDI.

118 Technical supervisor prepares monthly reports on the status of EMP implementation and environmental performance of the contractor. These reports shall be based on the contractor’s reports and carry analysis of their contents. Technical supervisor shall assess how accurate is the factual information provided in the contractor’s reports, fill any gaps identified in them, and evaluate adequacy of mitigation measures applied by contractor. Technical supervisor must highlight any cases of incompliance with EMPs, inform on any acute issues brought up by contractor or revealed by supervisor himself, and propose corrective actions.

RDMRDI must ensure that monthly reports from the contractor and from the technical supervisor are made available for the environmental specialists of the Department promptly upon their arrival in RDMRDI administration. The Department, through its environmental specialists, shall report each semester to the World Bank on the status of environmental compliance of construction works. Such reporting shall contain information on all violations identified and the actions taken for fixing of such cases. RDMRDI shall inform the World Bank on any major environmental issues at any time, independently from the schedule of regular reporting.

Remedies for EMP Violation

RDMRDI, as a client of construction works, will be responsible for enforcing compliance of contractor with the terms of the contract, including adherence to the EMP. For minor infringements, an incident which causes temporary but reversible damage, the contractor will be given 48 hours to remedy the problem and to restore the environment. If restoration is done satisfactorily during this period, no further actions will be taken. If it is not done during this period, RDMRDI will arrange for another contractor to do the restoration, and deduct the cost from the offending contractor’s next payment. For major infringements, causing a long-term or irreversible damage, there will be a financial penalty up to 1% of the contract value in addition to the cost for restoration activities.

Institutional Capacity of RDMRDI

Within RDMRDI, the Division of the Project Analysis, New Technologies, and Environmental Protection under the Office of Technical Policy is responsible for environmental issues related to highway development. Currently there is one environmental specialist in this unit, who received professional on-the-job training as a part of the World Bank’s technical assistance to the RDMRDI. Current environmental capacity of the RDMRDI needs strengthening to ensure full environmental compliance of the Project. Although day-to-day quality control of works will be outsourced to the technical supervisor of works, RDMRDI should have in-house human resources to oversee performance of such technical supervisor and to work out decision to address issues which the supervisor may bring up for RDMRDI’s attention. It is recommended that EDMRI increases its staff mandated to oversee environmental compliance of roads construction and operation from the existing one staff-unit to at least three and fill these positions with competent professionals with environmental background and engineering literacy.

7.3 COSTS OF IMPLEMENTATION

The costs of environmental activities associated with the construction will be included in the contract for construction.

The costs of preliminary studies and cadastral description of affected forest in the RoW – 240000 Gel. These costs should be incurred by the Constructing Contractor and should be incorporated in relevant contract. The total compensation costs (Offset Tree Felling Program) – 402000 Gel.

119 Supervision over the implementation of the compensatory planting program will cost about 5000 Gel. These costs should be incurred by RDMRDI.

Surveys/studies to identify locations of vulture and eagle nests in the Gomboni pass area and implementation of measures to protect them during construction and operational phases will be estimated by RDMRDI and included in the updated EMP due upon completion of the detailed engineering design of the second section of the road.

The Archaeological studies should be conducted by contractor via engaging appropriate organization. Estimated costs for these studies equal 250 000 GEL. These expenses should be considered in the Construction contract.

Costs of spoil and rock disposal is variable and could not be precisely defined before elaboration of the concrete plan. The costs for disposal of the rocks within the private borrow pits should be agreed with the concrete owners. The spoil disposal at eroded sited will cost only the price of work related to transportation of spoil and reinstatement of eroded sites. These expenses are to be covered by constructing contractor and the related condition should be stipulated in the contract.

Some not significant expenses are foreseen with respect to the following public consultation on the EIA and EMP and will be borne by the Roads Department.

120 7.4 Environmental Management Matrix

Construction Phase

Impacts Sites Mitigation Measures/ Estimated Costs3 Timeframe Responsibility Responsibility for for Implementation Monitoring Destruction of natural landscape Whole alignment; Mitigation strategy - prevalence of preventive measures: design stage Constructing RDMRDI (relief, soil cover, vegetation, eco- Landscapes of Moderate Selection of optimal alignment option Contractor systems, habitats and wildlife) in the Sensitivity and length of the Regional right-of-way occupied by the forest strips to be cleared: Installation of sticks in pits and trenches for escaping small construction services of highway. Km 11-13 (1,2km) mammals. period MoE Character of impact: immediate Km 15-25 (4km) drastic changes of landscape in the Km 30-36 (4km) Top-soil storage and use for reinstatement and landscaping; from land construction corridor. Km 44.5 – 46 (0.2km) long-term (remediation): – see mitigation strategy for clearance – till operation phase reinstatement Landscapes of High Sensitivity and length of the forest strips to Surveys and measures to identify and protect vulture and develop before be cleared: eagle nests in Gomboni pass area. construction Km 48 – 59.5 (11.5km) start up. Development and implementation of Offset Tree implement Km 20+500 construction of Planting program. before bridge will affect 0.1 ha of the Costs: completion SFA floodplain forest Total compensation costs – 402000 Gel.

SFA or other subcontracto

Destruction of natural landscape Camp site; Mitigation strategy: prevalence of preventive measures: Designing RDMRDI (relief, soil cover, vegetation, eco- • Optimal siting Contractor • systems, habitats and wildlife) on the Quarry sites; top-soil storage Regional access roads, in the borrow pit sites, (e.g. Iori floodplain). long-term (remediation): Constructing services of waste dumps, construction camps and - Top-soil storage and use for reinstatement and Contractor MoE equipment yards. Waste dumps, construction landscaping; Character of impact: immediate camps and equipment yards to – see mitigation strategy for operation phase

3 Contingency will be provided in budget to accommodate costs of minor mitigation measures not included here and updating of estimated costs if needed 121 drastic changes of landscape in the be defined at the construction corridor. preconstruction stage by the constructing contractor. Landslides, slumps, slips and other Existing landslides near v. The detailed deign should include surface water collection Detailed design Design RDMRDI mass movements in road cuts Gombori and Gombori pass and drainage systems, antierosion measures (berms, stage and Company. triggered by the construction (see the geological map) revegetation etc.) and retainment walls and gabions where construction Constructing Regional activities. required. stage company. services of 1- 27Km MoE landslided slope PK 197+06 – Strengthening of landslide section of slope with cast in Prior to start up PK 197+30. place piles (150m) of eartworks at the site Pidnis Khevi PK 141+65 Lateral erosion of river bank. Strengthening of river bed/gabion walls (80m length) Construction period

Erosion stimulated from fresh road Km 11.0 – 55.0 mitigation strategy: prevention through implementing Construction Constructing RDMRDI cuts and fills and temporary temporary anti-erosion measures – temporary drainage, period Contractor sedimentation of natural drainage biomatting or geo -textile cover, berms etc. Regional • ways. Limitation of earth moving to dry periods. services of • Character of impact: immediate; Protection of most susceptible soil surfaces with MoE Fresh road cuts may immediately mulch. trigger intensive erosion during • Protection of drainage channels with berms, straw construction and drastic increase of or fabric barriers. sedimentation • Installation of sedimentation basins Erosion of lands below the road bed Km 11.0 – 55.0 • Increase number of drain outlets. Construction Constructing RDMRDI receiving concentrated outflow from • Place drain outlets so as to avoid cascade effect. period Contractor covered or open drains. • Line receiving surface with stones, concrete. Topsoil losses due to improper Whole alignment: the sections Topsoil Protection Construction Constructing RDMRDI storage and handling of road widening; The topsoil will not be handled by Contractor when the period: starting Contractor following conditions are observed: from topsoil Regional • The topsoil is frozen; stripping and services of • The site is experiencing persistent rainfall; ending with MoE • The topsoil is saturated; or reinstatement; • Handling will damage the structure of the topsoil. Topsoil Storage The storage of topsoil in stockpiles, no more than 2m high with side slopes at a maximum angle of 450, will take into consideration the following: 122 • Dedicated storage locations that prevent the stockpiles being compacted by vehicle movements or contaminated by other materials; • Segregation from subsoil stockpiles; • No storage where there is a potential for flooding; • No storage at less than 25m from river/streams, subject to site specific topography. In the event that the topsoil stockpiles experience significant erosion Contractor will implement corrective action such as installing erosion matting over the stockpiles if further surface compaction and/or seeding fails. Contractor will protect the stockpiles from flooding and run-off by placing berms or equivalent around the outside where necessary. Reinstatement of Topsoil Topsoil removed from the highway itinerary will be used for reinstatement of the topsoil in the adjacent Construction Corridor affected by the project activities. Topsoil from the sites, which will not be reinstated to the initial conditions will be distributed carefully on the surrounding area. Topsoil will be reinstated separately from subsoil, with care taken to avoid mixing of the materials.

Increased suspended sediment in near rivers Iori, Gomborula and Mitigation strategy: prevention through implementing Construction Constructing RDMRDI streams affected by erosion at Turdo temporary anti-erosion measures – temporary drainage, period Contractor construction sites and fresh road cuts, temporary sediment catchments etc. Regional • fills and waste dumps. Declined Rivers: Protect susceptible surfaces with r fabric, services of • water quality and increased r. Iori (Km 11-25), Establishment of retention ponds to reduce MoE sedimentation r. Gombori (Km 25 – 35), sediment loads before water enters streams Character of impact: immediate; r. Turdo (Km 50 – 57) Fresh road cuts may immediately smaller rivers and streams trigger intensive erosion during construction and drastic increase of sedimentation Soil and water contamination during Soil - the whole alignment; • Collect and recycle lubricants. Store the lubricants Construction Constructing RDMRDI construction by oil, grease, fuel and and fuel residue in special room. Use impermeable period Contractor paint in the RoW, equipment yards Rivers: tray for placing lubricant containers. Regional • and asphalt plants. r. Iori (Km 11-25), Avoid accidental spills through good practice. services of r. Gombori (Km 25 – 35), • Avoid refueling near watercourses; Ensure proper MoE 123 r. Turdo (Km 50 – 57) maintenance of equipment and fueling of the vehicles smaller rivers and streams and machinery. • Check vehicles (leaking of fuel etc.) • Organize and cover material storage areas; • Isolate concrete, earthwork and other works from water courses by using sealed formwork; • Isolate wash down areas of cement and gravel trucks and other equipment from water courses by selecting areas for washing that are not free draining directly or indirectly into water courses.

All refueling operations on the working sites will use absorbent pads and/or straw to minimize spills, which will be put in place prior to the commencement of refueling operations. Ground water and surface water pollution risk will be reduced or eliminated in case of immediate removal of polluted ground. Soiled ground and absorbents will be removed, stored and treated as hazardous waste. In case of significant spill authorized and responsible person will be informed, works will be stopped till the elimination of pollution risk Refueling will always be carried out with the correct equipment (i.e. nozzles of the appropriate size), and only by suitably trained and experienced Refueling Operators. Fuel supply equipments will be regularly revised to prevent leakage due to inappropriate condition of refueling equipments. Equipment and storages will be isolated and guarded to prevent pollution due to cases of stealing or vandalism. All mobile plant, including but not limited to cranes, compressors, generators, bulldozers, excavators etc. and storage tanks will be maintained and operated such that all leaks and spills of materials will be minimized. Daily plant checks (Vehicle Maintenance Procedure) will be undertaken to ensure no leaks or other problems are apparent. Vehicle maintenance, cleaning, degreasing etc will be undertaken in designated areas of hard-standing, not over made ground. Maintenance points will not be located within 50m of any watercourse, well or dry gorge. The storage of potentially polluting materials, refueling and maintenance of mobile plant within 50m of 124 all watercourses/water bodies, dry riverbeds and within designated wetlands and aquifers will be prohibited.

The personnel involved in the handling of fuel, hazardous and non-hazardous waste will undergo specific training in: • fuel and lubricant handling procedures Poor sanitation and solid waste camp sites Provide adequately located and maintained waste disposal Construction Constructing RDMRDI disposal in construction camps and facilities (containers). period Contractor work sites (sewerage, sanitation, Regional waste management) Ensure accommodation of the working personnel in nearest services of villages. In case if the Constructing Contractor decides to MoE establish large camp and accommodate its personnel in the camp – provide adequate latrines. Install (if required) septic tanks according to standards.

Contract municipal waste operators for disposing household waste, garbage and small amounts of nonhazardous construction waste etc.

Collect oil and fuel residues and contaminated rags, and sorbents. Small amounts could be disposed by municipal waste operators. In case of large amounts – the disposal site and mode should be agreed with MoE.

The personnel involved in the handling of hazardous and non-hazardous waste will undergo specific training in: • Waste handling • Waste treatment; and • Waste storage. Burning of waste on any construction site is forbidden with the exception of stub and small branches from felled trees and bushes, which is better to be burned in order to avoid pest dissemination. Construction wastes alongside the Construction sites Assess and, if required, develop spoil and rock disposal Mobilisation Constructing RDMRDI RoW and roadside litter. Disposal of plan stage Contractor excess soil and rock. Regional services of certain part of the cut material (soil Provide for disposal facilities agreed with Regional Construction MoE and rocks) should be disposed Services of MoE period 125 Spoil – Allow local communities to utilize any excess rock, which may be left following reuse. Demolition of old pavement Transport any further material to the nearest spoil disposal sites agreed with the regional services of MoE and/or Concrete and metal constructions municipal services. The main purpose is not to damage valuable landscapes or soil deposits and other ecological sensitivities. For the rock disposal licensed borrow pits could be used. Rock disposal pits used for final disposal must meet the MoE requirements for Inert Landfills or Technogenic Rock Deposits and should be agreed with the MoE. All waste from the construction site will be disposed of in accordance with local environmental regulations and at sites approved by the environmental authority.

The demolished asphalt should be reused Construction Demolished metal constructions should be disposed as a period scrap.

The personnel involved in the handling of hazardous and Mobilization non-hazardous waste will undergo specific training in: phase and • Waste handling Construction • Waste treatment; and period • Waste storage. Burning of waste on any construction site is forbidden with the exception of stub and small branches from felled trees and bushes, which is better to be burned in order to avoid pest dissemination. Air pollution from vehicle operations the whole alignment • Require adherence to engine maintenance Construction Constructing RDMRDI during construction in populated schedules and standards (or use alternative fuels) to period Contractor areas traversed by the highway, near v. Udjarma, Gombori and reduce air pollution. notably metropolitan areas or densely other • Periodically water down or lightly oil temporary settled rural areas. Local dust. roads. • Enhance public transportation and traffic management capability. Cover trucks carrying cement and/or gravel; Wet or cover trucks carrying stone/ sand/ gravel; Haul materials in off peak traffic hours. 126 The construction site will be watered as appropriate. Protective equipment will be provided to workers as necessary. All vehicles will be checked and repaired in case of need to eliminate increased emission due to damaged parts. All vehicles shall be maintained so that their noise and emissions do not cause nuisance to workers or local people. Regular maintenance of diesel engines will be undertaken to ensure that emissions are minimized, for example by cleaning fuel injectors. Routine maintenance will be to a high standard to ensure that vehicles are safe and that emissions and noise are minimized. All plant used on site will be regularly maintained so as to be in good working order at all times to minimize potentially polluting exhaust emissions. Vehicle refueling will be undertaken so as to avoid fugitive emissions of volatile organic compounds through the use of fuel nozzles and pumps and enclosed tanks (no open containers will be used to stored fuel). If necessary in dry conditions or where significant quantities of dust are being or are likely to be produced, mitigation measures will be: • Damping down using water bowsers with spray bars or other technical means;; • Sheeting of construction materials and storage piles; and • Use of defined haulage routes and reductions in vehicle speed where required. Materials will be transported to site in off peak hours. • Materials transported to site will be covered/ wetted down to reduce dust. The construction site will be watered as appropriate. Protective equipment will be provided to workers as necessary. All vehicles will be checked and repaired in case of need to eliminate increased emission due to damaged parts Such measures will be used, in particular, where human or animal receptors lie within 300m of the ROW (v. Udjarma, Gombori)

127 Air pollution from asphalt plants. Plant site Contract only licensed supplier having all required Construction Constructing RDMRDI environmental permits. period Contractor

In case if the Constructing Contractor takes decision to install and operate its own plant, specific EIA should be prepared and Environmental Impact Permit obtained Noise pollution from vehicle near v. Udjarma, Gombori etc. Install and maintain mufflers on equipment. Construction Constructing RDMRDI operation during construction in Routine maintenance will be to a high standard to ensure period Contractor populated areas traversed by the that vehicles are safe and that emissions and noise are highway, notably metropolitan areas minimized. All plant used on site will be regularly or densely settled rural areas. Local maintained so as to be in good working order at all times to noise. minimize noise.

Prohibit night works near the settlements Infrastructure. The main 1. power lines Protection of infrastructure. Constructing RDMRDI infrastructure element that could be Contractor affected are the power transmission - 4 kilowatt - 2.525 km Replace the affected infrastructure elements Preparatory - 6 kilowatt – 2.240 km Ministry of lines, water supply systems and works before the Agriculture irrigation pipes and channels.. 2. Irrigation channels, culverts construction Km 5+230–Km 5+500. Permanent monitoring during construction. Full start up reinstatement in case of damage. Km11+070 to Km 26+500, total length 4259 m.

Quarrying Sites: potential impact of presumably, r.Iori floodplain Control of validity of licenses. (The license is given with Construction Constructing RDMRDI the increased quarrying activities on description of exploration limits and reinstatement period Contractor ichthyofauna, groundwater and commitments). Regional landscape services of Control of compliance with license conditions and good MoE environmental practice.

Control of vehicle operations. Avoid traverse of watercourse. Exclude leakage of oil or fuel. Check the condition of vehicles. Construction Camp Site camp site • Proper waste management. Construction Constructing RDMRDI • Arrange accommodation of personnel in villages. period Contractor The potential impacts related to the In case if large camp will be constructed for the Regional construction and operation of the workers accommodation, organize sewerage services of camp could be summarized as according standards. MoE 128 follows: • Pollution prevention strategies: proper • Clearance of vegetation organization of fueling, waste management; cover during camp construction • Proper storage of topsoil • Potential damage of topsoil • Reinstatement of topsoil and vegetation cover; • Contamination related to fuel storage and fuelling operations • Sewerage related contamination • Waste management Creation of temporary breeding whole alignment Remove all created pools till spring-time. Reinstate relief Construction Constructing RDMRDI habitats for mosquito vectors of and landscape. period Contractor disease e.g. sunny, stagnant pools of water. Creation of stagnant water bodies in borrow pits, quarries, etc. suited to mosquito breeding and other disease vectors. Health hazards by noise, air v. Udjarma and Gombori Dust control by application of watering. Use as minimum as Construction Constructing RDMRDI emissions and dust raised and blown Other settlements 2 browsers; period Contractor by vehicles during construction Noise control, installation of mufflers on equipment, activities. daytime works; See points 11 - 13 Impacts on archaeological sites and Whole alignment, particularly Preliminary site assessment conducted by CCA; Before start up Archaeologist RDMRDI remnants near v. Udjarma Costs: 250000 GEL of construction; from CAS Archaeologist Permanent monitoring during land clearance and excavation Construction Constructing from CAS activities. period Contractor

Stoppage and suspension of construction activities in case of archaeological findings. Completion of required archaeological works before restarting construction activities. Conservation of remnants. biological recontamination during Whole alignment, Permanent monitoring during land clearance and excavation Construction Constructing RDMRDI earthworks near pest-holes of soil activities. Stoppage and suspension of construction period Contractor infections (e.g. anthrax); activities in case of burial site findings. Notification to the local division of Veterinary Department. Veterinary clearance before start up.

Hazardous driving conditions where v. Udjarma, Gombori, Sasadilo Provide in design for proper markers and safety signs on Construction Constructing RDMRDI 129 construction interferes with pre- etc. roads, including lights. Instruct the drivers period Contractor existing roads. Final Reinstatement and Long- Whole alignment All the work sites (except permanently occupied by the Constructing RDMRDI term Anti-erosion Measures road and supporting facilities) should be reinstated to its Contractor initial conditions (relief, topsoil, vegetation cover). So far as very limited woodcutting and bush clearance is required for the highway upgrading, preservation of top-soil is sufficient for reinstating the natural grass vegetation cover as well Landscaping and Protection of Whole alignment; Development and implementation of Offset Tree develop before Constructing RDMRDI Forest. Ecocompensation program. Landscapes of Moderate Planting program. construction Contractor Sensitivity and length of the Costs: start up. forest strips to be cleared: Total compensation costs – 402000 Gel. implement Km 11-13 (1,2km) The felled trees should be registered and compensated in before Km 15-25 (4km) accordance with the relevant regulations. Cadastral completion Km 30-36 (4km) description should be ensured before start up of operations; Km 44.5 – 46 (0.2km) Tree felling should be performed upon preliminary notification to the relevant authority (MoE and Forestry Landscapes of High Sensitivity Department of MoE). Form of compensation is – and length of the forest strips to rehabilitation of new habitat in a ratio 1,5ha: 1ha or be cleared: planting of new habitat in a ration 3ha:1ha. Km 48 – 59.5 (11.5km)

Km 20+500 construction of bridge will affect 0.1 ha of the floodplain forest; The provided are sites of impact on forest landscapes. Accident risks associated with The whole alignment • Provide in design for proper markers and safety signs Constructing RDMRDI vehicular traffic and transport, that on roads, including lights. Instruct the drivers Contractor may result in spills of toxic materials, • Design and implement safety measures and an detonation of explosive load, injuries emergency plan to contain damages from accidental or loss of life(see WB Environmental spills. Sourcebook: 'Hazardous Materials • Designate special routes for hazardous materials Management' section), injuries or transport. loss of life (see 'Public Health and • Regulation of construction transport in terms of Safety section) traffic interference. Accidents due to construction related • Prohibition of toxic waste transport through vehicles and heavy machinery or ecologically sensitive areas and densely populated ffi i f i h i 130 traffic interference with construction areas. activities. Operation Phase

Impacts Sites Mitigation Measures Timeframe Responsibility Responsibility for for Monitoring Implementation and Enforcement Lon-term degradation of natural Forested area; Mitigation strategy: prevalence of long-term remediation Completion of Constructing RDMRDI landscape at land strips and slopes other working sites; and conservation measures. construction contractor adjacent to highway. Visual impacts. Restoration of the landscape to the natural shape (at the activities at the Regional services Change of drainage patterns, sites not occupied permanently by the carriageways and corresponding RDMRDI in of MoE erosion, degradation of vegetation, road facilities, and where reinstatement is possible). site long-term fragmentation of habitats. Reinstatement of landscape. Restore topsoil and vegetation perspective cover, bio-restoration, landscaping, mitigation of visual impacts; eco-compensation program. Lon-term degradation of natural camp sites; Restoration of the landscape to the natural shape (to the Completion of Constructing RDMRDI landscape (relief, soil cover, quarries; extent possible). Reinstatement of landscape and vegetation construction contractor Regional services vegetation, habitats and wildlife) on cover, bio-restoration, landscaping, mitigation of visual activities of MoE the access roads, in the borrow pit impacts, conservation of replanted rare species. Restoration sites, waste dumps, construction of sites to original conditions to extent possible through RDMRDI in camps and equipment yards. reclamation measures long-term perspective Erosion from road cuts and fills and Hilly and mountainous areas; Mitigation strategy: long-term – remediation; Construction Constructing RDMRDI sedimentation of natural drainage Km 11-55 reinstatement of relief and landscape; stage; contractor ways. Installation of long-term drainage systems and anti-erosion Regional services Erosion of lands below the road bed structures. of MoE receiving concentrated outflow from • reinstatement of relief, soil and vegetation cover Maintenance RDMRDI in covered or open drains. • installation of long-term drainage system and after completion long-term Character of impact: long-term. permanent monitoring.; of construction perspective Change of relief, drainage patterns, • Installation of sedimentation basins, seeding or land clearance, may cause gradual planting of erodible surfaces as soon as possible but stabile intensification of erosion • Increase number of drain outlets. • Place drain outlets so as to avoid cascade effect. • Line receiving surface with stones, concrete. • Long-term monitoring and maintenance Landscape disfiguration by New cut sites. • Maintenance and and/or restoration of roadside Construction Constructing RDMRDI embankments and deep cuts, fills E.g. site for constructing the vegetation stage; contractor d i M d l d b id K 20+500 131 and quarries. Marred landscape bridge on Km 20+500 • Use an architectural design to ’blend with the Regional services (scars from rod cuts, induced landscape. RDMRDI in of MoE landslides and slumps etc.). • Replant disfigured surfaces. Maintenance long-term after completion perspective of construction Increased suspended sediment in near the rivers; esp rivers Mitigation strategy: long-term – remediation; Constructing RDMRDI streams affected by erosion at Gombori, Iori, Turdo Reinstatement of relief and landscape; Long-term contractor construction sites and fresh road Rivers: monitoring; Installation of long-term drainage systems and Regional services cuts, fills and waste dumps. declined r. Iori (Km 11-25), anti-erosion structures. Reinstatement of vegetation cover. of MoE water quality due to increased r. Gombori (Km 25 – 35), • Protect susceptible surfaces with mulch or fabric, RDMRDI in sedimentation. r. Turdo (Km 50 – 57) • Establishment of vegetative cover on erodible long-term Character of impact: long-term. smaller rivers and streams surfaces as soon as possible perspective Change of relief, drainage patterns, • Establishment of retention ponds to reduce sediment land clearance, may cause gradual loads before water enters streams but stabile intensification of erosion Soil and water contamination by oil, whole alignment Facilitate installation of standard refueling stations and repair after completion RDMRDI in RDMRDI grease, fuel and paint alongside the shops along the highway of construction long-term highway perspective Air pollution from mobile asphalt whole alignment Install and operate air pollution control equipment. During RDMRDI RDMRDI plants during maintenance works. Maintenance supervising Works works and Maintenance Contractor Air pollution from vehicle v. Udjarma and Gombori • Monitoring of air quality and traffic related MoE MoE operation, in populated areas emissions (including inspection of vehicle emissions) traversed by the highway, notably • Development of policy and regulations limiting Constructing metropolitan areas or densely settled traffic related emissions (regulations on fuel quality etc.) contractor rural areas. Local dust. • Require adherence to engine maintenance schedules and standards (or use alternative fuels) to reduce air RDMRDI in pollution. long-term • Plant trees along the roadside to screen and perspective smoothen emission impacts on the close located villages Noise pollution from vehicle v. Udjarma and Gombori • High solid walls – wooden or stone/brick Maintenance MoE operation, in populated areas • Require adherence to engine maintenance schedules contractor traversed by the highway, notably and standards metropolitan areas or densely settled • Plant trees along the roadside to screen and RDMRDI in rural areas. smoothen noise impacts on the close located villages long-term • Enhance public transportation and traffic perspective management capability. 132 Roadside litter. whole alignment • Provide for disposal facilities. Local RDMRDI • Encourage anti-littering laws and regulations. Government Regional services authorities and of MoE RDMRDI provide facilities and Regional services of MoE tracks compliance with standards Creation of a new pathway for whole alignment Establishment of plant ad animal sanitation service and Operation period Customs RDMRDI disease vectors affecting humans and related checkpoints (not locally on the current project but in Services, animals. Creation of a transmission general, to control the whole highway “Sanitary corridor for diseases, pests, weeds Supervision and other undesirable organisms Inspection of the MLHSP”, and the “National Service for the Foodstuffs Safety, Veterinary and Plant Protection” of the Ministry of the Agriculture Health hazards by dust raised and whole alignment Impact is minimal on asphalt paved highway. Dust control by Operation period RDMRDI RDMRDI blown by vehicles. application of water. Obstruction of routes from homes to v. Udjarma, Gombori and Design of interchanges (in average each 3 km) have Design stage Constructing RDMRDI farms, etc, increasing travel time. other mitigated this potential impact. See in RAP Contractor Landscaping and planting of Sites selected by the Forestry Implementation of the eco-compensation program will not be Start up during Contractor RDMRDI greenery department of Moe finished for the construction stage and should be completed construction; later – at the operation stage. Development of the roadside Monitoring after RDMRDI zone applying proper landscaping and greenery planting completion of strategies. Visual and aesthetic, as well as emission screening construction; aspects should be taken into consideration. Accident risks associated with whole alignment Facilitate development of legislation and enforcement system Operation period MoE RDMRDI vehicular traffic and transport, that regulating transportation of hazardous materials. may result in spills of toxic materials Facilitate emergency preparedness and development and MoI MoE i j i l f lif ( WB i l t ti f th t l (RDMRDI) d N ti l 133 injuries or loss of life(see WB implementation of the sectoral (RDMRDI) and National Environmental Sourcebook: Emergency Response Plan related to Natural and TRC MoI ’Hazardous Materials Management’ Technogenic Hazards (developed by the ministry of Interior section), injuries or loss of life (see in 2006); RDMRDI TRC ’Public Health and Safety section) • Design and implement safety measures and an Accidents due to increased traffic. emergency plan to contain damages from accidental spills. • Designate special routes for hazardous materials transport. • Regulation of transport of toxic materials to minimize danger. • Prohibition of toxic waste transport through ecologically sensitive areas.

134 7.5 Environmental Monitoring Plan (Matrix)

Construction Phase

RDMRDI Supervising Agency (SA) Material transport Truck loads covered/ wetted Construction site and Supervision Unannounced inspections Assure compliance with Minimal Constructing according to the Air pollution due to the dust and fumes access road during work hours HSE requirements. Included in Contractor; schedule and routes related to the Material Transport Ensure safety, and supervision defined for minimize traffic contracts RDMRDI deliveries disruption. SA Top-soil stripping Top-soil storage. Reinstatement. Construction site Supervision Periodic (Unannounced Assure compliance with, Minimal Constructing stage. Erosion control. inspections during work construction standards, Included in Contractor Final reinstatement. Landscape destruction; hours); From top-soil environmental norms and supervision Visual impacts; stripping – to completion EMP provisions; contracts RDMRDI of the works. SA Construction work Noise levels; Construction site Inspection; Periodic (average once Assure compliance with Minimal Constructing Equipment; compliance per month); HSE requirements. Included in Contractor monitoring (engine supervision maintenance, usage Good condition of contracts RDMRDI of mufflers, night standard construction SA time work machinery and limiting limitations and the works near settlements other provisions of to the site-related works is EMP.) the only way for efficient noise control SA noise measuring Only in case of MoE device complaints 135 Phase What? Where? How? When? Why? Cost Responsible (parameter is to be monitored) (is the parameter to be (is the parameter to (is the parameter to be (is the parameter to be Institution monitored) be monitored /type of monitored – frequency monitored (reply is not monitoring of measurement or obligatory)) equipment/?) continuously) Construction work Vibration Construction site Supervision Unannounced Assure compliance with Minimal Constructing inspections; following HSE requirements. Included in Contractor complaints supervision contracts SA Construction work Dust and Air pollution (solid particles, At or near construction Visually During material Assure compliance with Minimal Constructing suspended solids, flying heavy metal site delivery and HSE requirement, Included in Contractor particles) periodically in dry Assure compliance supervision periods during with, environmental contracts RDMRDI construction norms and EMP SA provisions. Whole construction Traffic safety/ Vehicle/ pedestrian access Construction site Observation Once per week in the Assure compliance Minimal Constructing period. Visibility/ appropriate signs evening Included in Contractor; supervision RDMRDI contracts SA Whole construction Material and waste storage, handling, use Material and waste storage Observation During material Assure pollution Minimal Constructing period. Water and soil quality (suspended solids, sites; delivery and abatement; Assure Included in Contractor; oils, etc) Run off from site; material periodically during compliance with, supervision RDMRDI; storage areas; wash down construction (average construction standards, contracts SA areas 1/week), especially environmental norms during precipitation and EMP provisions; (rain/ snow/ etc). Whole construction Waste Management All construction sites; Observation Once per week Assure pollution Minimal Constructing period. Camps; abatement; Assure Included in Contractor; compliance with, supervision RDMRDI construction standards, contracts SA environmental norms and EMP provisions Whole construction Equipment maintenance and fuelling Refueling and equipment Observation During material Assure pollution Minimal Constructing period. Water and soil quality (suspended solids, maintenance facilities; delivery and abatement Included in Contractor; oils, fuel, etc) Run off from site; material periodically during supervision RDMRDI storage areas construction (average contracts SA 1/week), especially during precipitation (rain/ snow/ etc). Whole construction Impacts on archaeological sites and All earthwork sites Observation Permanent/daily Assure cultural heritage Minimal CAS represent. period. remnants protection Constructing Contractor; SA 136 Phase What? Where? How? When? Why? Cost Responsible (parameter is to be monitored) (is the parameter to be (is the parameter to (is the parameter to be (is the parameter to be Institution monitored) be monitored /type of monitored – frequency monitored (reply is not monitoring of measurement or obligatory)) equipment/?) continuously) Whole construction biological recontamination during All earthwork sites Observation Permanent/daily Assure health protection Minimal Construction Field period. earthworks near pest-holes of soil Included in officer; infections (e.g. anthrax); supervision contracts RDMRDI SA

Veterinary Department of the NSFSVPP Whole construction Protection of infrastructure elements Crossings of irrigation Observation During construction Assure infrastructure Minimal Constructing period. channels; activities at the sites of protection Included in Contractor concern supervision RDMRDI contracts SA During Construction Reforestation. Eco-compensation Sites determined by Observation During Construction Assure offset of damage Minimal Constructing period Program Forestry Department period to forests and Included in Contractor; supervision contracts RDMRDI SA Forestry Department of MoE During Construction Reinstatement of work sites work sites, road Observation During Construction Reinstatement of work Constructing period alignment, used quarries, period, after completion sites not taken by RoW Contractor; camp sites of works at concrete site RDMRDI SA During Construction Disposal of construction wastes work sites, road Observation During Construction Ensure pollution Constructing period alignment, used quarries, period, after completion prevention and landscape Contractor; camp sites of works at concrete protection; site RDMRDI SA Whole construction Personal Protective equipment. HSE Construction site Inspection Unannounced Assure compliance with Minimal Constructing period. issues inspections during HSE requirements Included in Contractor; Organization of traffic by-pass works supervision contracts RDMRDI SA 137 Operation Phase

Phase What? Where? How? When? Why? Cost Responsible (parameter is to be monitored) (is the parameter to be (is the parameter to (is the parameter to be (is the parameter to be Institution monitored) be monitored /type of monitored – frequency monitored (reply is not monitoring of measurement or obligatory)) equipment/?) continuously) Whole operation Lon-term degradation of natural Whole alignment Observation Quarterly Assure erosion protection, N/a RDMRDI period landscape at land strips and slopes reinstatement and personal adjacent to highway. Development of mitigation of visual responsible for landslides, rockfalls and other natural impacts; engineering and hazardous processes. Visual impacts. environmental Change of drainage patterns, erosion, monitoring ; degradation of vegetation Whole operation Increased suspended sediment in streams Near rivers; Observation Quarterly Assure water protection; Minimal RDMRDI period affected by erosion Field officer; During maintenance Air pollution from asphalt plants during Whole alignment Observation; Once during start up of Pollution abatement; Minimal works maintenance works. Checking technical maintenance works compliance of plant; Whole operation Routine waste and pollution Whole alignment Observation Monthly Waste management and Minimal RDMRDI period management; Roadside litter and minor pollution abatement; Field officer; fuel contaminations; Whole operation Air pollution from vehicle operation Near settlements Observation; Quarterly/Annually Pollution abatement; Minimal MoE period Sampling/analysis Whole operation Noise pollution from vehicle operation Near settlements Quarterly/Annually Noise protection and Minimal MoE period compliance with HSE requirements; Whole operation Plant/veterinary sanitation measures Special check-points Checking cargo Prevention of disease Minimal Plant Protection period; certificates; spread; Inspection of the Especial attention special procedures; NSFSVPP during epidemics and plant disease expansion; Whole operation Emergency preparedness Emergency team offices; Emergency team Annually Emergency preparedness; Minimal MoE; period Simulation trainings; offices; Rescue and salvage MoI Simulation trainings; operations; RDMRDI

Pollution abatement;

138 8. PUBLIC REVIEW AND CONSULTATION

8.1 REGULATORY REQUIREMENTS FOR PUBLIC REVIEW

Legislation and regulations of Georgia In April 2000 Georgia ratified Aarhus convention. This UNECE convention facilitates and regulates information availability, public society involvement in the decision making and law availability issues for the field of environmental protection. It implements the principle of the need of involvement of all interested parties in order to reach steady development. The convention provides the field of environmental protection to be turned within the area of governmental accountability, transparency and responsibility. Social involvement provides for the better projects creation, better development and cogovernance.

The Georgian legislation requires public consultation only for the projects, which require Environmental Impact Assessment. These requirements are set forth in the law on Environmental Impact Permit (2008).

According to article 6, developer is obliged to carry out public discussion of the EIA before its submission to an administrative body responsible for issuing a permit (in case of activity requiring construction permit before initiating stage 2 procedure for construction permit issuance).

The project executor will publish the information on the planned activity before the conducting of public review. The information will be published in central mass media, as well as in the newspapers in administrative territorial office (if any) of the region, where the activity is planned.

The announcement must contain the following information: a) goal, title and place of the planned activity; b) location of the agency where the interested subjects will be able to familiarize themselves with the documents associated with the activity (including reports on environmental impact); c) the deadline for submittal of considerations; d) place and time for public review.

The executor will: a) provide EIA hard copy and electronic version to the administrative agency, that issues permission in a week after publication; b) accept and consider written notes and considerations provided by citizens in 45 days after the date of evaluation publication; c) conduct public review of the planned activity no later than in 60 days after the publication of the announcement; d) invite corresponding local self – administration and governmental agencies representatives; the Ministry of the Environmental Protection and the Ministry of Economical Development and other involved administrative agencies to the public review; Reviews will be conducted in a public way and any citizen will be able to attend it.

139 Public review will be conducted at the region administrative center, where the activity is planned.

According to the article 7 of the law, during 5 days after conducting the public disclosure meeting, the minutes of the meeting should be prepared to reflect all the questions and comments raised and explanations, provided by the project proponents in response. Appropriate corrections should be incorporated into the main text of the EIA, if required. If the comments and proposals of stakeholders are not accepted the letter of explanation should be sent to the authors. The minutes of the meeting, as well as response letters, explanations and corrections should be submitted to the MoE or the administrative body responsible for issuing the Permit as supplementary materials to the EIA. The mentioned documents should be considered as an essential part of the EIA.

WB Requirements

Consistent with WB principles of host-country ownership of the projects implemented under its loans, WB will ensure meaningful public consultation in the development of WB loan-related EIAs and make public the results of EIAs. Public disclosure and consultation procedures are defined in WB BP 17.50 – “Disclosure of Operational Information” and described in details in WB Environmental Sourcebook Vol. I chapter 7 and Updates #5 - “Public Involvement in Environmental Assessment: Requirements, Opportunities and Issues”. The Bank requests consultations for A and B Category projects. For the category A projects WB requires two consultation meetings (one at scoping, and one on draft EA) and disclosure of draft and final documents in country and through WB website.

8.2 PUBLIC CONSULTATION SCHEME

In order to comply with the Georgian legislation and the WB requirements and to ensure meaningful consultations, the following actions were planned:

Disclosure of documents Placement of the electronic version of the draft EIA on the RDMRDI web-site Placement of the hard copies of Project environmental documentation (draft EIA and Executive Summary) in: - the RDMRDI office - MoE Department of Licenses and Permits - Municipality of Telavi and “gamgeoba” of v. Udjarma and Gombori

Public consultation meetings Holding three public consultation meetings following 45 days after the disclosure of EIA documentation: - Meeting in Telavi - Meeting in the v. Udjarma - Meeting in the v. Gombori

Information about the planned meetings Providing information about the public consultation process through: - publication in central media - publication in Telavi newspapers - distribution of information via internet resources - placing information on the RDMRDI web-site 140 The disseminated announcement to contain information on: - where the interested parties can find the electronic versions and hard copies of the disclosed documents - place and schedule of the planned public consultation meetings - the deadlines for providing comments - details of contact persons for submitting comments

8.3 PUBLIC CONSULTATION MEETINGS

Public consultation meetings on the present EIA report and EMP were conducted in accordance with the above provided scheme. Minutes are attached below.

141 142 143 144 145 146 147 148 149 150 151 Ministry of Regional Development and Infrastructure of Georgia Roads Department of Georgia

Minutes of Public Consultation Meeting at Ujarma and Gombori on Environmental Impact Assessment and Environmental Management Plan for Construction and Rehabilitation of Vaziani-Gombori-Telavi Road Section km1-km65

Public consultation on Environmental Management Plan and Environmental Impact Assessment for the construction and rehabilitation of Vaziani-Gombori-Telavi (VGT, km1-km65) road section was held on 18 September 2009 at 13:00 in borough Ujarma Municipality office and at 15:00 at village Gombori Municipality office. The goal of the public discussion was to inform the local communities about the purpose of the upcoming works, their timeline; temporary inconvenience expected from the construction works; and planned measures for mitigating the negative environmental impact. Attendees had possibility to ask questions and express their opinion during the public discussion, so that their comments could have been considered in the final version of the Environmental Impact Assessment report and the Environmental Management Plan.

The consultation meeting was chaired by Mr. Otar Khatiashvili, Head of Environmental Unit of the Technical Policy Division of the Roads Department of Georgia, and Mr. Medgar Chelidze, environment specialist of the consulting company hired by the Roads Department of Georgia.

Attendees:

Otar Khatiashvili, Head of the Environmental Unit of the Technical Policy Division of the Roads Department of Georgia, Zaur Apshinashvili, Head of the Resettlement Unit of the Roads Department of Georgia, and Luiza Bubashvili, Senior Specialist of Environmental Unit of the Roads Department of Georgia

Representatives of NGO Green Alternative: Irakli Macharashvili and David Chipashvili

Representative of NGO Young Lawyers’ Association: Lina Gvinianidze

Local authorities and representatives of communities residing in villages Ujarma and Gombori. (Approximately 50 persons)

152 Mr. George Tsereteli, Deputy Chairman of the Roads Department, opened the meeting and informed attendees about the planned rehabilitation of the VGT road. He mentioned that rehabilitation of this road plays an important role in the development of economic and social conditions of the local population.

Mr. Medgar Chelidze made a presentation on the main findings of the Environmental Impact Assessment and introduced the Environmental Management Plan. He covered the scope of planned works, their possible impact on the natural environment and human health. Mr. Chelidze overviewed mitigation measures proposed to reduce negative environmental impacts of the project in the construction and operation phases.

Mr. Zaur Apshinashvili talked about the social aspects of the project. He explained methodology of land acquisition and compensation to be applied to involuntary resettlement under the project.

Mr. Otar Khatiashvili talked about the technical side of the project and provided detailed information on the issues of the particular public interest.

George Tsereteli

Deputy Chairman, Roads Departments of Georgia (signed and sealed)

Staff of the Roads Department of Georgia:

Luiza Bubashvili (signed)

Otar Khatiashvili (signed)

Zaur Apshinashvili (signed)

153 Annex

Author of Contents of Remarks Question/Comment Question/Comment According the design, the road will be rehabilitated within its current alignment. Therefore, Will the project implementation works will not necessitate cause cutting of a large number cutting of a large number of Sukhishvili Mtvarisa of trees and bushes nearby the trees and bushes. Each road? removed tree will be compensated by planting of three new trees.

Location of sites for the construction waste disposal Where will the construction will be agreed with the local Sonidze Michael waste be placed? self-government

Location of construction Who will approve the location camps will be agreed with the Karkarashvili Koba of construction camps? local self-government

Various technees for slope stabilization will be applied in the landslide area. A specific What would eco-compensaion set of suitable solutions will imply? What activities will be be developed along with the Macharashvili Irakli carried out in the landslide detailed engineering design. areas? Planting within the geologically active area of the Gombori pass is likely to be a part of measures to be applied for slope stabilization.

Restoration of water pipes Does the project foresee Laperashvili Nino along the road is considered in restoration of water network? the project

154 Ministry of Regional Development and Infrastructure of Georgia Roads Department of Georgia

Minutes of Public Consultation Meeting at Telavi on Environmental Impact Assessment and Environmental Management Plan for Construction and Rehabilitation of Vaziani-Gombori-Telavi Road Section km1-km65

Public consultation on Environmental Management Plan and Environmental Impact Assessment for construction and rehabilitation of Vaziani-Gombori-Telavi (VGT, km1-km65) road sections was held on 19 September 2009 at 13:00 in Telavi Municipality office. The goal of public discussion was to inform the local communities about the purpose of the upcoming works, their timeline; temporary inconvenience expected from the construction works; and planned measures for mitigating negative environmental impact. Attendees had possibility to ask questions and express their opinion during the discussion, so that their comments could have been considered in the final version of the Environmental Impact Assessment report and the Environmental Management Plan.

Attendees:

Otar Khatiashvili, Head of Environmental Unit of the Technical Policy Division of the Roads Department of Georgia, Zaur Apshinashvili, Head of the Resettlement Unit of the Roads Department of Georgia, and Luiza Bubashvili, Senior Specialist of the Environmental Unit of the Roads Department of Georgia

The meeting was attended by the local authorities and representatives of communities residing in the city of Telavi and villages Tetrtsklebi and Vardisubani (approximately 25 persons).

155 Mr. Otar Khatiashvili opened the meeting and informed the audience about upcoming works for road rehabilitation. Mr. Khatiashvili talked about the technical side of the project and provided detailed information on the issues of the public interest.

Mr. Zaur Apshinashvili (Head of Resettlement Unit of RD), talked about the social aspects of the project. He explained methodology of land acquisition and compensation to be applied to involuntary resettlement under the project.

George Tsereteli

Deputy Chairman, Roads Departments of Georgia (signed and sealed)

Staff of the Roads Department of Georgia:

Luiza Bubashvili (signed)

Otar Khatiashvili (signed)

Zaur Apshinashvili (signed)

156 Annex

Author of Contents of Remarks Question/Comment Question/Comment A full list of measures to be applied section-by-section of the VGT road will be provided in detailed draft design. It is expected that the following technologies will be applied:

Effective drainage system as well as supporting walls and gabions will be applied to protect the road section from geological processes at the What measures will be taken in Gombori pass. Paata Nadirashvili order to stabilize landslide

areas in the Gombori section? If necessary, the unstable slope may be cut to create a safer angle for gradient. Arrangement of terraces and planting the slope for stabilization are also the options.

The road section at the Gombori pass will be under permanent monitoring to timely detect and address any issues which may still arise due to the natural geological activity. Local residents with relevant construction experience will get a What advantages will the preference in the process of hiring for population have in terms of civil work. Besides, the local David Onikashvili employment? population will receive some additional income from lending housing to external personnel, providing catering, and other services. The project will start in October. When will the project start and Duration of contracts for the first and Amiran Pareshishvili when will it be completed? the second section will be 17 months each. The loss will be compensated and lands will be purchased from each When and what type of person, whose land or property is compensation will the project affected (land take; demolishing of the affected people (whose houses, buildings, fences; cutting of fruit trees; Gela Gogoberishvili land plots and other property or loss of harvest) before will be affected during the commencement of the construction project implementation) works. Measures of compensation receive? and rules are given in details in the Resettlement Action Plan that is available to any interested person.

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