Azerbaijan republic ministry of transport road transport service department

EXECUTIVE SUMMARY AND CONCLUSIONS

Introduction / Project Scope

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

A Regional Environmental Review (RER), Environmental Assessment and Management Framework (EA&MF) and Resettlement Policy Framework (RPF) have been prepared to facilitate implementation and to ensure that sub-projects included in the ‘Highway II’ Project will comply with Azerbaijan’s legislation, procedures and policies, international conventions and WB safeguard policies, in particular in terms of environment, resettlement and land acquisition. These tools have guided the conduct of the present EA study and provided the framework for the elaboration of the various impact mitigation measures and provisions for environmental management during project implementation.
The objective of this EA is to address the environmental impacts and management issues associated with the proposed road rehabilitation. The EA Report, which includes an environmental management plan, addresses the needs of applicable laws and regulations of the Government of Azerbaijan including the provisions of the World Bank’s Operational Policy on Environmental Assessment: OP 4.01, January 1999.
The preparation of this EA was undertaken through field investigations, consultations with RTSD, and Ministry of Ecology and Natural Resources (MENR) and stakeholder consultations. An assessment of tree plantations along the project corridor was also conducted in coordination with the State Forest Fund in Cengi.

In addition to the RER, EA&MF and RPF, other references used for this EA are studies prepared by other consultants such as Finnroad Ltd. for Tovuz Bypass and Engconsult Ltd. for Yevlakh-Ganja Road Rehabilitation.

Description of the Project

The main objective of the Project is to reduce road transport costs and improve access, transit and safety within Azerbaijan's East-West corridor, through the rehabilitation of the Project road. For road users, the Project would lead to better road quality meeting mid-term traffic projections, better safety standards, lower travel costs and a shorter travel time.

All of the proposed works will be accommodated within the existing right of way (ROW), which extends 30 m to either side of the centerline of the road (i.e. 60 m wide in total). The proposed rehabilitation works will have the following features:

1. 
   Upgrading of the first 12 km from two to four lanes within the ROW;
   
2. 
   Reconstruction of the existing two lane road (from about km 22 to 134) including pavement strengthening;
   
3. 
   Spot realignments at locations where the current design jeopardizes traffic safety;
   
4. 
   Widening by adding a climbing lane where a long and steep gradient may affect travel speed or safety because of heavy vehicle traffic;
   
5. 
   Maximum total width of the road to be constructed (except for the first 12 km) is 15 m total (18.5 m with climbing lane);
   
6. 
   Lane width is 7.5 m (2x3.75 m + 3.5 m for climbing lane);
   
7. 
   Maximum shoulder width is 3.75 m (3.75 m x2 m), 2 x 2 m paved with asphalt concrete;
   
8. 
   Cross-fall in the carriageway is 2% and in the shoulders is 4%;
   
9. 
   Design speeds of 100 km/h for flat and undulated terrain, and 80 km/h for hilly terrain;
   
10. 
    Intersections with other roads designed to international standards;
    
11. 
    Reconstruction or rehabilitation of seven bridges, replacement of damaged culverts and installation of additional ones; and
    
12. 
    Traffic safety features such as illumination, pedestrian crossing, road signs, road marking, livestock crossing and road furniture, including appropriate road safety barriers (guardrails).
    

The project is scheduled to commence in mid-2006 and is forecasted to take 3 years until its completion in mid-2009. The project will be designed for a life span of 20 years provided that routine and periodic maintenance is carried out.

Description of the Physical Environment
The main soil types of the study corridor are grey-brown and chestnut soils. The topography along this road is characterized by undulating arid hills and mountains. The relief gradually transforms from plains in the east over to foothills and lower mountain areas of the Greater Caucasus in the western part of the study corridor. Altitudes vary between 0 masl at the starting point of the road in the east to about 1,000 m around Shamakhi in the west.
The climate in study corridor may be divided into two parts: the eastern part (approximately between the starting point of the road in the east and the village of Cengi in the west), is semi-desert and dry steppe with average annual precipitation of up to 200 mm. Average annual temperature is about 14°C and the main directions of wind are west and north-west throughout the year. The western part of the study corridor is characterized by steppe landscape, with average annual precipitation of 300-450 mm. The average annual temperature is 10°C and the main direction of the wind is west.

Along the project corridor, there are no stationary sources that are significant sources of air pollution. As such, vehicular traffic can be assumed as the major source of emissions that influence ambient air quality. Given the current low level of road traffic and industrial activity along the Baku-Shamakhi road, noise is not considered to be a key environmental issue in the area.

Surface water resources of the study corridor are made up of a few rivers, springs and small lakes which in the area of the first 20 km of the roadway generally carry little water. A water reservoir is located near Shamakhi town. The groundwater sources of the study corridor contain hydrogen sulphide. Hydrocarbonate and hydrocarbonate-sulphate composition is typical here. These waters contain significant quantities of sodium bicarbonate, calcium and magnesium. Mineralization of water is not very high due to strong dilution by rainwater.

Water supply in settlements along the project corridor is tapped from springs and rivers. In Shamakhi, about 70% of the drinking water supply is spring water. People in villages usually have artesian wells.

Active landslides affecting the project road have been recorded at km 60, km 81.5, km 109-110 and km 132.6. All slopes along the project road and in the sliding areas are stable under dry weather conditions. The primary trigger of the landslides in the project area is heavy precipitation and/or in combination with major storms or snow melt events. Other reasons for these types of slides can be, but are unlikely, is earthquake or ground water pressure or a combination of these.

Drought is characteristic of the Absheron-Gobustan zone, in which the easternmost parts of the project corridor are located. The western part of the study corridor is characterized by very high seismic activity. This area is called Shamakhi nidus where seismic centers extend in strips of 50-60 km length from north-west to south-east.

Description of the Natural Environment

Fauna biodiversity is not particularly high in the area of the Baku to Shamakhi corridor, especially in the eastern dry semi-desert areas. However, the Lesser Kestrel (Falco naumanni), which is a globally threatened migratory bird species has a small nesting colony under the bridges over Ceyrankecmez River at km 74 and km 80.

The area to the west of Baku is characterized by saltwort ephemeral desert vegetation. Travelling westwards along the Baku to Shamakhi road, the saltwort-ephemeral desert landscape is gradually replaced by wormwood-saltwort semi desert. Beyond km 70, the natural vegetation is mountain-steppe landscape with mixed-grass vegetation.

Along the project corridor, trees are planted some 5 to 6 meters from the edge of the road. As the plantations were just recently established by the State Forest Fund (SFF) in Cengi, height of plantings is mostly below 0.5 meters although there are some areas with trees that have grown to over a meter high. The tree plantations are found intermittently starting at about km 55 until km 65.4 covering a total road length of about 4 km. The longest strip of plantation is approximately 1.8 km between km 63.6 to 65.4.

Protected Areas

There are no areas designated under National Legislation within the Baku-Shamakhi study corridor, nor do areas of specifically high botanical or zoological value exist.

In the wider surroundings of the study corridor there are two sites of international conservation importance. These are so called 'Important Bird Areas' and are located around Gargabazar and Gushgaya mountains some 8-10 km directly south of Cengi village.

Human Environment

The Baku-Shamakhi road passes through three administrative districts namely, from east to west; Absheron, Gobustan, and Shamakhi. As of 2003, the estimated total population of these districts is 210,100. The three main centres of population along the Project road are Baku, Maraza and Shamakhi.

A number of cultural properties such as monuments, a mosque and graveyards are found along the road. These will not be affected by the proposed road rehabilitation.

Summary of Environmental Impacts and Mitigation Measures

Impacts to vegetation and wildlife along the project road is not expected to be significant since the rehabilitation will be undertaken with the 60 m ROW. Further, there are no protected and densely vegetated areas within the influence area of the project as well as in the proposed borrow areas.

The current tree plantation of the SFF along the road project covers a total area of almost 2300 hectares that will not be affected by the project such that the impacts of limited removal of vegetation within the ROW is considered to be very minor. Prior to construction, the RTSD shall submit to the MENR a map showing the final design of the road with reference to the tree plantations in Cengi so that the State Forest Fund can be advised regarding which trees/shrubs should be transplanted. As the trees/shrubs are newly planted and are generally less than 1 m high, these can be easily transplanted.

Removal of trees very close to the road in Maraza and Shamakhi will also be necessary and shall be replaced by the contractor through compensatory planting. Along the project road, vegetation cover and engineering measures, such as retaining walls and drainage, will be provided in areas prone to erosion and landslide.

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

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

As the project will be undertaken within the existing 60 m ROW, land acquisition and resettlement are not expected.
Environmental Management During Construction

The purpose of environmental management during construction is to control, reduce or avoid potential damage and disturbance to the human and natural environment. This can be achieved through the application of appropriate mitigation measures, control procedures and monitoring contained in the environmental management plan (EMP).

Construction related impacts will be temporary and include such issues as the impairment of traffic safety, damage to access roads, dust and gaseous emissions, potential pollution of soils and water resources, and disturbance to neighboring settlements through material transport. Haphazard extraction at borrow sites and dumping of excess materials are also likely to cause adverse impacts. The establishment and operation of contractor’s yard/worker’s camp and asphalt plants may be further potential sources of temporary adverse impacts. The provisions of the EMP prepared for the project requires the contractor to prepare and implement the provisions of the following plans for environmental protection throughout the construction stage:

• 
  Layout of the work camp and details of the proposed measures to address adverse environmental impacts resulting from its installation. The plan shall be consistent with the provisions of the construction norms BCH 8-89
  
• 
  Sewage management plan for provision of sanitary latrines and proper sewage collection and disposal system to prevent pollution of watercourses
  
• 
  Waste management plan covering provision of garbage bins, regular collection and disposal in a hygienic manner, as well as proposed disposal sites for various types of wastes consistent with appropriate regulations
  
• 
  Description and layout of equipment maintenance areas and lubricant and fuel storage facilities including distance from water sources and irrigation facilities.
  
• 
  Soil Management Plan detailing measures to be undertaken to minimize effects of wind and water erosion on stockpiles, measures to minimize loss of fertility of topsoil, timeframes, haul routes and disposal site.
  
• 
  Dust management plan which shall include schedule for spraying on access road and in nearby settlements along the project road, as well as details of the equipment to be used
  
• 
  A plan indicating the location of the proposed extraction site as well as rehabilitation measures to be implemented for the borrow areas and access roads upon project completion
  
• 
  A method statement or plan for the execution of bridge construction works including measures that will be undertaken to address adverse environmental impacts such as erosion of river embankment and siltation of watercourses that may result from such activities.
  
• 
  An emergency response plan (in case of spills, accidents, fires and the like) for asphalt plants.
  

Prior to commencement of construction activities/site works, the above plans will be submitted by the contractor to the Ecology and Safety Sector (ESS) of the RTSD for approval. Throughout the duration of the construction stage, the ESS shall monitor the performance of the contractor to ensure compliance with the provisions of the environmental management plan and applicable environmental laws and regulations.

Capacity Building

Training of ESS/district RTSD is proposed under the construction supervision contract. The training shall focus on developing their capability on the proper enforcement of the EMP. The training program would typically be delivered through short classroom training followed by more intensive on-the-job training site visits where relevant RTSD staff would participate directly with the international environmental specialist/construction supervision staff in reviewing the Contractors submissions, carrying out periodic monitoring inspections, attending meetings on environmental issues with the Contractor and other stakeholders, and environmental reporting.

Public Consultation Summary and Information Disclosure

Consistent with the provisions of the WB’s OP/BP 4.01, public consultations were conducted on 8 and 9 December 2005 in settlements along the project road. The consultation was coordinated through the Office of the Chief of the Road Transport Service Department. The Local Executive Powers of Qobustan, Shamakhi and Absheron districts were requested to invite local residents, village officials/representatives, NGOs and other stakeholders to the meetings. The consultations were held at the Office of the Local Executive Powers of the respective districts and were attended by a total of 51 participants. The Consultant was represented by the team leader, deputy team leader and the environmental specialist (local and international).

During the meeting, the team leader introduced the project and provided general technical details of the proposed road rehabilitation. The international environment specialist presented the results of the impact assessment along with the proposed environmental mitigation measures and monitoring plan.

Comments received generally pertained to traffic safety features of the project. In particular, concerns were raised about the current hazardous road condition due to poor visibility and presence of landslide prone areas. The participants were advised that one of the main objectives of the project is to improve road safety such that these issues are being considered in the design. With regard to land acquisition, the Consultant explained that the rehabilitation works will be conducted within the existing ROW and, therefore, land acquisition and resettlement are not expected. It was also elaborated that an environmental management plan detailing the environmental responsibilities of the contractor as well as a monitoring program to be undertaken to ensure proper implementation of the EMP have been prepared for the project.

The draft EA report will be presented to both the Government of Azerbaijan and the Bank and will serve as a background document for approval by the MENR. In accordance with OP/BP 4.01, RTSD shall make the draft EA Report (in Azeri language) available at a public place accessible to project-affected groups and local NGOs. The RTSD shall also officially transmit the EA report to the Bank in English for review and clearance. The Bank will make the EA report available to the public through their Infoshop once this is locally disclosed and officially transmitted by RTSD to the Bank.

Conclusions

The results of the environmental assessment show that the potential environmental impacts of the proposed road rehabilitation are likely to occur due to construction activities and much of these impacts are temporary in nature. Implementation of appropriate mitigation measures during the design, construction, and operation phases will minimize the negative impacts of the Project to acceptable levels.

The cost for implementing environmental controls have been estimated and where possible, will be made separate items in the Bill of Quantities. Such allocation of a separate budget for carrying out environmental mitigation measures will be crucial in ensuring their ultimate implementation. Environmental monitoring of the Project will be undertaken regularly during construction to ensure that the mitigation measures are being implemented properly.

In conclusion, the Project will have overall beneficial impacts in reducing road transport costs, improving access, and road safety.