c29655/amif armenia: gyumri urban roads - feasibility study · ic consulenten ziviltechniker gesmbh...

iC consulenten Ziviltechniker GesmbH Schönbrunner Strasse 297, 1120 Vienna, Austria T +43 1 521 69-0, F +43 1 521 69-180 [email protected], www.ic-group.org FN 137252 t EN ISO 9001

Report C29655/AMIF Armenia: Gyumri Urban Roads -

Feasibility Study

In association with

BERNARD INGENIEURE ZT GMBH Bahnhofstrasse 19 6060 Hall in Tirol, Austria T + 43 5223 5840-0, F + 43 5223 5840-201 [email protected], www.bernard-gruppe.com FN 260331s ISO 9001:2008

Client

European Bank for Reconstruction and Development

Document title

Environmental and Social Impact Assessment ESIA

Document date

25.03.2015

Revision: 1

mailto:[email protected]

http://www.bernard-gruppe.com/

Environmental and Social Impact Assessment 25.03.2015

Revision: 1 Page 1 iC consulenten / BERNARD Ingenieure

DOCUMENT CONTROL SHEET

PROJECT NUMBER:

46x14328

PREPARED BY:

iC consulenten Ziviltechniker GesmbH Schoenbrunner Strasse 297, A-1120 Vienna Phone: +43 1 521 69 0 Fax: +43 1 521 69 180 E-Mail: [email protected]

PREPARED FOR:

European Bank for Reconstruction and Development One Exchange Square, London, EC2A 2JN Tel: + 7 495 787 1111 ext. 168 Email: [email protected]

DATE:

25.03.2015

EDITOR:

Henning Wefelnberg, Lucas Dittrich, James Mathews

Date Revision No. Editor Checked by Approved by Signature

28.01.2015 0 DiL WeH MaJ

25.03.2015 1 DiL WeH MaJ



ABREVIATIONS

EBRD European Bank for Reconstruction and Development

KWH kilowatt Hour

LED Light Emitting Diode

EU European Union

EUR Euro

QMS Quality Management System

ADB Asian Development Bank

PM Project Manager

CDP City Development Plan

ESIA Environmental and Social Impact Assessment

ESAP Environmental and Social Action Plan

ToR Terms of Reference

GIS Geographic Information System

SLA Service Level Agreement

BOT Build Operate Transfer

FS Feasibility Study



CONTENT

Preparation of the ESIA ..................................................................................................... 5 1.

Project Components ......................................................................................................... 5 2.

Road Rehabilitation Works ......................................................................................................... 5 2.1.

Resurfacing of primary Roads ..................................................................................................... 5 2.1.1.

Replacement and Reconstruction of secondary Roads .............................................................. 6 2.1.2.

Drainage Rehabilitation Works ................................................................................................... 8 2.2.

Footways Rehabilitation Works .................................................................................................. 8 2.3.

Road Safety ................................................................................................................................. 8 2.4.

Time Flow ................................................................................................................................... 9 2.5.

Legal Framework ............................................................................................................ 12 3.

Screening and Scoping .............................................................................................................. 12 3.1.

Screening according to Armenian Standards ........................................................................... 13 3.2.

Screening according to EU-Standards ...................................................................................... 13 3.3.

Screening – EBRD Classification ................................................................................................ 17 3.4.

Necessity for Environmental and Social Impact Assessment – Screening Result .................... 17 3.5.

Timeframe and administrative Framework of local EIA ........................................................... 18 3.5.1.

Documents to be submitted ..................................................................................................... 20 3.5.2.

Administrative framework ........................................................................................................ 20 3.5.3.

Relevant Impacts (Matrix of Relevance) .......................................................................... 21 4.

Relevant Environmental and Social Assets ............................................................................... 23 4.1.

Asset Human Being ................................................................................................................... 23 4.1.1.

Social Impacts ........................................................................................................................... 24 4.1.2.

Asset Landscape ....................................................................................................................... 24 4.1.3.

Asset Biodiversity ..................................................................................................................... 24 4.1.4.

Asset Soil ................................................................................................................................... 24 4.1.5.

Asset Water .............................................................................................................................. 25 4.1.6.

Asset Climatic Conditions ......................................................................................................... 25 4.1.7.

Asset GHG Emissions ................................................................................................................ 25 4.1.8.

Cultural Heritage ...................................................................................................................... 25 4.1.9.

Other Impacts ........................................................................................................................... 25 4.1.10.

Baseline ......................................................................................................................... 26 5.

Delineation of project area ....................................................................................................... 26 5.1.



New Roads ................................................................................................................................ 26 5.1.1.

Existing Roads ........................................................................................................................... 26 5.1.2.

Reserve List ............................................................................................................................... 26 5.1.3.

Background Information ........................................................................................................... 28 5.2.

Road Specific Environmental and Social Baseline .................................................................... 29 5.3.

Yerevanian Highway ................................................................................................................. 30 5.3.1.

Garegin Njdeh Street ................................................................................................................ 32 5.3.2.

Vazgen Sargsyan Street ............................................................................................................ 34 5.3.3.

Shara Talayan Street ................................................................................................................. 36 5.3.4.

Rustaveli street ......................................................................................................................... 37 5.3.5.

Mazmanyan street .................................................................................................................... 39 5.3.6.

Komitas street .......................................................................................................................... 41 5.3.7.

Gertsen Street .......................................................................................................................... 43 5.3.8.

Ani Streets – Mush II link road .................................................................................................. 45 5.3.9.

Tigran Mets Avenue .................................................................................................................. 49 5.3.10.

Impact Assessment ......................................................................................................... 51 6.

Noise ......................................................................................................................................... 51 6.1.

Air Pollution .............................................................................................................................. 55 6.2.

Road specific Impact Assessment of other Impact Factors ...................................................... 56 6.3.

Roads Envisaged for Resurfacing .............................................................................................. 57 6.4.

Yerevanian Highway ................................................................................................................. 57 6.4.1.

Garegin Njdeh Street ................................................................................................................ 60 6.4.2.

Vazgen Sargsyan ....................................................................................................................... 64 6.4.3.

Tigran Mets Avenue .................................................................................................................. 67 6.4.4.

Roads envisaged for full replacement ...................................................................................... 70 6.5.

Shara Talayan Street ................................................................................................................. 70 6.5.1.

Rustaveli Street ......................................................................................................................... 74 6.5.2.

Mazmanyan Street ................................................................................................................... 77 6.5.3.

Komitas Street .......................................................................................................................... 80 6.5.4.

Gertsen Street .......................................................................................................................... 84 6.5.5.

11th Ani district Street and Mush II Link Road .......................................................................... 87 6.5.6.

Remaining Impact ..................................................................................................................... 91 6.6.

Environmental Management plan (EMP) ......................................................................... 92 7.

Policy requirement table ................................................................................................ 99 8.

References .................................................................................................................... 107 9.



TABLES

Table 1: Projected Rehabilitation Works (altogether 10 roads in urban context) .................................. 7 Table 2: Relevance matrix revealing potential environmental assets .................................................. 22 Table 3: Typical Noise Levels of Principal Construction Equipment...................................................... 51 Table 4: Daily average traffic of short-listed roads, Year 2014 ............................................................. 52 Table 5: Daily average traffic of short listed roads, Year 2020 ............................................................. 52 Table 6: Noise status quo (2014) and noise prediction (2020) for each street for which refurbishment

is planned ................................................................................................................................. 55 Table 7: Noise status quo (2014) and noise prediction (2020) for each street foreseen for

refurbishment. .......................................................................................................................... 56 Table 8: Impact assessment for Yerevanian Highway ........................................................................... 60 Table 9: Impact assessment for Garegin Njdeh..................................................................................... 64 Table 10: Impact assessment for Vazgen Sargsyan ............................................................................... 67 Table 17: Impact assessment for Tigran Mets Avenue ......................................................................... 70 Table 11: Impact assessment for Shara Talayan Street ........................................................................ 74 Table 12: Impact assessment for Rustaveli Street ................................................................................ 77 Table 13: Impact assessment for Mazmanyan Street ........................................................................... 80 Table 14: Impact assessment for Komitas Street .................................................................................. 84 Table 15: Impact assessment for Gertsen Street .................................................................................. 87 Table 16: Impact assessment for 11th Ani plus Ani-Mush II link road ................................................... 90 Table 18: Significant impact factors ...................................................................................................... 91 Table 19: Improvements or benefits of the project .............................................................................. 91

FIGURES Figure 1: Scheme of the time flow for overlaying ................................................................................. 10 Figure 2: Scheme of the time flow for full road rehabilitation works ................................................... 11 Figure 3: Map of short-listed roads – Delineation of project area ........................................................ 27 Figure 4: Development of the population (1830 - 2011). Source: Municipality of Gyumri and ADB-

report on city development 2014 ............................................................................................. 29 Figure 5: Baseline of Yerevanian Highway ............................................................................................ 32 Figure 6: Baseline of Garegin Njdeh Street ........................................................................................... 34 Figure 7: Baseline of Vazgen Sargsyan Street........................................................................................ 36 Figure 8: Baseline of Shara Talayan Street ............................................................................................ 37 Figure 9: Baseline of Rustaveli Street .................................................................................................... 39 Figure 10: Baseline of Mazmanyan Street ............................................................................................. 40 Figure 11: Baseline of Komitas Street ................................................................................................... 43 Figure 12: Baseline of Gertsen Street .................................................................................................... 44 Figure 13: Baseline of Ani Streets / Ani-Mush II Link Road ................................................................... 49 Figure 14: Baseline of Tigran Mets Avenue ........................................................................................... 50 Figure 15: Noise estimation status quo, Example day value of Shara Talayan Street 2014. ................ 53 Figure 16: Noise predictions. Example of Shara Talayan Street 2020. .................................................. 54



PREPARATION OF THE ESIA 1.

On behalf of the European Bank for Reconstruction and Development (EBRD), this Gyumri Urban Roads Feasibility Study Report has been prepared by the consortium iC consulenten and Bernard Ingenieure and in conjunction with the Municipality of the City of Gyumri.

It is intended to rehabilitate eight city roads from the prioritised short list agreed upon in November 2014 together with the Municipality of Gyumri. The project also considers two additional roads ( one primary and one secondary road) which are on a reserve list and which may be included into the project if sufficient funds are available. Three roads are primary roads. Five roads are secondary roads in a residential context. The refurbishment of the primary roads consists of an overlay of the existing road to increase asphalt thickness. The footway is also to be repaired along these primary roads. The refurbishment of the secondary roads consists of a full-depth road construction and the restoration of the footway. Additionally, the drainage is envisaged to be repaired.

This ESIA has been prepared for the project and is focused on the next phases of the project which are design, construction and operation. The aim of the ESIA is to identify relevant impacts the project has with the assets according to the EU-Directive. Based on the local conditions, the impact resulting from the rehabilitation works is assessed. In case the rehabilitation works are likely to affect environmental and social assets, mitigation and compensation measures have to be implemented (refer to chapter 7). This implementation of mitigation measures is part of the EMP section of the ESIA.

The ESAP (Environmental and Social Action Plan) offers a general overview of actions to be taken into account. The ESAP is another stand-alone document of the Gyumri Urban Roads EIA-package. Referring to this document, it has to be noted that Stakeholder Engagement necessities as well as redressal and grievance mechanisms are incorporated. The EMP of the ESIA summarizes the required actions derived from the assessment of environmental and social assets.

The overall compliancy with guidelines in force for environmental assessments is respected in the ESAP as well.

PROJECT COMPONENTS 2.

Road Rehabilitation Works 2.1.

The project components are derived from the technical project as described in the Feasibility Study [hereafter FS]. The below-mentioned roads of Gyumri are subject of rehabilitation (refer to Table 1). The green labelling is referring to primary roads and the blue labelling is referring to secondary roads within a residential context. The selection of roads comprising primary and secondary roads is derived from traffic counts that have taken place in Gyumri. FS chapter 10.1 deals with the road conditions resulting in driving habits. The selections of roads favour on the one hand the accessibility and on the other hand the interconnectivity of the road network of the city of Gyumri. Additionally, more paved roads offer more alternatives for the existing traffic flow and thus a reduced congestion risk in the total network.

Prior to all detailed design works, pavement quality tests will be conducted in regard to construction thickness, sub-base, base layer and top layer strength.

Resurfacing of primary Roads 2.1.1.

This rehabilitation method has been developed for all those roads which were evaluated as being sufficiently paved, but with uneven, bumpy and cracked pavement. The overall road quality however



leads to the assumption that the road base course is still in a sufficient condition for being further used. A combination of resurfacing, strengthening of the bearing layer, and increasing thickness to prevent freeze-thaw effects is proposed. Any resurfacing and overlaying would obviously increase the overall elevation of the existing pavement. Currently the worst case scenario is an increase of approx. 150 mm. Under the assumption that the existing streets have a usual minimum cross gradient of 2.5%, which must remain for dewatering, the road level would also increase at the kerbs with the same value.

The extremely wide primary roads (and only such streets are considered for overlaying) allow several different mitigation methods, which can be applied as the individual situation allows. The Consultant made recommendations for several possible methods for such overlaying, which would keep the elevation at houses and shops along the roads unchanged.

Additionally, some methods would have the side effect of refurbishing existing green strips along the roads, or modifying extremely wide paved footways (often more than 5 m on each road side) to partially green strips.

All roads without immediately neighboring footways need no special measures but properly raised kerbs only.

For detailed information refer to FS, chapter 9.15.

Replacement and Reconstruction of secondary Roads 2.1.2.

Along all sections where the existing road pavement will be considered too weak or too deteriorated for overlaying, the complete pavement will have to be removed to a certain depth (deeper than the existing pavement), the stormwater drainage may have to be rehabilitated, the sub base will be compacted to the required strength, and the complete road needs to be reconstructed up to the final top-layer. The final road surface (vertical alignment and gradient) shall approximately meet the existing road alignment in order to avoid unnecessary additional problems with manholes etc.

The actual decisions for the amount of reconstruction will be made after the inspections and tests have been carried out. This affects issues like e.g. layer thicknesses, milling thickness, asphalt resurfacing thickness, the decision for reconstruction instead of overlaying (where necessary).



Table 1: Projected Rehabilitation Works (altogether 10 roads in urban context)

The existing street lighting system uses mainly conventional bulbs. It has been built in the soviet era and is kept in working condition by constant improvised repair works. Currently about 50% of the existing installation is operable. To save energy costs the municipality had instigated reduced operation times of the street lighting system (12:00 pm secondary streets, 3:00 am main streets and

priority name of road length m existing condition reasons for reconstruction planned works estimated costs

street lighting

retrofit

1Yerevan

Highway3900

very patched and locally

repaired paved road giving a

very uneaven and bumpy

surface

key section of the primary

route through Gyumri,

requested by the municipality

for repairs and recommended

in the ADB report

overlay existing road to

increase asphalt

thickness and resurface.

Reinstate footway, locally

repair drainage

5.383.300€ 130.450,00€

2Garegin Njdeh

Avenue1480

recently resurfaced paved

road, but the road undulates

and dips suggesting

significant structural problems

under the new surface course





in the ADB report


increase asphalt



repair drainage

2.739.843€ 99.352,00€

3Vazgen

Sargsyan Str.2080




surface





in the ADB report


increase asphalt



repair drainage

2.726.758€ 140.752,00€

4Shara Talyan

Street1125

unpaved or partially paved

badly damaged road,

unsuitable for most motor

vehicles except at very slow

speeds

forms an east west

connection between two

primary routes and additionally

provides a shortcut to the

hospital from western

residential areas, requested

by the municipality for repairs

new full depth road

construction, reinstate

footway, install / repair

highway drainage

1.020.758€

5 Rustaveli Str. 1458

badly damaged cobbled road,



speeds

forms an east west


primary routes and opens

access to residential areas,



in the ADB report, would open

up new bus links

new full depth road



highway drainage

1.345.079€

6 Mazmanyan Str. 2150


badly damaged road,



speeds

forms a north south

connection between two busy

routes and opens access to

residential areas, requested

by the municipality for repairs

and reccommended in the

ADB report, would open up

new bus links

new full depth road



highway drainage

1.941.641€

7 Komitas Str. 900


badly damaged road,



speeds

opens access to dense

residential areas, would form

parts of a new connection to

airport, would open up new

bus links, requested by the

municipality for repairs and

recommended in the ADB

report

new full depth road



highway drainage

826.737€

8 Gertsen Str. 907


badly damaged road,



speeds

forms an east west


primary routes and opens

access to residential areas,


for repairs, would open up

new bus links

new full depth road



highway drainage

1.103.864€

9

58 district 11th

street

plus 500m Mush

II Link Road

1080

1080m southern section of


badly damaged road,



speeds

links Ani district to MUSH

district, forms a north south

connection between two busy

routes and opens access to

dense residential areas,


for repairs and partly

recommended in the ADB

report, would open up new

bus links

1080m southern section

of new full depth road



highway drainage

742.988€

10 Tigran Mets Ave. 1020




surface





in the ADB report


increase asphalt



repair drainage

1.723.409€ 70.668,00€

Reserve list



squares). The municipality has started a program of upgrading the illuminants on the most important primary roads to LED technology, while keeping the rest of the infrastructure as is.

The Consultant suggests upgrading the shortlisted streets to LED illuminants, upgrading the feeder system to insulated overhead lines and installing basic safety equipment which protects LEDs and assures the maximum possible lifetime for new illuminants. This also includes retrofitting streets already equipped with LEDs.

LED illuminants and improved feeders and safety system will considerably decrease costs for operation and maintenance of the upgraded streets over the lifetime of the new, improved street lighting system.

As a benefit of the rehabilitation works, better lighting and additional brighter lighting on existing and additional pedestrian crossings will increase the overall road safety, but in particular the pedestrian safety. This is an important issue, since in fast developing countries like Armenia a significantly high amount of severe road accidents include pedestrians.

Drainage Rehabilitation Works 2.2.

Prior to detailed design and rehabilitation works, all selected streets have to be inspected in regard to the condition of:

- Sewer pipes and manholes - Water supply pipes - Road drainage

If necessary, the facilities have to be repaired. The water supply pipes are currently undergoing renewal works and this will be completed in the near future.

Footways Rehabilitation Works 2.3.

New or reconstructed footways increase the willingness to use for pedestrians and also their regular safety (where footways are completely missing today). It can be expected that especially on rainy days and during the winter season many pedestrians currently use the gravelled or paved carriageways instead of the footways, since many “footways” are rather unusable under wet conditions. It is therefore necessary that all new footways have to be cleared in winter from snow and ice regularly (either by the maintenance contractor or by house owners, depending on the local regulations) to avoid such evasive effects in future.

Where existing paved footways are extremely wide (often more than 5 m on each road side), green strips with trees may be added between footways and the road. This leads to a visual improvement and additionally provide shade in the summer months.

Existing trees are envisaged to be considered by the footway rehabilitation works. Additional trees are envisaged to be planted where appropriate.

Road Safety 2.4.

Road safety improvements and traffic organisation improvements are key to all proposed works. The avenues and highways are extremely wide, and all city squares have very wide roads (partly as roundabouts, partly without), but without any traffic islands, signing, traffic markings, determined parking areas and determined lanes, separation of pedestrians. Although car drivers act surprisingly



respectfully to pedestrians, improvements are necessary for safety reasons and for a conflict-free future traffic flow.

Pedestrians shall be supported by reconstruction of existing footways to provide a continuous link along both sides of the roads, as well as determined road crossings with drop kerbs and refuge islands (signed and well-lit at night). Consideration should be given to providing facilities for disabled road users, which currently can neither use most of the roads (unpaved), nor most of the footways (too many potholes or completely missing), nor road crossings (high kerb up-stands).

Improved and rehabilitated stormwater drainage will increase the road safety by stopping water pooling and freezing.

Additional and new traffic signs (where required) and completely new and improved road markings along all rehabilitated road sections and at junctions will help to better organize the traffic flow and to increase the road safety.

Better lighting and additional brighter lighting on existing and additional pedestrian crossings increase the overall road safety, but in particular the pedestrian safety.

Auxiliary road safety measures like marking (of lanes, junctions, parking space and no-use areas) and signing of roads and junctions, marking and signing of pedestrian crossings, new traffic islands for new roundabouts or for safe pedestrian crossings are to be designed in the detailed design stage, since they require an exact terrestrial survey and an agreed design manual.

Time Flow 2.5.

The schemes below show how the time flow of the process is planned.

For the roads which are overlaid, this means the following: The road is milled and resurfaced lane by lane. As modern milling and pavement machines are to be applied, the process is fast, noise and dust emissions are reduced to a minimum. Due to the roads’ width, traffic flow in both directions is possible at all times. Access to shops and houses is granted via the sidewalks. The footway reconstruction follows the road works and access then is granted by access aids.

The expected time period for roads which are overlaid amounts 1-2 weeks. Sidewalks guarantee access during road construction. The Total time of works (carriageway reconstruction and footway reconstruction) amounts to 3-4 weeks.


Revision: 1 Page 10 Environmental and Social Impact Assessment

Figure 1: Scheme of the time flow for overlaying



For the roads which are to be fully reconstructed and replaced, the process takes a little longer, as also the base layers need to be reconstructed. The construction will be step-by-step in logical sections (e.g. block wise), which allow traffic to by-pass the current construction site. Again, access to shops and houses is granted via the sidewalks. The footway reconstruction follows the road works and access then is granted by access aids.

The expected time period for roads which are fully reconstructed (carriageway reconstruction and footway reconstruction) amounts 2-5 months. Sidewalks guarantee access during road construction.

Figure 2: Scheme of the time flow for full road rehabilitation works



LEGAL FRAMEWORK 3.

Screening and Scoping 3.1.

In the first step a screening was carried out on the basis of the EU guidance documents on screening and scoping (EU Guidance on EIA, screening June 2001 [1]). The existing checklist from these documents will be used to determine the significance and magnitude of potential environmental impacts.

In addition to the guidance documents from the EU, also the Armenian legislation is to be reviewed to evaluate, whether the national law requires a full ESIA or not.

or II Project

In order to keep a record of this process the following steps are undertaken:

Contact Details for the Developer

Characteristics of the Project (has to be adopted to the stage of the project)

Location of the Project

Characteristics of the Project (for this purpose a checklist will be used to evaluate the significance of the potential impacts). The characteristics of the project and its environment will be taken into account in this step

Step 1 – Project Annex I or II Project

Step 2 – Project on Mandatory List requiring

ESIA?

Step 3 – Project on Exclusion List requiring

ESIA?

Step 4 – “case by case” decision – likely significant

impacts?



Screening according to Armenian Standards 3.2.

The 10th Article of the Constitution of the Republic of Armenia (passed in 1995, amended on 2005) [3] outlines the State responsibility for environmental protection, reproduction and sustainable use of natural resources.

Roads classification, details related to the construction, rehabilitation, exploitation, financing and registration of the roads are defined by the RA Law on Automobile roads, dated on 05.12.2006.

RA Law on Environmental Impact Assessment and Expertise, adopted on 21.06.2014 [4]

The following categories define the EIA procedure implementation for infrastructures. The categories are mentioned within the amendments to the RA Law on Environmental Impact Assessment and Expertize is dated on 11.09.2014 and take into the force since 03.10.2014 [4].

A category

Construction or reconstruction of roads with four and more traffic lines, or extension of roads with no more than two traffic lines for the purpose of creating four and more traffic lines, if the corresponding segment has a total/ non interrupted length of 10 km and more.

B category

Construction of tunnels, subway railways or railroads with a length of 1 km and more, construction of bridges with a 25 ton weight-carrying capacity over rivers.

Both categories do not refer to road improvement and a non-interrupted length of 10 km is not envisaged. This implementation of the categories indicates that an ESIA is not necessary due to RA Law for this project.

Anyhow, The RA Law on Environmental Impact Assessment and Expertize [4] would require parallel with the EU-Directives [5] the screening phase including a screening document / concept paper and a public hearing (1st public hearing) within a strategic impact assessment.

Further steps or decision-making process after this phase (Notification / “case-by case” decision) are only required if separate component require an EIA. Conclusion on that will be provided by RA Ministry of Nature Protection.

The strategic impact assessment or so called “concept paper” is based on Article 14 (Concept Documents and expected activities, required Environmental Assessment and Expertise) for projects related to the fields: Socio-economic, energy, urban, transportation and connection, agricultural, entrails use, industrial, healthcare, environmental, recreational, service, forestry management, water use, water system sectors.

Screening according to EU-Standards 3.3.

The following checklist is based on the EU guidance documents 2001 [1] in order to identify potential impact factors resulting from the project and the need for further environmental and social appraisal.

Annex III of this Directive sets out the criteria which must be considered in screening. To help EIA participants apply these criteria in case-by-case screening, a checklist was prepared to support and help the process of deciding whether or not a project is likely to have significant effects on the environment.



Questions to be Considered Yes / No / ?. Briefly describe

Is this likely to result in a significant effect?

Yes / No / ? – Why?

1. Will construction, operation or decommissioning of the Project involve actions which will cause physical changes in the locality (topography, land use, changes in waterbodies, etc)?

Yes

Roads envisaged to be refurbished cross some small rivers

No

No interference of road improvements with water bodies, topography, land use.

2. Will construction or operation of the Project use natural resources such as land, water, materials or energy, especially any resources which are non-renewable or in short supply?

Yes

Ani-districts 7th

street including new link road to MUSH II will required land.

?

Required land is already biased.

No water protected area, no nature protection area, no natural soil, mainly residuals from spontaneous dumping.

3. Will the Project involve use, storage, transport, handling or production of substances or materials which could be harmful to human health or the environment or raise concerns about actual or perceived risks to human health?

Yes

Construction works involves handling with fuels.

?

Fuel should be stored below the surface to prevent any uncontrolled ingress of fuel into the water and soils.

4. Will the Project produce solid wastes during construction or operation or decommissioning?

Yes

Construction waste, old asphalt cover layer (Granulate)

?

Appropriate disposal required

5. Will the Project release pollutants or any hazardous, toxic or noxious substances to air?

?

Projected average daily traffic was assessed.

?

Insignificant increases of air pollutants due to increasing traffic values in operation (partially decreases due to better road conditions in case of PM; Emissions during construction phase temporary.

6. Will the Project cause noise and vibration or release of light, heat energy or electromagnetic radiation?

?

Projected average daily traffic was assessed.

?

Noise and vibration likely during construction works, but these are temporary, higher average daily traffic volumes have limited coverage.

7. Will the Project lead to risks of contamination of land or water from releases of pollutants onto the ground or into surface waters, groundwater, coastal wasters or the sea?

Yes

Construction works involves handling with fuels.

?

Fuel should be stored below the surface to prevent any uncontrolled ingress of fuel into the water and soils. However, construction works are not close to water bodies.

8. Will there be any risk of accidents during construction or operation of the Project which could affect human health or the environment?

Yes

During Construction and Operation

?

Safety measures to be implemented

9. Will the Project result in social changes, for example, in demography, traditional lifestyles,

? ?






employment? Small-scale interference with roadside businesses

Fast construction process Access aids / bridges guarantee access 24h/7days

10. Are there any other factors which should be considered such as consequential development which could lead to environmental effects or the potential for cumulative impacts with other existing or planned activities in the locality?

No

No other projects were observed which could interfere with the road improvements

11. Are there any areas on or around the location which are protected under international or national or local legislation for their ecological, landscape, cultural or other value, which could be affected by the project?

No

12. Are there any other areas on or around the location which are important or sensitive for reasons of their ecology e.g. wetlands, watercourses or other waterbodies, the coastal zone, mountains, forests or woodlands, which could be affected by the project?

No

13. Are there any areas on or around the location which are used by protected, important or sensitive species of fauna or flora e.g. for breeding, nesting, foraging, resting, overwintering, migration, which could be affected by the project?

No

14. Are there any inland, coastal, marine or underground waters on or around the location which could be affected by the project?

?

Already sealed project area (existing roads). Land consumption (if Ani link road is projected) would take place on waste land with construction debris.

?

See 2

15. Are there any areas or features of high landscape or scenic value on or around the location which could be affected by the project?

No

16. Are there any routes or facilities on or around the location which are used by the public for access to recreation or other facilities, which could be affected by the project?

No

No areas for recreation used by the public have been observed during the screening.

17. Are there any transport routes on or around the location which are susceptible to congestion or which cause environmental problems, which could be affected by the project?

No

18. Is the project in a location where it is likely to be highly visible to many people?

Yes

Improvement works are likely to take place in the city

?

See 9

19. Are there any areas or features of historic or cultural importance on or around the location which could be affected by the project?

Yes

Church, Historic building ensembles

?

Road works are not likely to affect historic buildings. Unforeseen discovery of






cultural heritage is unlikely but not excluded.

20. Is the project located in a previously undeveloped area where there will be loss of greenfield land?

No

21. Are there existing land uses on or around the location e.g. homes, gardens, other private property, industry, commerce, recreation, public open space, community facilities, agriculture, forestry, tourism, mining or quarrying which could be affected by the project?

Yes

The prioritised list (19.11.2014) refers to roads in an urban context. Some roads hold commercial use, others are of residential character.

?

Construction process is fast and footway is reinstated subsequently to road refurbishment. Business accessibility can be guaranteed by access aids 24h/7.days

22. Are there any plans for future land uses on or around the location which could be affected by the project?

No

23. Are there any areas on or around the location which are densely populated or built-up, which could be affected by the project?

Yes

The prioritised list (19.11.2014) refers to roads in an urban context.

No

Improvement works are envisaged to remain within the borders of the roads (see 2)

24. Are there any areas on or around the location which are occupied by sensitive land uses e.g. hospitals, schools, places of worship, community facilities, which could be affected by the project?

Yes

The prioritised list (19.11.2014) refers to roads in an urban context. Sensitive locations are referred to in the baseline.

?

Improvement works are foreseen to remain within the borders of the roads

Noise and Vibration could disturb sensitive locations

25. Are there any areas on or around the location which contain important, high quality or scarce resources e.g. groundwater, surface waters, forestry, agriculture, fisheries, tourism, minerals, which could be affected by the project?

No

26. Are there any areas on or around the location which are already subject to pollution or environmental damage e.g. where existing legal environmental standards are exceeded, which could be affected by the project?

Yes

Previous earthquake damage

No

Improvement works are envisaged to remain within the borders of the roads.

27. Is the project location susceptible to earthquakes, subsidence, landslides, erosion, flooding or extreme or adverse climatic conditions e.g. temperature inversions, fogs, severe winds, which could cause the project to present environmental problems?

Yes

Earthquake risk

?

Safety measures to be implemented

Tab. 1: Summary of features of project and of its location indicating the need for EIA. Adopted from the EU-guidance documents for EIA, screening. June 2001 [1].



Screening – EBRD Classification 3.4.

In accordance with Appendix 1 and paragraph 19 of the EBRD’s Environmental and Social Policy 2008 [2], this Project has been categorized B.

The category A was excluded, due to certain thresholds for road projects provided by Appendix 1. Although a four lane road is involved in this project the realignments or widening of road section do not exceed 10 kilometres or more in continuous length.

Furthermore, there have been no sensitive locations (as indicated in paragraph 26) identified in the screening. The project is not resulting in significant adverse social impacts to local communities and other affected parties (as indicated in paragraph 27). At least, the project is not involving significant involuntary resettlement or economic displacements. The project is not matching the EBRD environmental and social exclusion list.

The project has been categorized B, due to potential adverse environmental and social impacts which are typically site-specific and/or readily identified and addressed through mitigation measures (already considered by the technical project).

The Due diligence requirements can vary within this and will be agreed with the EBRD on a “case-by case” decision.

Necessity for Environmental and Social Impact Assessment – Screening Result 3.5.

The checklist should lead to a positive or negative screening result (EU-Guidance documents 2001) [1]. If there would be one “yes” and the answer to the question is likely to result in a significant effect, an EIA may be required. The greater the number of “yes” and “?” answers, indicating uncertainty about the occurrence or significance of effects, should also point towards a positive screening (i.e. EIA is required) decision because EIA process will help to clarify uncertain issues.

The checklist reveals the following potentially significant points of the project in environmental and social concern. Taking into account the above mentioned results from the screening process it is recommended to carry out an ESIA. This recommendation is referring to the European law.

As a result of the screening process, it was figured out that there is a need for an ESIA, respective ESAP. The need for an ESIA was assessed due to the EBRD Policy Requirements and its project categorisation, the EU Guideline document 2001 and Armenian Law (RA Law on Environmental Impact Assessment and Expertise, adopted on 21.06.2014).

The present document conducts an ESIA due to EU Standards. For EBRD Performance refer to PR Compliance table (see Chapter 8).

The amended RA Law (Armenian Law) [4] does not require an ESIA in general (see chapter 0). The project requires a strategic impact assessment (concept) paper and a public hearing. Decision on the need of a follow-up process will be provided by RA Ministry of Nature Protection.

A concept paper for the strategic impact assessment according to Armenian Law is to be conduct in the follow-up process. (see ESAP and SEP). The local EIA is a separate document conducted for the overall project.



Timeframe and administrative Framework of local EIA 3.5.1.

In accordance with Art 15, the examination is carried out in two stages:

1.) A preliminary examination / screening, during which the study is a preliminary evaluation of the document / activities.

2.) The main stage/ detailed examination, during which examine the main document/activities in accordance with Art 16.

The preliminary examination stage of the examination / screening conducted by the initiator after submission to the Authorized body the application within 30 working days.

The preliminary examination stage is considered as an initial assessment of the application sets, particularly considered contents and completion of the concept document and (or) the possible impact of the scope. ToR for main stage of EIA should be developed and provided to the initiator.

Application for detailed examination should contain the following data:

1.) Initiator name and place of residence (location);

2.) Concept paper or activities name and purpose;

3.) Concept paper and (or) the subject area, including a brief description of the environmental situation in the scheme;

4.) Concept paper and (or) the characteristics (capacities, expected use of materials and natural resources, technical and technological solutions);

5.) Environmental and Social Impact Assessment and Environmental Management Plan with all negative impacts description and environmental impact mitigation measures;

6.) Preliminary arrangement with local authority concerning public awareness and hearings, if of otherwise provided by RA law.

As a result of preliminary examination the authorized body shall provide one from the following opinion/decisions:

1.) Concept document or activities is inadmissible – decision has been made taking into consideration requirements of RA legislation;

2.) Application could be returned to initiator with the purpose of completion, according to content of point 3 of Art 16;

3.) Application could be returned in case of trans-boundary context of concept document or activities;

4.) In case of classification A or B category, ToR should be developed and provided for further detailed examination;

5.) In case of C category classification final decision will be provided.

ToR should be developed in accordance to provision of this law

If the application is uncompleted or contents are not fulfilling point 3, Art. 16, the authorized body returns the documents to the initiator for completion within five days. From the moment of returning, the



preliminary examination process will be stopped until the submission of an amended version for project application.

The Terms of Reference (Methodology) shall be developed in accordance with Article 7 (natural objects and characteristics of environmental impacts: Ambient air, soil, bio resources, etc.), as well as, with Article 18 (content and scope of ToR) of the Law.

The ToR forms have to be approved by the authorized body.

During the preliminary examination/ screening period (30 days) the initiator of an intended activity informs the competent state authorized body – RA MoNP – about upcoming activities. The first public hearing should be organized and provided by the initiator after the notification of affected public and stakeholders 7 days in advance.

Within 30 days the competent authority shall notify the initiator of the final decision whether the EIA is required. The next step is the submission of the detailed documents required by the competent authority (based on ToR developed as a result of screening), which the latter immediately sends "to the heads of the province or the community, to the relevant state body and the affected community".

The hearings, with the participation of the community leaders and the initiator, shall be finalized within 30 days. If more than one community is affected, the venue of public hearings shall be determined by the competent authority.

Within 10 days of the preliminary examination period and an adopted one from listed in Art 16 decisions were taken.

Within 30 days of the receipt of the expert conclusion, the authorized body is finalizing the decision to arrange the second round of expertise consultation.

In accordance with Art 19, the time line to evaluate the detailed examination by the authorized body ranges from the:

Concept Document (includes e.g. methodology) – 60 working days

For A category – 60 working days

For B category – 40 working days

For some cases the detailed examination period could be extended (limit is one extension and for half period for each category), based on written notification provided by the state authorized body. In case of a not completed package submission, 10 additional days for completion of ESIA package could be provided.

Two public hearings shall be organized in the detailed examination period (minutes of meeting from community meeting shall be attached to the application) and stakeholders and affected communities opinions should be reflected in the final document.

After the decision concerning the final conclusion from the authorized body, three public hearings shall be organized by the initiator with the purpose of providing final information on EIA process to affected community.

MoNP developed and submitted to RA Government Draft of Decree “On Public Notification and Discussion” – it is not adopted yet. This document defines in detail the procedure for implementation of public hearings and responsibility of initiator, authorized body, expertise centre and local authorities.

The Law on Preservation and Utilisation of Immovable Monuments of History and Culture and of the Historic Environment (adopted on the 11 November 1998) addresses the following: (i) the concept of monuments of history and culture, (ii) the procedure of their preservation and use, (iii) the classification of



monuments, (iv) the rights and responsibilities of the state and the local self-government bodies with regard to preservation and use of monuments and (v) the procedure for the state registration of monuments. It provides a framework for preservation of monuments and the historic environment and supports the study of monuments and archaeological digs.

Documents to be submitted 3.5.2.

1.) The initiator submits the documents on the intended activities subject to environmental impact assessment to the authorized body by established procedure.

2.) The documents and the list of data and its scope are established by the proposal of the authorized body to the government of the Republic of Armenia.

Administrative framework 3.5.3.

Ministry of Nature Protection of RoA

The Ministry of Nature Protection elaborates and implements the policies of the Republic of Armenia in the areas of environmental protection and sustainable use of natural resources and is represented by the Minister and the staff of the Ministry.

Within the system of the Ministry there are also State Non-Commercial Organizations and Institutions. The main functions of the Ministry of Nature Protection of RoA are listed below:

1.) Develop and coordinate implementation of the state policy and strategy on environmental protection and efficient use and reproduction of the natural resources;

2.) Develop the environmental regulations;

3.) Develop the economic instruments for efficient use and reproduction of environment and national resources;

4.) Facilitate fulfilment of international environmental commitments;

5.) Development of the main directions of environmental education and awareness raising strategy;

6.) Execute the state environmental monitoring;

7.) Carry out the investigation on the negative impact on the environment;

8.) Regulate and ensure sustainable use of natural resources.

The above mentioned functions of the Ministry are implemented through the following units:

The key departments and organizations within the Ministry of Nature Protection (MNP) have administrative authority over the EIA.



RELEVANT IMPACTS (MATRIX OF RELEVANCE) 4.

The matrix of relevance presents the results of the preliminary investigation (screening, feasibility study). The axes of the table represent the entity of environmental and social issues of the project opposed to the impact factors resulting from the project.

Thus the scope of investigation is defined by the relevant impacts and their potential interference with the asset. This model is commonly used for the identification of relevant impact factors within ESIA-procedures in Austria and Germany. (e.g. RVS 04.01.111).

The following matrix represents the first step of the evaluation process. Here, the relevant impacts and indicators are defined. All relevant impact factors are addressed by an associated mitigation, compensation or monitoring measure.

Aside from thresholds according to given decrees or laws to assess impacts on assets, in some cases a qualitative assessment will complement these proposals for evaluation. Aside from threshold according to given decrees or laws to assess impact on assets, in some cases a qualitative assessment will complement these proposals for evaluation.

The following table gives an overview of the potential impacts.

1 RVS 04.01.11 - Environmental Examination, Austrian Research Association for Roads, Railroads and Transport, 2008).



Table 2: Relevance matrix revealing potential environmental assets

impact factors

issues assets sub topic indicator

impacts spread of diseases

impacts of odour

Labour and working conditions X

impacts due to accidents (OHS issues) X

residential area (project and host area)

loss of social services and infrastructures

impacts on plants / habitats

impacts on habitats of animals

impacts on protected areas

impacts on migration corridors for

animals

impacts on mining resources

impacts on soil

impacts on brown fields

quantitative impact

qualitative impact X

quantitative impact

qualitative impact X

micro climatic

situation

impacts on the exchange of fresh and

cold air/reduction of closeness

macro climatic

situationGHG emississions X

religious

monumentsimpacts on churches, cemeteries

other monuments impacts on archeological sites (X) (X)

X

X

X

business and economic activities

(livelihoods)

X

Em

issio

ns

of

od

ou

r

X

Em

issio

n o

f n

ois

e

impacts on recreation

impact on landscape and visual

resources

social conflicts

Resett

lem

en

t

Lan

d c

on

su

mp

t./c

leara

nce

X

X

landownership

loss (damage) of structures

impacts of noise, vibrations, air

pollutants

en

vir

on

men

tal

an

d

so

cia

l is

su

es

social impacts

landscape

ground water

human being

landscape and

visual resources,

recreation

cultural

heritage

soil

human health,

well-being and

safety

Biodiversity

water

geology /

geomorphology

fauna / flora

economic

impacts

surface water

climatic

conditions

X

Accid

en

ts /

Occu

pati

on

al

healt

h a

nd

safe

ty

Ero

sio

n

Vib

rati

on

s

X

Ch

an

ge o

f sp

ati

al

str

uctu

res

Em

issio

n o

f air

po

llu

tan

ts

Em

issio

ns o

f w

aste

wate

r

Barr

iers

(e.g

fo

r m

igra

tio

n o

f

an

imals

)

Lab

ou

r an

d w

ork

ing

co

nd

itio

ns



Relevant Environmental and Social Assets 4.1.

Asset Human Being 4.1.1.

Human Health, Well-Being and Safety (OHS and Labour and Working Conditions) Community Impacts

As it is indicated in the matrix of relevance only the impacts of noise and air pollution and vibration in the construction phase could have an influence on residential areas along the existing road system. On the one hand the traffic increases significantly due to road improvement works, the emissions of noise and air pollutions are likely increase and therefore need to be assessed.

On the other hand vibrations and noise will also decrease due to improvement works along the roads (e.g. elimination of potholes). Regarding noise the increase of traffic may outweigh the benefits gained by the elimination of potholes. Vibration generally has a very local impact zone which will contribute to an improvement of the situation. Thus, these impact factors will be assessed.

The potential emissions of noise and air pollutants in the operation phase are predicted on the basis of baseline data from traffic counts and the current condition of the road. The assessment of potential emissions from noise and air pollutants will be based on a standard working scheme for a construction site (e.g. data record sheet of construction vehicles). The description of the potentially affected areas is based on the existing data and site visits.

Accidents currently play a major role, due to the lack of continuous pedestrian lanes and absent or very inhomogeneous street lighting, parallel to the road network. During the construction phase accidents could also be an issue and therefore need to be assessed and controlled as well as supervised. During operation phase the implemented road safety is connected to the risk of accidents. Furthermore, accidents could occur during works on the street light system.

The likelihood of accidents and the safety among the construction sites among the identified roads could require the detailed assessment of Occupational Health and Safety (OHS) issues and community impacts. This approach also refers to the requirement of Labour and Working Conditions (PR 2) which are connected to the refurbishments also.

Economic Impacts (Businesses and Employment), Land Acquisition and Resettlement

Due to a relatively short construction time (especially within the roads envisaged to be overlaid / resurfaced only) and spatially limited construction sites (refer to chapter 2), the accessibility of neighbouring roadsides is unlikely to be restricted. As the footway and the carriageway are not refurbished at the same time, accessibility will be guaranteed by the construction of access aids.

Moreover, the construction sites are limited to the length of one block (blockwise sections), which gives the opportunity to reach the respective location from the side roads: Within the baseline for each road potential side roads which guarantee access are described.

It has to be considered that the roads with significant businesses like the Garegin Nijdeh Avenue, the Yerevanian Highway, Vazgen Sargsyan Street and Tigran Mets Avenue are resurfaced only and this process is finished within at least 1-2 weeks. Within the mentioned roads, the refurbishments are conducted lane-by-lane and traffic flow will be not interrupted. In the long run, the better road system will foster economic development (e.g. better accessibility to shops).



Private landowners will be not affected during the construction phase (e.g. storage of construction material on private property). Land is not envisaged to be consumed due to widening for the construction of new roads. Construction works stay within the existing right of way, except for one link road which is situated on land which is belonging to the Municipality of Gyumri. Thus no labour camps, storage or other temporary uses are envisaged to be located on private land.

No structures have to be relocated for the rehabilitation of roads. Therefore the potential impact of resettlement and livelihood restoration does not have to be considered in the follow-up process. Therefore, neither a Livelihood Restoration Planning (LRF) nor a Resettlement Action Plan (RAP) is required.

Social Impacts 4.1.2.

Positive social impacts could be relevant: E.g. if the reconstruction of roads improves the accessibility of public services. Moreover, road improvements including the street lighting are connected with enhanced safety with has also a positive social impact. This positive effect is especially relevant for the safety of women. Some roads could be used by busses due to the poor situation of the road. Therefore, the reconstruction and the potential enlargement of bus lanes could have a positive impact for public transportation (Gyumri’s Municipality takes into consideration to improve the bus system and establish bus lines also in the secondary road system).

The establishment of working camps is not necessary for the planned types of construction works. Therefore the potential impact of management of worker camps can be excluded.

Therefore social impacts are limited to temporary impacts on existing infrastructure and public services.

Asset Landscape 4.1.3.

Road side trees are not envisaged to be cleared during construction phase. Nevertheless, the trees can be affected due to construction works by the machinery. Generally, it is envisaged to plant additional trees were it is possible. Gyumri’s roads footways are partially very broad and offer enough space for the plantation of additional road side trees. This approach will not change the landscape resp. townscape within the city. The alleys have been identified during field works.

Asset Biodiversity 4.1.4.

The potentially affected alley trees are already considered among the asset “landscape”. Within the urban context, no vegetation types or faunistic habitats deserving protection are to be expected. Endangered species of IUCN red list can be excluded.

Asset Soil 4.1.5.

Natural Soils are not affected by the project, as the road improvement works are either limited to the existing road cross sections or a widening affects soils that have severe previous impacts (e.g. compression, emission of air pollutants). The majority of the project area is already sealed by asphalt layers. Where soil is not covered it can be assumed soil life is inactive at the roadside due to compression. Within the actions of road improvements it is not expected that natural ground is newly affected.

Land respective soil consumption is limited to waste lands where old construction material was spontaneously dumped (Link road from Ani 11th street to Mush II). Disposal of these materials will be incorporated within the EMP.



Asset Water 4.1.6.

Surface Water and groundwater could be potentially affected during construction works.

Asset Climatic Conditions 4.1.7.

The potential clearance of road side trees could increase closeness and could decrease shade with negative bioclimatic effects.

Asset GHG Emissions 4.1.8.

The improvements in CO2 emissions as a result of improved motor technology and additional load of traffic attracted by the refurbished roads offset each other and are therefore negligible.

Cultural Heritage 4.1.9.

Cultural Heritage is always situated outside the right of way. The discovery of cultural heritage during the construction within roads envisaged for full replacement cannot be fully excluded. Measures are to be taken into account.

Other Impacts 4.1.10.

Sourcing of Aggregates

The sourcing of aggregates could spoil water quality. Moreover inappropriate storm water drainage can spoil water quality in case it is mixed with contaminated water from the construction sites.

Disposal and Management of Waste

Waste and construction material could spoil water quality and the fertility of soils. Further downstream, potentially spoiled water can endanger the drinking water supply. The relevant disposal should also be regarding the old street lights, mainly sodium-vapor bulbs. These can be deposited on the existing landfill sites.

Three general types of waste can be distinguished:

Construction waste (asphalt rubble or granulate)

Old light bulbs (sodium-vapor bulbs)

Construction waste and deposits at new Ani-Mush II link road.

Other Risks

Other potential risks are connected with rehabilitation works and gas or electricity networks. Before starting construction works the existing facilities are identified to prevent any unanticipated danger. This working condition is described within the road improvement framework and should be considered in the contracts with the construction companies. Therefore this potential impact is not project specific and does not have to be considered within every road.



BASELINE 5.

Delineation of project area 5.1.

The delineation of the project area is referring to the final ascertainment of the selected road improvement works. Please refer to the map (Figure 3: Map of short-listed roads – Delineation of project area)

New Roads 5.1.1.

If the reserve list roads will be implemented, a construction of a new road will be situated between the Ani and Mush II district. Thi

Existing Roads 5.1.2.

All other refurbishments are projected to stay within the boundaries of right of way. Additional land consumption is therefore not planned. The impact would be mainly temporary during the construction period.

For each road a short survey of existing situation is part of the road specific baseline (chapter 0).

Reserve List 5.1.3.

The technical planning has grouped the roads together into suggested possible construction lots (refer to FS). These have been discussed and provisionally agreed in principle with the municipality and ordered in terms of priority. The Tigran Mets Avenue and the Ani 11th Street including the link road to Mush II are of the lowest priority.

Referring to the delineation of the project area, if the reserve list is excluded, the refurbishments are projected only on existing roads.



Figure 3: Map of short-listed roads – Delineation of project area. “R” indicates a reserve list road.



Background Information 5.2.

Air quality and Noise

Gyumri, according to assessments of independent experts and civil society organisations, is the third most polluted city in Armenia, after Hrazdan and Ararat. Both of these towns have cement producing plants in their administrative areas, while there are no environment polluting enterprises in Gyumri. The main reasons for the air pollution are the dilapidated streets raising clouds of dust when the lightest wind occurs.

In 1999, an observatory was established in Gyumri, which monitors dust incidences in the city. According to the information of the observatory, the emergence of polluting factors in Gyumri includes dust (0.4 mg/m³), sulphur di-oxides (0.05), nitrogen di-oxide (0.03), and hydrogen oxide (1.5). All values represent the annual average and are given in µg/m3.

Among the most worrying phenomena in terms of air pollution is dust, which exceeds 2.6 times over than the threshold concentration, while the density of sulphur di-oxides and nitrogen di-oxide are 0.5 times above the designated WHO regulations.

In addition to the aforementioned paragraph, one of the main observations during the field visit was the frequent occurrence of dust emissions. Traffic on unpaved roads is raising dust.

Road improvements are expected to improve the situation of dust emissions and to diminish the city’s problem with dust observations above international standards.

Seismic risk

Gyumri is located in an 8-9 degree seismic active zone, and in the twentieth century the city suffered many losses as a result of the 1926 and 1988 earthquakes. Gyumri area is situated in a seismically active zone. Since the hazard has been considerably underestimated, the seismic resistance of buildings and structures is well below the level required for this high magnitude of seismic risk. The absence of state policy in the field of seismic risk reduction led to the disaster in Spitak in 1988.

Settlements

The spatial distribution of Gyumri’s population initially was characterized by historical evolution of the former districts. After the Spitak earthquake of 1988, which damaged a big part of the historic district of Gyumri, the authorities decided to create new residence areas in the northern areas of the community, which are considered to be geologically more reliable and earthquake resistant.

Housing problems

The most important housing problem in Gyumri is the number of families living in temporary dwellings and the number of homeless families. There are still people living in temporary dwellings (domiks) since the Spitak earthquake in 1988. The housing stock of Gyumri consists of multi-apartment residential buildings



Population

The development of the population decreased after the earthquake of 1988. The highest number of inhabitants recorded was 222,000. After a slight recovery of the population at the end of the century, the number of inhabitants is now approx. 122,000. The census operated by the State identified a declining trend due to migration to foreign countries or Yerevan for economic reasons.

Figure 4: Development of the population (1830 - 2011). Source: Municipality of Gyumri and ADB-report on city development 2014

Road Specific Environmental and Social Baseline 5.3.

For current project stage the road specific environmental and social baseline addresses the prioritized list of the 19.11.2014 of roads agreed with the Municipality of Gyumri. The following 10 tables for the 10 prioritized roads provide an overview of environmental and social issues for each selected road.

The tables are based on the result of the undertaken visual survey in order to identify the potentially affected environmental and social assets.

Within the ESIA, the lists will be extended by the respective impact description and mitigation measures in consideration of the projected technical project (rehabilitation works).

Figure 1. Evolution of the population (1830-2011)

(number)

Source: Municipality of Gyumri

Earthquake 1988



Yerevanian Highway 5.3.1.

Municipality of Gyumri


General Information

Road Name Yerevanian Highway

Number 1.

Type of Enhancement / envisaged project

Overlay existing road to increase asphalt thickness and resurface. Reinstate footway along part of one side, locally repair drainage

Length 3,900 m

Images

Broad road section, road fissures, asphalt bumpiness, junction with Komitas street.

Broad road section, roadside poplar trees

Junction with Teryan street close-by Broad road section, multi-storey buildings with businesses behind the trees.



Yerevanyan Highway 3.9 km

Baseline

Alleys Alley trees on each side

Business 4x Petrol stations, 2x Gas stations, 10 x Shops, 1x Beauty parlour, Chemists, Dentist, Beer Factory, Car repair, several Offices



Sensitive and cultural places Electrical substation, Social Gyumri, School “No.28 Kh. Dashtents”, Railway storage

Historical Buildings None

Type of Buildings Post-soviet and soviet building (multi-storied), industrial and commercial building (single-storied)

Condition of road Recently resurfaced paved road, but the road undulates and dips suggesting significant structural problems under the new surface course.

Public service, drainage and lighting

Narrow parallel road, footway in most parts, lighting

Public safety Footways in good condition. No street lighting after 3 am

Figure 5: Baseline of Yerevanian Highway

Garegin Njdeh Street 5.3.2.



General Information

Road Name Garegin Njdeh Street

Number 2.


Overlay existing road to increase asphalt thickness and resurface. Reinstate footway along one side, locally repair drainage

Length 1,480 m

Images

Independence Square Skeleton buildings



Partly damaged buildings from the earthquake Occupied flats in damaged buildings revealing poverty issues

Ongoing construction works Pedestrian lanes

Garegin Njdeh Street, Length 1.5 km

Baseline

Alleys Roadside trees within the footway

Business Shops “Voske Tsilk”, Restaurant “QS”, Café, Hotel, Kiosks, Industry, Car repairs

Sensitive and cultural places Office of ARP (Political), School “Secondary School No.2”, Police department, Park, Electrical substation, Children’s hospital (close-by), Court (close-by)



Historical Buildings Governmental building

Type of Buildings Post-soviet and soviet buildings (multi-storied)

Condition of road Recently surfaced but road undulates and dips,

Structural problems under the new surface course


Pedestrian lanes available, lighting, drainage

Public safety Pedestrian is good condition, No street lighting after 2 am

Figure 6: Baseline of Garegin Njdeh Street

Vazgen Sargsyan Street 5.3.3.



General Information

Road Name Vazgen Sargsyan Street

Number 3.



Length 2,100 m

Images

Paved carriageway with bumpiness



Vazgen Sargsyan Street 2,1 km

Baseline



Alleys No

Business Storage, 3 x Car repairs, kiosk, 10 x shops, Restaurant with wedding hall, Chemists

Sensitive and cultural places Kindergarten, Military, abandoned/collapsed pre-damaged buildings, School, “No.19”, Hydro Meteorological Centre, Geophysical Institute

Historical Buildings No

Type of Buildings Mixed buildings

Condition of road Carriageway in poor condition


Partly pedestrian lanes, partly lighting

Public safety Pedestrian lanes in poor condition, No street lighting after 2 am

Figure 7: Baseline of Vazgen Sargsyan Street

Shara Talayan Street 5.3.4.



General Information

Road Name Shara Talayan Street

Number 4.


Full-depth reconstruction of carriageway, reinstate of footway and drainage

Length 600 m

Images

Partly paved Potholes and puddles, missing carriageway, missing pedestrian lanes, missing streetlighting



Shara Talayan Street, Length 0.6 km

Baseline

Alleys None

Business Offices

Sensitive and cultural places Abandoned/collapsed buildings from the earthquake

Historical Buildings Industrial buildings

Type of Buildings Mixed

Condition of road Very bad, big potholes and water puddles


No footways available, no lighting, no drainage

Public safety No footway, lacking street lights

Figure 8: Baseline of Shara Talayan Street

Rustaveli street 5.3.5.



General Information

Road Name Rustaveli street

Number 5.


New full depth road construction, reinstate footway along one side, install / repair highway drainage

Length 1,490 m

Images



Unpaved carriageway, water and dirt Rustaveli with 19th

century buildings

Abandoned/collapsed buidling poorly refurbished after the earthquake

Church in Rustaveli street / at the angle of Abovyan street “Surp Nshen Church”

Rustaveli street, Length 1.5 km

Baseline

Alleys Scattered roadside trees

Business Shop, Entertainment facilities (angle with Sayat Nova Ave.)

Sensitive and cultural places Church

Historical Buildings 19th

century buildings, many of the buildings are damaged by earthquake



Type of Buildings Mostly single storey, some two-storied Buildings

Condition of road Bad, puddles and potholes, mostly unpaved, partly old cobblestones


Partially pedestrian lanes (self-made by house owners), almost no lighting, no drainage

Public safety Pedestrian lanes in poor condition, no light after 12 pm

Figure 9: Baseline of Rustaveli Street

Mazmanyan street 5.3.6.



General Information

Road Name Mazmanyan street

Number 6.


new full depth road construction, reinstate footway along one side, install / repair highway drainage

Length 2,500 m

Images

Unpaved carriageway, dirt road, Chalked roadside trees Partly paved with 19th

century buildings in Mazmanyan street



Self-made pedestrain area Roadside trees without lanes

Mazmanya street, Length 2.5 km

Baseline

Alleys Roadside trees

Business None

Sensitive and cultural places Electrical Substation

Historical Buildings 19th

century buildings, many of the buildings are previously damaged by earthquake

Type of Buildings Mostly single storey, some two-storied buildings

Condition of road Bad, puddles and potholes, mostly unpaved, partly old cobblestones


Partially pedestrian lanes (self-made by house owners), almost no lighting, no drainage

Public safety Pedestrian lanes in poor condition, no light after 12 pm

Figure 10: Baseline of Mazmanyan Street



Komitas street 5.3.7.



General Information

Road Name Komitas street

Number 7.



Length 900 m

Images

Mud and dirt conditions, very patchy and locally repaired Mud and dirt conditions, partly paved.

19th

century buildings Potholes and puddles, few roadside trees, missing pedestrian lanes



Komitas Street 0,9 km

Baseline

Alleys Limited roadside trees

Business 3x Shops, Car repair, Restaurant “Andranik”

Sensitive and cultural places Scientific “Hydro Meteorological Centre”, Dormitories

Historical Buildings No

Type of Buildings 19th

century buildings, mostly single-storied

Condition of road Old cobblestone cover, Mud and dirt, potholes and puddles


No pedestrian lanes, partly lighting

Public safety No Pedestrian lanes, no light after 12 pm



Figure 11: Baseline of Komitas Street

Gertsen Street 5.3.8.



General Information

Road Name Gertsen Street

Number 8.



Length 900 m

Images

Two-storied buildings in Gertsen street Mud and dirt conditions



Gertsen Street 0.9 km

Baseline

Alleys None

Business Restaurant

Sensitive and cultural places None

Historical Buildings Domiks, industrial buildings

Type of Buildings Mostly single storey

Condition road Mud and dirt (potholes and puddles)


No pedestrian lanes, partly lighting

Public safety No pedestrian lanes, no light after 12 pm

Figure 12: Baseline of Gertsen Street



Ani Streets – Mush II link road 5.3.9.



General Information

Road Name Ani Streets

Number 9.


new full depth road construction, reinstate footway along one side, install / repair highway drainage

Length 880 m

Images

Partly unpaved, badly damaged road Multi storey buildings in Ani district

Similar conditions among each road named by roman numerals



Ani streets, III, (955 m), V (958), VII (882), IX (955 m), XI (956), all approx. 4.8 km

Baseline

Alleys Trees along the roadside, mostly within the pedestrian lanes

Business 7th

street: Shop, Café “Tet a Tet”, Kiosk (P. Sevak street), Office “Voskedar LLC”

Sensitive and cultural places 7th

street: Church, school “Tiramayr Hayastan”


Type of Buildings Mixed residential buildings, administrative buildings (all multi-storey)

Condition road Bad, potholes, unpaved


Pedestrian lanes available, lighting poor, drainage poor

Public safety Pedestrian lanes in medium condition, no light after 12 pm





General Information

Road Name Mush II - Ani Link Road

Number 9. (reserve list)


New road

Length 480 m (Gyumri–Vahramabe Road connection to Ani 11th street)

Images

unpaved conditions of the dirt road (Background multi storey buildings of Ani district).

Multi-storey buildings of Ani. Wasteland, uncultivated land with uncontrolled dumping in the foreground.

Spontaneous dumping at the road side. View of buildings of Mush II.



Mush II - Ani Link Road 0.48 km

Baseline

Alleys None

Business None

Sensitive and cultural places None

Environmental assets No water protected area, no nature protection area, no natural soil, mainly residuals from construction activity. The waste which is present in the area is not contaminated. Land uses from third parties were not observed

Landownership Municipality of Gyumri


Type of Buildings None

Condition of road unpaved


No pedestrian lanes, no lighting

Public safety No pedestrian lanes, no lighting



Figure 13: Baseline of Ani Streets / Ani-Mush II Link Road

Tigran Mets Avenue 5.3.10.



General Information

Road Name Tigran Mets Avenue

Number 10. (reserve list)



Length 1,042 m

Images

Paved carriageway, fissures cause bumpiness Broad cross section, street lighting. In the background the university “Progress university”

Older roadside tree within the pedestrian lane School buildings in Tigran Mets Avenue



Tigran Mets, Length 1.0 km

Baseline

Alleys Roadside trees within pedestrian lanes

Business Bank, shops (>10) thereunder pharmacy, restaurants, market at railway station square, railway station

Sensitive and cultural places University “Progress university”, schools, dancing school, administrative buildings

Historical Buildings Post-soviet and soviet buildings

Type of Buildings Mostly two-storied buildings

Condition of road Acceptable, bumpy carriageway due to pavement fissures


Pedestrian lanes available, lighting, drainage

Public safety Pedestrian lanes in good condition, No street light after 2 am

Figure 14: Baseline of Tigran Mets Avenue



IMPACT ASSESSMENT 6.

Noise 6.1.

Increased noise levels can be distracting and irritating. The high noise levels could adversely affect human activity. A sound may be considered as noise pollution, if it disturbs any natural process or causes humans harm, even if the sound does not occur on a regular basis.

Construction phase

Temporary high noise levels will occur during the construction activities for the construction works. The duration varies related to the envisaged refurbishment works. The noise emissions for the resurfaced roads amount to 3-4 weeks, whereas the noise emissions amounts to 2-5 months for the roads envisaged for a full replacement. However, these noise levels only occur at specific times or during various construction processes.

The transport of materials for the construction of the access roads can also emit noise.

The typical noise levels associated with the various construction activities and equipment are presented in table below.

CLEARING (dB(A)) STRUCTURE CONSTRUCTION (dB(A))

Bulldozer 80 Crane 75-77

Front end loader 72-84 Welding generator 71-82

Jack hammer 81-98 Concrete mixer 74-88

Crane with ball 75-87 Concrete pump 81-84

Concrete vibrator 76

EXCAVATION & EARTH MOVING Air compressor 74-87

Bulldozer 80 Pneumatic tools 81-98

Backhoe 72-93 Bulldozer 80

Front end loader 72-84 Cement and dump trucks 83-94

Dump truck 83-94 Front end loader 72-84

Jack hammer 81-98 Dump truck 83-94

Scraper 80-93 Paver 86-88

GRADING AND COMPACTING LANDSCAPING AND CLEAN-UP

Grader 80-93 Bulldozer 80

Roller 73-75 Backhoe 72-93

Truck 83-94

PAVING Front end loader 72-84

Paver 86-88 Dump truck 83-94

Truck 83-94 Paver 86-88

Tamper 74-77 Dump truck 83-94

Table 3: Typical Noise Levels of Principal Construction Equipment



Operation phase

The traffic volumes will change due to better road conditions. It has also to be assumed that traffic is attracted. The traffic increase is estimated to about 30 % of traffic increase in the year 2020. This traffic volume increase has to be checked if it causes elevated noise levels within the mentioned city roads of Gyumri. The following traffic values derived from the traffic counting conducted in the framework of the FS compares the year 2014 (as the status quo) with the year 2020. This timeframe covers the time after the project implementation when driving habits will have adapted to the refurbished road network of Gyumri (refer to chapter 2.1). The red text indicates reserve list streets.

2014

NR NAME TYPE LANES SPEED Distance

of Buildings

Daily Average Traffic

Heavy Traffic

40 Yerevan Highway main 2 70 km/h 15 m 10.755 6,6%

51 Garegin Njdeh Avenue main 2 50 km/h 10 m 16.307 1,2%

24 Vazgen Sargsyan Str. main 2 50 km/h 10 m 12.904 1,9%

999 Shara Talyan Street residence 2 50 km/h 5 m 1.403 1,4%

20 Rustaveli Str. residence 2 50 km/h 5 m 2.745 1,0%

127 Mazmanyan Str. residence 2 50 km/h 5 m 3.723 2,1%

28 Komitas Str. residence 2 50 km/h 5 m 2.689 6,6%

60 Gertsen Str. residence 2 50 km/h 5 m 2.781 2,7%

84 11th Ani Mush II residence 2 50 km/h 5 m 2.909 2,7%

29 Tigran Mets Ave. main 2 50 km/h 10 m 10.759 0,4%

Table 4: Daily average traffic of short-listed roads, Year 2014

2020

NR NAME TYPE LANES SPEED Distance

of Buildings

Daily Average Traffic

Heavy Traffic

40 Yerevan Highway main 2 70 km/h 15 m 14.368 7,6%

51 Garegin Njdeh Avenue main 2 50 km/h 10 m 21.554 1,4%

24 Vazgen Sargsyan Str. main 2 50 km/h 10 m 17.046 2,1%

999 Shara Talyan Street residence 2 50 km/h 5 m 1.843 1,7%

20 Rustaveli Str. residence 2 50 km/h 5 m 3.615 1,2%

127 Mazmanyan Str. residence 2 50 km/h 5 m 4.898 2,6%

28 Komitas Str. residence 2 50 km/h 5 m 3.592 7,6%

60 Gertsen Str. residence 2 50 km/h 5 m 3.692 3,0%

84 11th

Ani Mush II residence 2 50 km/h 5 m 3.870 3,0%

29 Tigran Mets Ave. main 2 50 km/h 10 m 14.549 0,4%

Table 5: Daily average traffic of short listed roads, Year 2020



It is estimated that traffic values increase approx. by 30 % compared to the status quo. Concerning the traffic mix of the vehicles it is estimated that heavy traffic increases only by approx. 15 %. The majority of vehicles will be private cars. For detailed information of traffic data, refer to FS (Annex).

By feeding the features of the access road into the model “Austrian Road Noise Calculator” the following described noise levels are predicted.

The model was developed by the University of the City of Graz and the Austrian Federal Ministry of Environment and Forestry. It generates estimated values concerning the expected noise values within a certain distance from a noise emitting source like a road for day and night.

Different parameters (velocity of vehicles, distance to houses, absorbing components in-between, traffic mix, window conditions, etc.) can be adjusted in the model. The noise evaluations have been conducted for each street for day and night. Hereafter shown is the example of Shara Talayan Street concerning its day values of 2014 compared with the noise prediction of the year 2020.

Example of status quo: Shara Talayan Street 2014, day noise values.

Figure 15: Noise estimation status quo, Example day value of Shara Talayan Street 2014.

[Source: http://www.laerminfo.at/situation/laermrechner.html]



Figure 16: Noise predictions. Example of Shara Talayan Street 2020.

[Source: http://www.laerminfo.at/situation/laermrechner.html]

According to the estimations, WHO thresholds are already exceeded during day and night within the values of the status quo for 2014 and within the noise predictions of 2020. The WHO states a maximum noise level of 55 dB(A) during daytime and a maximum of 45 dB (A) at night time for housing areas. Both threshold values are to be measured outside at the facade. The only street which would comply with the WHO threshold is Shara Talayan street during night time in 2014 (refer to table below).

However, the increase of noise is not exceeding 3 dB(A). Concerning the German traffic noise regulation (16..Bundes-Immissionschutzverordnung BlmSchV) and in accordance with EU-regulation Environmental Noise 2002, a significant and therefore relevant modification of noise level is given if the increase is more than 3 dB(A). Referring to the table below only the predicted night value of Shara Talayan Street with 6 dB(A) increase is exceeding the range of tolerance.

The higher increase of noise levels at night is related to the relatively low present values. In case of refurbishment relatively more vehicles would pass through Shara Talayan Street. However, it has to be noted that Shara Talayan Street has no residential houses. Therefore, the significant increase of night noise levels can be neglected.

Generally, it can be noted, that due to projected better road conditions without potholes or damaged cobblestones the noise levels will not change significantly. This takes into consideration that traffic values are increased; there will be an increase of heavy traffic, a higher possible speed and an enhanced carriageway condition.



As a result of the assessment of the asset noise, it can be stated that additional measures for noise nuisance mitigation (as barrier walls, sound-proof windows) are not required by the project related impacts.

L od = Noise level outside (building) day

L on= Noise level outside (building) night

Nr Street name Lod

(dB(A)) Lod

(dB(A))

Increase Day

(dB(A))

Lon (dB(A))

Lon (dB(A))

Increase

Night

(dB(A))

2014 2020 6 years 2014 2020 6 years

40 Yerevan Highway 66 67 1 58 59 1

51 Garegin Njdeh Avenue 66 66 0 58 58 0

24 Vazgen Sargsyan Str. 64 65 1 56 57 1

999 Shara Talyan Street 56 59 3 45 51 6

20 Rustaveli Str. 60 62 2 52 54 2

127 Mazmanyan Str. 61 62 1 52 54 2

28 Komitas Str. 61 62 1 53 53 0

60 Gertsen Str. 60 62 2 52 54 2

84 11th

Ani Mush II 61 61 0 52 53 1

29 Tigran Mets Ave. 64 66 2 57 58 1

Table 6: Noise status quo (2014) and noise prediction (2020) for each street for which refurbishment is planned

Air Pollution 6.2.

Construction phase

The earthmoving and compaction activities are likely to generate dust. The emission of dust is especially relevant close to residential or sensitive areas. Also the transport of granulate and construction rubble can generate dust. The dust emissions are temporary.

Operation phase

Ambient levels of pollution concerning PM10 already exceed the given thresholds by far. The threshold given by the WHO is 70 µg/m3 whereas Gyumri has a preload for PM10 of 400 µg/m3. The measured preload values for SO2 and NO2 comply with the model values for polluted Asian cities with high preloads. SO2 is established with a preload value of 50 µg/m3 and NO2 with a preload of 70 µg/m3. All given values are annual averages.



Considering the projected traffic volumes of 2020 and a percentage of heavy traffic of the year 2020 the predicted values for air pollutants at the respective sites are as follows. The air pollution of the predicted traffic values is compared with the status quo of the year 2014.

The evaluation of the air quality follows existing guidelines (WHO guideline on air quality). Air quality and pollution projections are based on approved dispersal models (MLuS, Guideline for Air Pollution along Roads, Germany, 2012).

Value in µg/m3 PM 10

SO2

NO2

Preload Gyumri 400

50

30

Thresholds 70 53 40

NR Name 2014 2020 Dif 2014 2020 Dif 2014 2020 Dif

40 Yerevan Highway 2,46 1,11 -1,34 0,01 0,02 0,01 6,45 7,86 1,41

51 Garegin Njdeh Avenue

3,00 1,33 -1,67 0,02 0,03 0,01 6,26 7,78 1,52

24 Vazgen Sargsyan Str.

2,49 1,10 -1,39 0,02 0,02 0 5,43 6,65 1,22

29 Tigran Mets Ave. 1,86 0,84 -1,02 0,01 0,02 0,01 3,65 4,67 1,02

*1 Not assessable

(< 5.000 d.a.t.) *2

*1 SharaTalayan Str., Rustaveli Str., Mazmanyan Str., Komitas Str., Gertsen Str., 11th Ani + Mush II Link

*2 due to low overall traffic load and low heavy traffic ratio the increase of traffic will not significantly increase immission values

Table 7: Noise status quo (2014) and noise prediction (2020) for each street foreseen for refurbishment.

It has to be noted that only the primary roads can be assessed by the model MLus. For all secondary streets the overall traffic load and the heavy traffic ratio are too low. Thus, the increase of traffic will not significantly increase emission values.

As a result, the increase of air pollution is rather limited compared to the preload. For PM10, there will be a decrease due to enhanced road conditions where less PM10 is emitted, which can be regarded as a positive impact of the project. This non-exhaust emission will be reduced along with the road rehabilitation.

All additional loads of air pollutants stay below the given thresholds for the roads envisaged for resurfacing. Additional loads respecting the threshold value are commonly regarded as acceptable. Therefore mitigation measures like speed limitations are not considered necessary.

Road specific Impact Assessment of other Impact Factors 6.3.

The impact assessment of the environmental assets accidents including vibration, Occupational Health and Safety and labour and working conditions, safety, accessibility, economic displacement, sensitive locations, damage of structure and loss of trees, social effects, visual impacts, ground and surface water, cultural heritage and waste is performed road wise hereafter. Nevertheless, all relevant assets are described for the road including noise, air pollution. Significant impacts marked in red. Improvements or benefits are marked in green.



Roads Envisaged for Resurfacing 6.4.

Yerevanian Highway 6.4.1.

Impact Factor

Description Receptor / Sensitivity / Likelihood of occurrence

Duration / Level Evaluation of significance

Measures / remaining impact

Construction workers are exposed quasi permanently (significant)

Noise The resurfacing (milling off the former asphalt layer) holds typical noise levels of principal construction.

Human being

Medium-high sensitivity (residential and commercial areas) depending on noise level emitted and time

Likely occurrence

Lane-by-lane (1-2 weeks) and footway construction (1-2 weeks) period for residents short (in total approx. 3-4 weeks)

Equipment ranges between 75 – 80 dB (A) (peaks values)

Overall construction period construction workers (2.5 years)

The noise emissions are limited to a certain period. For residents in a rather short time period (insignificant).

Construction workers are exposed permanently (significant)

Ear protection (PPE) for construction workers

Air pollution

Earthmoving, asphalting and compaction activities generate dust

Human being

High sensitivity residential areas

Likely occurrence

Construction period, for residents (3-4 weeks)

Overall construction period for construction workers (2.5 years)

The generation of dust is temporary and periodically during dry weather conditions. For residents nuisance period is rather short. (Insignificant)

Construction workers (significant)

Sprinkling on haul roads

Trucks should have canvas cover

Vibration The refurbishment construction (milling off the asphalt layer) does not cause significant vibrations

Human being

Low sensitivity

No vibration sensitive areas roadside

Unlikely occurrence (utilities)


insignificant /

Accidents / OHS / labour and working conditions /

Construction works an Electrical works can be accompanied by accidents. Occupational Health and Safety can be conducted inadequately

Human being

Very high sensitivity for residents as pedestrians, drivers of vehicles and construction workers

Likely occurrence


Overall construction period workers (2.5 years)

Significant

(electrical and construction works)

Implementation of safety measures and OHS measures. Working equipment. Supervision and control

Access-ibility

Construction of access aids or bridges

Human being


Likely occurrence

Construction period of footway (1-2 weeks)

Significant

(footway reconstruction)

Construction of access aids



Impact Factor




Economic displace-ment

Accessibility to roadside business is guaranteed 24 h /7 days. Some businesses need to stay accessible by vehicles. Access aids for pedestrians are required in case of footway works. It has to be noted that a parallel small road can be used for access (in parts).

Human being

Medium sensitivity (reserves for contingencies to be considered)

Unlikely occurrence (economic disadvantage)

Footway or road reconstruction period (approx. 1-2 weeks)

Insignificant /

Sensitive locations and cultural place

“School No.28 Kh. Dashtents”.

Human being

Very high sensitivity for sensitive locations like schools

Likely occurrence

Construction periods in front of a building relatively short for overlaying (3-4 weeks)

Significant (safety only, noise will not be an issue within the short time frame)

Traffic guarding for students during works in close-by area of the school.

Damage of structures / alleys or trees

Structures (e.g. pipelines, electricity boxes, substations) have to be protected by fences.

Trees should be protected by fences.

Technical obstacles

High sensitivity (technical infrastructure supply)

Likely occurrence

Plants

High sensitivity (townscape and climatically effects)

Likely occurrence

Construction period in front of one block

Significant Fencing of endangered obstacles and roadside trees

And replacing potentially affected trees

Social effects

Footways are not usable. Disturbance of daily life activities

Human being

Low sensitivity

Unlikely occurrence

Construction period in front of one block last for 1-2 weeks (2 times including the footway reconstruction)

Insignificant

(either footway or road or side roads are usable)

/

Visual impacts (land-scape)

Construction works disturbs townscape

Landscape/Townscape/Scenery

Low sensitivity

Unlikely occurrence

Construction period in front of one block last for 3-4 weeks

Insignificant

/

Ground water

Construction works endanger ground water (oil spills, sourcing of aggregates, inappropriate storm water drainage).

Groundwater

High sensitivity

Likely occurrence

Overall construction period (2.5 years)

Significant

(oil spills

sourcing of aggregate, drainage)

Proper handling of hazardous materials

Cultural heritage

Unexpected discovery Cultural heritage

High sensitivity

Unlikely occurrence


Significant Preparedness / Rapid assessment

Waste Construction waste

(Granulate, Light bulbs)

Human being

High sensitivity

Likely occurrence (waste generation)


Significant Proper disposal of hazardous waste



Impact Factor




Operation Phase

Noise Increase of 1 dB(A) day and night (until 2020), better road condition evens out higher traffic values in 2020

Human being

High sensitivity (residential areas) (depending on noise level emitted and time)

Likely occurrence

Operational life of road, Forecast horizon 5 years

+ 1 dB (A) day/ night

Insignificant (indicator remains below defined threshold value)

/

Air pollution

Decrease PM10 (-1,34 µg/m

3) in future 5 years

Increase SO2 (0,01 µg/m


Increase NO2 (1,41 µg/m


Human being


Likely occurrence



/

Vibration Buildings 15 m from road axis, Improvements due to elimination of asphalt fissures

Human being

Low sensitivity

Unlikely occurrence

Operational life of road, Insignificant (buildings out of area of influence)

/

Safety Continuous lighting during the night

Human being

High sensitivity for women

Unlikely occurrence (threat)

Operational life of road, Significant Negotiations with Municipality about extension of lighting times

Accidents Improving due to lighting, rehabilitated carriageway (project-amelioration), traffic lights

Human being


Likely occurrence

Operational life of road, Improvement

(road safety improvements as a project-amelioration)

/


Improving due to better accessibility and road conditions

Human being

Medium sensitivity

Likely occurrence (improved access)



/

Sensitive locations

Improving due to better accessibility, safety and road conditions (project-amelioration)

Human being

High sensitivity

Likely occurrence (improved access and improved safety for pedestrians, schools, etc.)



/

Land con-sumption

Resurfacing within the right of way,

Land

High sensitivity (legal)

Unlikely occurrence (no envisaged

Operational life of road, Insignificant (no permanent land consumption)

/



Impact Factor




landtake)


Project considers roadside trees of Yerevanian Highway

Increased number of trees is envisaged.

Planting has to be conducted

Plants

High sensitivity (climatic function)

Likely occurrence (additional trees will be planted)

Operational life of road, Improvement Planting of additional trees

Social effects

Enhanced safety due to lighting and reinstated footway

Human being

High sensitivity

Likely occurrence (improved safety)

Operational life of road, Improvement /


Increased number of trees is envisaged. Planting has to be conducted


Low sensitivity

Likely occurrence


Surface water

No surface waters / / / /

Table 8: Impact assessment for Yerevanian Highway

Garegin Njdeh Street 6.4.2.

Impact Factor




Construction phase



Likely occurrence







Air pollution


Human being


Likely occurrence



The generation of dust is temporary and periodically during dry weather conditions. For roadside residents and nuisance period is rather short. (Insignificant)





Impact Factor






Human being

Low sensitivity


Unlikely occurrence



insignificant /

Accidents / OHS / labour and working conditions

Construction works and electrical works can be accompanied by accidents. Occupational Health and Safety can be conducted inadequately conducted inadequately

Human being


Likely occurrence



Significant



Access-ibility


Human being


Likely occurrence


Significant




Accessibility to roadside business need to be ensured. Shops thereunder “Voske Tsilk”, Restaurant “QS”, Café Kiosks require access aides. Industry, Car repairs and a Hotel require accessibility by cars. The same needs to be considered for scientific institutes.

By using lane by lane construction, one lane is always usable.

Human being




Insignificant /

Sensitive locations

“Secondary School No.2, Children’s hospital” in the vicinity.

Human being

Very high sensitivity for sensitive locations like schools (Accessibility needs to is required to be ensured)

Likely occurrence

Construction periods in front of a building relatively short for overlaying (3-4 weeks including footway reconstruction)


Traffic guarding for students during works in the close-by area of the school


Structures (e.g. pipelines, electricity boxes, substations) should be protected by fences.

Technical obstacles


Construction period in front of one block (3-4 weeks)




Impact Factor





Likely occurrence

Plants


Likely occurrence

Social effects


Human being

Low sensitivity

Unlikely occurrence

Construction period in front of one block last for 3-4 weeks (including the phase of footway reconstruction)

Insignificant

Either footway or road or side roads are usable

/

Constr. works disturbs town-scape



Low sensitivity

Unlikely occurrence


Insignificant /

Ground-water / surface waters

Construction works endanger ground water (oil spills, sourcing of aggregates, inappropriate storm water drainage). No surface waters close-by.

Groundwater

High sensitivity

Likely occurrence


Significant

(oil spills, sourcing of aggregates, inappropriate storm water drainage)


Cultural heritage


High sensitivity

Unlikely occurrence (discovery)





Human being

High sensitivity




Operation phase

Noise 0 dB(A) day and night (until 2020), better road condition evens out higher traffic values in 2020.

Human being


Likely occurrence




/

Air pollution







Human being


Likely occurrence



/


Human being

Low sensitivity

Unlikely occurrence

Operational life of road, Insignificant (Buildings out of area of influence)

/



Impact Factor





Human being




Accidents Improving due to lighting, rehabilitated carriageway (project-amelioration)

Human being


Likely occurrence



/



Human being

Medium sensitivity




/

Sensitive locations


Human being

High sensitivity




/

Land con-sumption


Land


Unlikely occurrence (no envisaged land take)


/


Project considers roadside trees on Garegin Njdeh Highway.

Increased number of trees is envisaged.


Plants



Operational life of road, Improvement Planting of additional trees

Social effects


Human being

High sensitivity




Increased number of trees


Low sensitivity

Likely occurrence


Ground water

(No surface waters) Ground water

High sensitivity




Impact Factor




Unlikely occurrence (accidents)

Table 9: Impact assessment for Garegin Njdeh

Vazgen Sargsyan 6.4.3.

Impact Factor




Construction phase



Likely occurrence




The noise events are limited to a certain period. For residents in a rather short time period (insignificant).



Air pollution


Human being


Likely occurrence



The generation of dust is temporary and periodically during dry weather conditions. For roadside residents and nuisance period is rather short. (Insignificant)





Human being

Low sensitivity

(No vibration sensitive areas roadside)

Unlikely occurrence



insignificant /


Construction works and electrical works can be accompanied by accidents. Occupational Health and Safety can be conducted inadequately

Human being


Likely occurrence



Significant



Access-ibility


Human being

Very high sensitivity for residents as


Significant

(footway




Impact Factor




pedestrians, drivers of vehicles and construction workers

Likely occurrence

reconstruction)


Accessibility to roadside business need to be ensured. 10x Shops, chemists and kiosks require access aides. 3x Car repairs and a restaurant with wedding hall require accessibility by cars.

Human being




Insignificant /

Sensitive locations

“Kindergarten, School No.19”.

Human being

Very high sensitivity for sensitive locations like schools (Accessibility needs to is required to be ensured)

Likely occurrence

Construction periods in front of a building relatively short for overlaying


Traffic guarding for students during works in the close-by area of the school




Technical obstacles


Likely occurrence

Plants


Likely occurrence

Construction period in front of one block (3-4 weeks)


Social effects


Human being

Low sensitivity

Unlikely occurrence


Insignificant


/




Low sensitivity

Unlikely occurrence


Insignificant /

Surface / Ground water


Groundwater

High sensitivity

Likely occurrence


Significant



Cultural heritage


High sensitivity

Unlikely occurrence





Impact Factor




(discovery)



Human being

High sensitivity




Operation Phase

Noise 1 dB(A) day and night (until 2020), better road condition evens out higher traffic values in 2020

Human being


Likely occurrence




/

Air pollution







Human being


Likely occurrence



/

Vibration Buildings 10 m from road axis, improvements due to elimination of asphalt fissures

Human being

Low sensitivity

Unlikely occurrence


/


Human being





Human being


Likely occurrence



/



Human being

Medium sensitivity




/

Sensitive locations


Human being

High sensitivity




/



Impact Factor




Land con-sumption


Land




/


No roadside trees in Vazgen Sargsyan. Increased number of trees is envisaged.


Plants




(additional trees being planted)

Planting of additional trees

Social effects


Human being

High sensitivity






Low sensitivity

Likely occurrence


Ground water and Surface water

No surface waters Ground water

High sensitivity



Table 10: Impact assessment for Vazgen Sargsyan

Tigran Mets Avenue 6.4.4.

Impact Factor





Human being


Likely occurrence





Construction workers are exposed quasi permanently (significant)


Air pollution


Human being


Likely occurrence



The generation of dust is temporary and periodically during dry weather conditions. For residents nuisance period is rather short.





(Insignificant)



Human being

Low sensitivity


Unlikely occurrence



insignificant /


Construction works an Electrical works can be accompanied by accidents. Occupational Health and Safety can be conducted inadequately

Human being


Likely occurrence



Significant



Access-ibility


Human being


Likely occurrence


Significant




Accessibility to roadside business is guaranteed 24h/7days.

Some businesses need to stay accessible by vehicles. Access aids for pedestrians are required in case of footway works. It has to be noted that a parallel small road can be used for access (in parts).

Human being




Insignificant /

Sensitive locations and cultural place

“Progress University, Schools”.

Human being

Very high sensitivity for sensitive locations like schools

Likely occurrence

Construction periods in front of a building relatively short for overlaying


Traffic guarding for students during works in close-by area of the school


Structures (e.g. pipelines, electricity boxes, substations) have to be protected by fences.


Technical obstacles


Likely occurrence

Plants


Likely occurrence





Social effects


Human being

Low sensitivity

Unlikely occurrence

Construction period in front of one block last for 1-2 weeks (2 times including the footway reconstruction)

Insignificant


/




Low sensitivity

Unlikely occurrence


Insignificant

/


Construction works endanger ground water (oil spills, sourcing of aggregates, inappropriate storm water drainage).

Groundwater

High sensitivity

Likely occurrence


Significant

(oil spills

sourcing of aggregate, drainage)


Cultural heritage


High sensitivity

Unlikely occurrence

Construction period (2.5 years)




Human being

High sensitivity




Operation phase

Noise Increase 2 dB(A) day, 1 dB (A) night (until 2020), better road condition evens out higher traffic values in 2020

Human being


Likely occurrence


+ 2 dB (A) day/ + 1 dB (A) night


/

Air pollution







Human being


Likely occurrence



/


Human being

Low sensitivity

Unlikely occurrence


/


Human being





Human being

Very high sensitivity for residents as pedestrians, drivers of vehicles and



/



construction workers

Likely occurrence


Improving due to better accessibility and road conditions (project-amelioration)

Human being

Medium sensitivity




/

Sensitive locations


Human being

High sensitivity


Operational life of road, Improvement (Insignificant) (road safety improvements as a project-amelioration)

/

Land con-sumption

Resurfacing within the right of way; no permanent land consumption

Land




/


Project considers roadside trees on Tigran Mets Avenue. No additional plantings necessary

Plants




Social effects


Human being

High sensitivity




No additional plantings necessary


Low sensitivity

Likely occurrence


Surface water


Table 11: Impact assessment for Tigran Mets Avenue

Roads envisaged for full replacement 6.5.

Shara Talayan Street 6.5.1.

Impact Factor




Construction phase

Noise The full-depth reconstruction with typical noise levels of Principal Construction

Human being

Low-medium sensitivity (industrial area) depending on

Construction period construction workers (2.5 years)

For residents shorter

The noise is emissions are limited to a certain period. For receptors at the




Impact Factor




Equipment ranges between 75-98 dB (A). (Excavation works)

noise level emitted and time

Likely occurrence

(range 2 – 5 months)


industrial areas (daytime) and rather short (insignificant)

Construction workers are exposed almost permanently (significant)

Air pollution


Human being


Likely occurrence

Construction period 2-5 months

The generation of dust is temporary and periodically during dry weather conditions. However, nuisance can occur up to 4 months (significant)


Concept of short distances


Trucks will have canvas cover

Wind protection at deposits

Vibration With full-depth reconstruction, roadside is exposed to vibrations equivalent of an excavator / jackhammer during the construction phase

Human being

Medium-High sensitivity

Likely occurrence


Identification of vibration intensive works (construction concept). Rapid assessment of roadside building nearer than 7.5 m. Identification of Monitoring need (significant)

Monitoring of vibration exposed buildings


Construction works can be accompanied by accidents. Occupational Health and Safety can be conducted inadequately

Human being


Likely occurrence

Construction period (2-5 months) for construction workers (2.5 years)

Significant Implementation of safety measures and OHS measures. Supervision and control

Access-ibility


Human being


Likely occurrence


Significant




Accessibility to roadside business need to be ensured. Offices can be reached from side road

Human being


Unlikely


Insignificant (block-wise construction), access through side roads

/



Impact Factor




Sensitive locations

No sensitive locations / / / /



Technical obstacles


Likely occurrence

Construction period in front of one block 2-5 months

Significant Fencing

Social effects


Human being

Medium- high sensitivity

Likely occurrence (block wise construction)

Construction period in front of one block last for 2-5 months

Insignificant


/




Low sensitivity

Unlikely occurrence


Insignificant /



Groundwater

High sensitivity

Likely occurrence

Construction period (2-5 months years)

Significant



Cultural heritage


High sensitivity

Unlikely occurrence

Overall Construction period (2.5 years)



(Building rubble, construction waste, Light bulbs)

Human being

High sensitivity




Operation phase

Noise 3 dB(A) day / 6 dB(A) night (until 2020).

Human being

Low-medium sensitivity (Industrial area) depending on noise level emitted and time

Likely occurrence


+ 3 dB (A) day / + 6 dB (A) night

Insignificant

(Higher noise emission due to currently very low overall traffic and heavy traffic ratio do not cause nuisance to neighbouring houses, due to Shara Talayan Street being located within an industrial area and no housing areas

/

Air pollution

Due to low overall traffic load and low heavy traffic ratio the

Human being

High sensitivity

Operational life of road

Insignificant (indicator remains below defined

/



Impact Factor




increase of traffic will not significantly increase emission values

residential areas

Likely occurrence

threshold value). No housing areas

Vibration Buildings 5 m from road axis;

Human being

Low sensitivity

Unlikely occurrence


Insignificant (improvements due to elimination of potholes and damaged road Buildings out of area of influence)

/


Human being





Human being


Likely occurrence

Operational life of road, Improvement (road safety improvements as a project-amelioration)

/



Human being

Medium sensitivity


Operational life of road Improvement (road safety improvements as a project-amelioration)

/

Sensitive locations

No sensitive locations

(industrial area)

/ / / /

Land con-sumption

Full depth rehabilitation within the right of way; no permanent land consumption

Land



Operational life of road Insignificant (no permanent land consumption)

/


No roadside trees in Shara Talayan Street. Additional trees should be planted

Plants



Operational life of road Improvement due to additional trees being planted

Planting of trees

Social effects


Human being

High sensitivity


Operational life of road Improvement /

Visual impacts (land-






Impact Factor




scape) Low sensitivity

Likely occurrence

Surface water

No surface waters Ground water

High sensitivity



Table 12: Impact assessment for Shara Talayan Street

Rustaveli Street 6.5.2.

Impact Factor




Construction phase

Noise The full-depth reconstruction with typical noise levels of Principal Construction Equipment ranges between 75-98 dB (A). (Excavation works)

Human being


Likely occurrence


For residents shorter (range 2 – 5 months)


The noise is emissions are limited to a certain period. For residents and rather short (insignificant)



Air pollution


Human being


Likely occurrence








Vibration With full-depth reconstruction, roadside is exposed to vibrations equivalent of excavator / jackhammer during the construction operation.

Human being


Likely occurrence





Construction works and electrical works can be accompanied by accidents. Occupational Health and Safety can be conducted

Human being



Significant Implementation of safety measures and OHS measures. Working



Impact Factor




inadequately conducted inadequately

Likely occurrence equipment. Supervision and control

Access-ibility


Human being


Likely occurrence


Significant




Accessibility to roadside business need to be ensured for shops. Entertainment facility can be reached from Sayat Nova Ave.

Human being


Unlikely occurrence



/

Sensitive locations

“Church”. Restrictions of noise intensive construction works during certain timeframes

Human being

High sensitivity

Likely occurrence

Footway and road reconstruction (approx.. 2-5 months)

Significant (noise nuisance can disturbs holy mess)

Construction conception has to consider holy mess times



Technical obstacles


Likely occurrence

Plants


Likely occurrence



Social effects


Human being

Medium to high sensitivity

Likely occurrence (blockwise construction)


Insignificant


/




Low sensitivity

Unlikely occurrence


Insignificant /


Construction works endanger ground water (oil spills, sourcing of aggregates, storm water drainage), Rustaveli Street crosses a small nameless river.

Groundwater / surface water

High sensitivity

Likely occurrence


Significant

(construction waste is often dumped in rivers / creeks)


Fencing of small river,




Impact Factor




Cultural heritage


High sensitivity

Unlikely occurrence





Human being

High sensitivity




Operation Phase

Noise 2 dB(A) day and night (until 2020).

Human being


Likely occurrence


+ 2 dB (A) day / night

Insignificant

(indicator remains below defined threshold value)

/

Air pollution

Due to low overall traffic load and low heavy traffic ratio the increase of traffic will not significantly increase emission values

Human being


Likely occurrence



/

Vibration Buildings 5 m from road axis, Improvements due to elimination of damaged cobblestones.

Human being

Low sensitivity

Unlikely occurrence



/


Human being





Human being


Likely occurrence



/



Human being

Medium sensitivity


Operational life of road Improvement


/

Sensitive locations

Improving due to better accessibility, safety and road conditions

Human being

High sensitivity

Likely occurrence


(road safety improvements as a

/



Impact Factor




(project-amelioration) (improved access)

project-amelioration)

Land con-sumption


Land


Unlikely occurrence (no envisaged landtake)


Planting of trees


No roadside trees in Rustaveli Street. Additional trees should be planted

Plants




(additional trees being planted)

/

Social effects


Human being

High sensitivity






Low sensitivity

Likely occurrence


Surface water

Rustaveli street passes small river

Surface water

High sensitivity



(enhancement of drainage system)

/

Table 13: Impact assessment for Rustaveli Street

Mazmanyan Street 6.5.3.

Impact Factor




Construction phase


Human being


Likely occurrence







Air pollution


Human being


Likely occurrence


The generation of dust is temporary and periodically during dry weather conditions. However, nuisance can





Impact Factor




occur up to 4 months (significant)





Human being


Likely occurrence






Human being


Likely occurrence


Significant Implementation of safety measures and OHS measures. Working equipment. Supervision and control

Access-ibility


Human being

Very high sensitivity for residents as pedestrians,

Likely occurrence


Significant




No businesses / / / /

Sensitive locations




Technical obstacles


Likely occurrence

Plants


Likely occurrence


Significant Fencing of endangered obstacles and roadside trees, affected trees should be replanted

Social effects


Human being




Insignificant


/



Impact Factor







Low sensitivity

Unlikely occurrence


Insignificant /


Construction works endanger ground water (oil spills, sourcing of aggregates, storm water drainage). No surface waters

Groundwater

High sensitivity

Likely occurrence


Significant


Proper dealing with hazardous substances

Cultural heritage


High sensitivity

Unlikely occurrence





Human being

High sensitivity




Operation phase

Noise 1 dB(A) day / 2 dB(A) day night (until 2020).

Human being


Likely occurrence


+ 1 dB (A) day / + 2 dB (A) night

Insignificant


/

Air pollution


Human being


Likely occurrence



/

Vibration Buildings 5 m from road axis, Improvements due to elimination of damaged cobblestones.

Human being

Low sensitivity

Unlikely occurrence



/


Human being





Human being

Very high sensitivity for residents as pedestrians, drivers of vehicles and



/



Impact Factor




construction workers

Likely occurrence



Human being

Medium sensitivity


Operational life of road Improvement (Insignificant) (road safety improvements as a project-amelioration)

/

Sensitive locations

no sensitive locations / / / /

Land con-sumption


Land


Unlikely occurrence (no envisaged landtake)


/


Project considers roadside trees in Mazmanyan Street. No additional planting necessary

Plants



Operational life of road, Improvement due to additional trees being planted

/

Social effects


Human being

High sensitivity




No planting necessary Landscape/Townscape/Scenery

Low sensitivity

Likely occurrence


Surface water


Table 14: Impact assessment for Mazmanyan Street

Komitas Street 6.5.4.

Impact Factor





Human being


Likely occurrence









Impact Factor




Air pollution


Human being


Likely occurrence









Human being


Likely occurrence






Human being


Likely occurrence


Significant Implementation of safety measures and OHS measures.

Working equipment. Supervision and control

Access-ibility


Human being


Likely occurrence


Significant




Accessibility of roadside businesses needs to be ensured. 3x shops and the restaurant “Andranik” require access aids. Car accessibility needs to be provided for a car repair and hydro meteorological centre. (Access can be organised from the Yerevanian Highway and the parallel road, Komitas 2

nd block road

and others)

Human being


Unlikely occurrence

Footway and road reconstruction (approx. 4-8 weeks)


/



Impact Factor




Sensitive locations




Technical obstacles


Likely occurrence

Plants


Likely occurrence



Social effects


Human being




Insignificant


/




Low sensitivity

Unlikely occurrence


Insignificant /


Construction works endanger ground water (oil spills, sourcing of aggregates, storm water drainage), Komitas Street crosses a small nameless river.


High sensitivity

Likely occurrence


Significant



Fencing of small river


Cultural heritage


High sensitivity

Unlikely occurrence





Human being

High sensitivity




Operation phase

Noise 1 dB(A) day / 0 dB(A) day night (until 2020).

Human being


Likely occurrence


+ 1 dB (A) day / 0 dB (A) night

Insignificant


/

Air pollution

Due to low overall traffic load and low heavy traffic ratio the

Human being

High sensitivity



/



Impact Factor




increase of traffic will not significantly increase emission values

residential areas

Likely occurrence

Vibration Buildings 5 m from road axis, Improvements due to elimination of damaged cobblestones and potholes.

Human being

Low sensitivity

Unlikely occurrence



/


Human being





Human being


Likely occurrence



/



Human being

Medium sensitivity




/

Sensitive locations


Human being

High sensitivity




/

Land con-sumption


Land




/


Project considers roadside trees in Komitas Street. Additional trees should be planted.

Plants



Operational life of road, Improvement due to additional trees being planted (Insignificant)


Social effects


Human being

High sensitivity





Impact Factor







Low sensitivity

Likely occurrence


Surface water

Komitas street passes small river

Surface water

High sensitivity


Operational life of road, Improvement due to enhancement of drainage system

/

Table 15: Impact assessment for Komitas Street

Gertsen Street 6.5.5.

Impact Factor




Construction phase


Human being


Likely occurrence







Air pollution


Human being


Likely occurrence








Vibration Construction works and electrical works can be accompanied by accidents. Occupational Health and Safety can be conducted inadequately conducted.

Human being


Likely occurrence




Accidents / OHS / labour and

Construction works and electrical works can be accompanied by accidents. Occupational

Human being

Very high sensitivity for residents as

Construction period (2-5 months) for construction workers

Significant Implementation of safety measures and OHS



Impact Factor




working conditions

Health and Safety can be conducted inadequately conducted

pedestrians, drivers of vehicles and construction workers

Likely occurrence

(2.5 years) measures.


Access-ibility


Human being

Very high sensitivity for residents as pedestrians,

Likely occurrence


Significant




Accessibility of roadside businesses needs to be ensured. 1x Restaurant requires an access aid.

Human being


Unlikely occurrence

Footway and road reconstruction (approx. 4-8 weeks)


/

Sensitive locations


Damage of structures


Technical obstacles


Likely occurrence


Significant Fencing of endangered obstacles

Social effects


Human being




Insignificant


/




Low sensitivity

Unlikely occurrence


Insignificant /


Construction works endanger ground water (oil spills, sourcing of aggregates, storm water drainage), Gertsen Street crosses a small nameless river.


High sensitivity

Likely occurrence


Significant



Fencing of small river


Cultural heritage


High sensitivity

Unlikely occurrence




(Building rubble, construction waste,

Human being

High sensitivity

Likely occurrence


Significant Proper disposal of hazardous



Impact Factor




Light bulbs) (waste generation) waste

Operation phase

Noise 2 dB(A) day and night (until 2020).

Human being


Likely occurrence


+ 2 dB (A) day / night

Insignificant


/

Air pollution


Human being


Likely occurrence



/

Vibration Buildings 5 m from road axis, Improvements due to elimination of potholes

Human being

Low sensitivity

Unlikely occurrence



/


Human being



Operational life of road Significant Negotiations with Municipality about extension of lighting times


Human being


Likely occurrence



/



Human being

Medium sensitivity




/

Sensitive locations


Human being

High sensitivity




/

Land con-sumption


Land


Unlikely occurrence (no envisaged land


/



Impact Factor




take)


No trees in Gertsen street. Additional trees should be planted.

Plants





Social effects


Human being

High sensitivity






Low sensitivity

Likely occurrence


Surface water

Gertsen street crosses a nameless creek

Surface water

High sensitivity


Operational life of road, Improvement due to enhancement of drainage system

/

Table 16: Impact assessment for Gertsen Street

11th Ani district Street and Mush II Link Road (Reserve List) 6.5.6.

Impact Factor





Human being


Likely occurrence







Air pollution


Human being


Likely occurrence










Impact Factor





Human being


Likely occurrence





Construction works and electrical works can be accompanied by accidents. Occupational Health and Safety can be conducted inadequately conducted

Human being


Likely occurrence


Significant Implementation of safety measures and OHS measures.


Access-ibility


Human being


Likely occurrence


Significant




Accessibility of roadside businesses is possible from P. Sevak Street (Shops, Café)

Human being


Unlikely occurrence



/

Sensitive locations




Technical obstacles


Likely occurrence

Plants


Likely occurrence



Social effects


Human being


Likely occurrence (block wise construction)


Insignificant


/

Constr. works

Construction works Landscape/Townscap Construction period in front of one block last

Insignificant /



Impact Factor




disturbs town-scape

disturbs townscape e/Scenery

Low sensitivity

Unlikely occurrence

for 2-5 months


Construction works endanger ground water (oil spills, sourcing of aggregates, storm water drainage), No surface waters


High sensitivity

Likely occurrence


Significant



Cultural heritage


High sensitivity

Unlikely occurrence





Human being

High sensitivity




Operation phase

Noise 0 dB(A) day / 1 dB (A) night (until 2020).

Human being


Likely occurrence


0 dB (A) day / + 1 dB (A) night

Insignificant


/

Air pollution


Human being


Likely occurrence



/

Vibration Buildings 5 m from road axis, Improvements due to elimination of damaged cobblestones and potholes.

Human being

Low sensitivity

Unlikely occurrence



/


Human being





Human being


Likely occurrence



/



Impact Factor






Human being

Medium sensitivity




/

Sensitive locations


Human being

High sensitivity




/

Land con-sumption

Full depth rehabilitation requires additional land under the belonging to the Gyumri Municipality

Land

Low sensitivity (land of the Municipality of Gyumri)

Likely occurrence

Operational life of road Significant (permanent land consumption)

Modification in cadastral maps


Roadside trees in Ani 11

th street. Additional

trees should be planted, especially along the new link road.

Plants




/

Social effects


Human being

High sensitivity






Low sensitivity

Likely occurrence


Surface water


Table 17: Impact assessment for 11th

Ani plus Ani-Mush II link road

Regarding the significant impacts, the following summarizes the road-wise impact assessment. The mentioned impact factors will be addressed within the EMP (chapter 7) and the ESAP.

Impact factor Significance EMP Measure

Construction phase

Noise Significant Yes

Air pollution Significant Yes

Vibration Significant Yes

Accidents / OHS / Labour and Working Conditions

Accessibility Significant Yes



Impact factor Significance EMP Measure

Sensitive locations and cultural places Significant Yes

Economic displacement Significant Yes

Sensitive locations and cultural places Significant Yes

Damage of structures / alleys or trees Significant Yes

Surface / Ground water Significant Yes

Cultural Heritage Significant Yes

Waste Significant Yes

Operation phase

Safety Significant Yes

Land consumption Significant Yes

Table 18: Significant impact factors

The table also displays the benefits of the road refurbishment project which

Impact factor Improvement EMP Measure

Construction phase

No assets

Operation phase

Accidents / public safety Improvement No

Economic displacement (business and livelihood activities

Improvement No

Sensitive locations Improvement No

Damage of structures / alleys or trees Improvement Yes

Social effects Improvement No

Visual impacts (landscape) Improvement No

Table 19: Improvements or benefits of the project

Concerning the aforementioned two tables the environmental and social risk lies within the conduction of the construction phase. All relevant mitigation measures refer to impacts of this project phase. Improvements and benefits are linked to the refurbishment project within the operation phase and the operational life of the roads. There are no further environmental and social measures required achieving the improvements, apart from the EMP and the ESAP.

Remaining Impact 6.6.

There is no remaining impact which is not addressed by the mitigation measures of the EMP and the ESAP.



ENVIRONMENTAL MANAGEMENT PLAN (EMP) 7.

An Environment Management Plan (EMP) is produced subsequent to an EIA with the principal aim of managing environmental assets identified in the EIA, as well as what and where project-specific mitigation measures should be implemented.

Mitigation is defined as follows:

Avoid the impact altogether by not taking a certain action or parts of an action

Minimising impacts by limiting the degree or magnitude of the action and its implementation, e.g., by implementing construction measures to minimise impact

Rectifying the impact by repairing, rehabilitating or restoring the affected environment

Reducing or eliminating the impact over time by preservation and maintenance operations during the life of the action, e.g., by changing behaviour

Compensating for the impact by replacing or providing substitute resources or environments

The sequence of preference for measures is:

Avoid Minimise Repair or restore

Reduce Compensate

25.03.2015


Environmental and Social Impact Assessment

Con-flict no.

Asset / Indicator

Impact description Measure type and mitigation and compensation

measures Respon-sibility

Monitoring measures

Conflicts and measures - Construction phase

Human being All streets envisaged for rehabilitation Mitigation measures

C1 Man Occupational Health and Safety / Labour and Working Conditions

Conduct a risk assessment before the construction phase is started.

Occupational Health and Safety / Labour and Working Conditions

The following issues have to be clearly identified:

Clear identification of preventive and protective measures as described in C1.

Provision of appropriate equipment

Training in safety procedures and protective equipment

Documentation and reporting of occupational accidents

Emergency preparedness

Construction company incl. Site supervision

Project Implementation Unit (PIU)

Site supervision

C2 Man Accidents

Construction workers are especially prone to accidents. Work on electrical installations and equipment is linked with danger. Workers can be endangered during the construction works and electrical works at the construction sites

Accidents

The construction site should be provided with site supervision for labour safety issues.

The following measures should be taken in regard to occupational health and safety, especially in regard to the avoidance of accidents:

Avoid mobilization of heavy equipment at night

Fencing-off site to prevent unauthorized access

Oversize vehicles should display warnings such as flashing lights

Warning and/or precaution signs on safety

Instruction on health and safety

First aid facilities at the construction sites


Project Implemention Unit (PIU)

Site supervision



Con-flict no.

Asset / Indicator



Monitoring measures

Use of Personal Protective Equipment (PPE)

Emergency plan

Response arrangements

C3 Man Accessibility

Accessibility and roadside houses need to be ensured. This is relevant during the footway reconstruction.

Accessibility

Construction of access aids (wooden or metal interim constructions)

Construction company incl. Site supervision and


Site supervision

C4 Man Sensitive locations

In several streets are sensitive locations like schools, kindergartens and scientific institutions or religious places.

The constructions works are only likely to potentially disturb the locations within the full-replacement refurbishments.

Sensitive locations

The projected rehabilitation works have to be coordinated with the adjoining type of use. Restrictions concerning noise intensive works during certain timeframes are to be coordinated with the construction conception.

„Church“: restricted works during holy mass.

„School“: coordinate the noise intensive part of construction with vacations.

Traffic guarding for students in front of schools

Construction company incl. Site supervision and Municipality of Gyumri


Site supervision

Noise All streets projected for rehabilitation Mitigation measures

C5 Noise

The reconstruction will come along with noise levels of Principal Construction Equipment

Noise


Construction company incl. Site

Site supervision



Con-flict no.

Asset / Indicator



Monitoring measures

ranges between 75-98 dB (A). (Excavation works). Construction workers are exposed quasi permanently to this impact.

supervision


Air pollution All streets projected for rehabilitation Mitigation measures

C6 Man Emission of dust

Potential impact due to the emission of dust during the transport of construction material and construction works (earthmoving). Milling off asphalt, asphalting and compaction works can cause dust emissions.

Emission of dust

Trucks have to have canvas cover to prevent loss of dust emitting material.

Sprinkling of haul roads

Conception of short distances Wind protection at deposits



Site supervision

Vibration All streets projected for rehabilitation Monitoring measures

C7 Man Vibration

Within the roads envisaged for full replacement works the roadside is exposed to vibrations equivalent of an excavator / jackhammer during the construction phase

Vibration

Identification of vibration intensive works by the construction concept. Rapid assessment of roadside building nearer than 7.5 m. Identification of Monitoring needs at buildings along the roadside.

Construction company

Site supervision

Site supervision

Biodiversity/ Landscape

Roadside trees Mitigation measures

C8 Roadside trees

Trees are likely to be affected by construction equipment.

Roadside trees

Roadside trees are to be protected by fences. Affected trees should be replaced. Additional trees should be


Site supervision



Con-flict no.

Asset / Indicator



Monitoring measures

planted where appropriate. supervision


Water All streets projected for rehabilitation Mitigation measures

C9 Surface and Ground Water

Waste

Waste, waste water and construction material can spoil water quality and the fertility of soils. Further downstream the potentially spoiled water can endanger the drinking water supply.

Waste

Waste has to be separated safely and be removed to a proper and approved dumping site.

Dangerous materials have to be stored and disposed of safely and correctly.

Proper locations for construction waste disposal should be identified.

is the following materials have to be disposed::

Old street lights

Construction waste (asphalt rubble and granulate from milling procedures)

Spontaneous dumped Construction waste from the site of the Ani-Mush II Link road.

Waste and waste construction materials as well as waste waters from constructions site must not be deposited in adjoining rivers. This has to be considered especially in Komitas, Gertsen, Rustaveli, Vazgen Sargsyan Street.



Site supervision

C10 Surface and Ground Water

Hazardous material

Spills of fuel can also endanger the water

Hazardous material

Fuel will be stored above the surface with catchment pans situated below each fuel storage


Site supervision



Con-flict no.

Asset / Indicator



Monitoring measures

quality of surface and groundwater

device to prevent any uncontrolled ingress of fuel into the water and soils.

Accidental spillage of oil and lubricant will be immediately cleared.

To avoid contamination from fuel and lubricants, the vehicle and equipment will be properly maintained and refuelling / maintenance of vehicles will not be done near the bridge sites. Diesel generator sets will be placed on a cement concrete platform with an oil and grease trap to control the oil ingress into soil/ water bodies.

supervision


C11 Cultural heritage

Cultural heritage

Unexpected discovery of cultural heritage (archaeological site) through the conduction of construction works

Cultural heritage

Preparedness

Rapid assessment and salvage if appropriate



Site supervision

Conflicts and measures - Operation phase

Safety impacts All streets projected for rehabilitation Mitigation measure

O1 Lighting

Continuous lighting during the night

Lighting

Negotiations with Municipality about extension of lighting times


Social and economic impacts

Ani 11th

–Mush II link road Mitigation measure



Con-flict no.

Asset / Indicator



Monitoring measures

O2 Land acquisition

Land acquisition

Land acquisition is quantified by the right of way required by the Mush II - Ani Link road.

Land acquisition

The required land for the new road belongs to the Gyumri Municipality. An adaption concerning the new road has to be made within the cadastral maps.




POLICY REQUIREMENT TABLE 8.

The aim of is document is to review the Gyumri Urban Roads project’s compliance with the EBRD Environmental and Social Policy 2008. The EBRD Policy from 2008 refers to other relevant standards or legislations which have to be considered related to the mentioned topic. The related standards and legislations are mentioned below. The issue of compliancy related to these complementary documents is described in the framework of topics of the EBRD policy requirements.

Other standards of relevance

ILO (International Labour Standards) [hereinafter: ILO]

EU-Directives

The EIA-Directive – Directive 2014/52/EU of the European Parliament and the Council of April 16, 2014 amending Directive 2011/92/EU on the assessment of the effects of certain public and private projects [hereinafter: EU-EIA].

PR NR. PR / ISSUE STATUS NON-COM-PLIANCE AREAS

COMMENTS/ RECOMMENDATIONS

DOCUMENT

1 Environmental and Social Appraisal and Management

Environmental and social appraisal

Compliancy Environmental and Social impacts and issues associated with the envisaged operations and the project are assessed as by this study

ESIA

Environmental and Social Action Plan (ESAP)

Compliancy ESAP is part elaborated ESAP

Organizational capacity and commitment

Envisaged compliancy (Follow-up process)

In order to achieve compliancy:

Prospective employees need to fulfil certain education requirements, Sufficient management commitment and human resources

ESAP

Managing contractors



Contractors have to accept requirements formulated by the ESAP

ESAP

Performance monitoring and review



Monitoring conduction is envisaged to be operated by the Environmental site supervision

ESAP

2 Labour and Working Conditions

Management of worker relationship



Working conditions and human resources have to be in accordance labour legislation.

ESAP





DOCUMENT

Human resources policies



Adoption of human resources policies among working and labour policies

ESAP

Working relationships

Partially compliant

Gyumri Municipality has employment policies. These policies have to be reviewed and adjusted.


Requirements have to be deals to wages, working conditions, compensations over overtime and social benefits (maternity, illness and holiday).

ESAP

Working conditions and terms of employment



Official staff will be trained. Inadequate training of staff has to be avoided

ESAP

Forced labour and child labour



Development of policy which prohibits child and forced labour for any potential bidder. The consideration of this issues is a core issue of the ILO Convention [ILO]

ESAP

Non-discrimination and equal opportunity workers

Currently non-compliant


Absence of responsible person for equal opportunities at the Gyumri Municipality


Engagement of persons who are responsible for equal opportunities. New policies enable flexible working times, child care programmes (Capacity building)

ESAP

SEP

Organisations wages, benefits and conditions of work



Develop formal employment policies to cover areas the terms of employment in EBRD PR2 (discrimination, wages and collective bargaining, working hours, grievance, harassment, dismissal, bullying, stress, bribery and corruption)

ESAP

Retrenchment Envisaged compliancy (Follow-up process)


Develop formal employment policies to cover areas the terms of employment in EBRD PR2 (dismissal, shortening of income).

ESAP

Grievance mechanism

Envisaged compliancy


Grievance mechanism

ESAP





DOCUMENT

(Follow-up process)

addressing work condition issues (related to PR 2, ILO)

Non-employee workers



Ascertain that contractor dealing with non-employee workers are reputable and legitimate enterprises

ESAP

Supply chain Envisaged compliancy (Follow-up process)


Ascertain that contractors of the supply chain are reputable and legitimate enterprises

ESAP

3 Pollution Prevention and Abatement

General Envisaged compliancy (Follow-up process)


Realization of EMP mitigation measures

Monitoring if required by the environmental site supervision

ESIA

ESAP

Pollution prevention, resource conservation and energy efficiency



Realization of EMP mitigation measures

Monitoring if required by the environmental site supervision

ESIA

ESAP

Wastes Envisaged compliancy (Follow-up process)

In order to achieve compliancy: Granulate has to be collected and disposed properly.

ESIA

ESAP

Safe use and management of hazardous substances and materials



Construction phase under environmental supervision. Adequate Equipment. Observance of mitigation measures

ESIA (EMP)

ESAP

Emergency preparedness and response



Emergency preparedness and response is required to be part of the operation concept of the operating firm

ESIA

ESAP

Industrial production

Not applicable

Ambient considerations

Compliancy Ambient environments (previous impacts, preloads from secondary sources) are considered. Risks to the environment are considered in ESIA.

ESIA





DOCUMENT

Greenhouse gas emissions

Not applicable

Pesticide use and management

Not applicable

No pesticides foreseen to be use for pest-control.

4 Community Health, Safety and Security

Community health and safety requirements

Compliancy Evaluate health risk of close-by communities during project phases. Apply measures (avoidance and minimising, etc.)

ESIA

ESAP

Infrastructure and equipment safety

Currently non -compliant


Light is partly missing. Light is absent some time at night


Renewal of equipment, lighting is accompanied with higher technical standards and extended duration. Improvements in noise nuisance and safety are expected.

ESIA

ESAP

Hazardous materials safety


Inadequate storage and dealing with hazardous materials


Hazardous materials are to be identified by the operating company and the site supervision control. The substances have to be handed accordingly in order to avoid harmful impacts on the communities.

ESAP

Environmental and natural resources issues



Impacts to air, soil, water and vegetation are minimised and avoided by observance of mitigation measure of the EMP. The environmental site supervision controls the implementation according to the rules.

ESIA

ESAP

Community exposure to disease

Not applicable

Emergency preparedness and response



Accidents may occur during construction phase even though OHS standards are respected. Emergency preparedness and response is required to be provided

ESIA

ESAP

Security personnel Envisaged compliancy

In order to achieve compliancy: ESIA





DOCUMENT

requirements (Follow-up process)

Construction area is planned to be fenced and trespassing is prohibited to unauthorized personnel.

ESAP

5 Land Acquisition, Involuntary Resettlement and Economic Displacement

General Compliancy Private Property is not affected.

The required land for Ani-Mush II link road is belonging to the Municipality of Gyumri

ESIA

ESAP

Resettlement Action Plan (RAP)

Not applicable

No voluntary or involuntary resettlement. Therefore a RAP is not necessary

Livelihood Restoration Framework (LRF)

Not applicable

Due to fast construction process and guaranteed access to business and housing 24 h/7 days economic displacement can be excluded.

ESIA

Compensation and benefits for displaced persons

Not applicable

No economic displacement ESIA

Displacement

(Economic displacement)

No economic displacement

ESIA

Physical displacement

No physical displacement ESIA

Loss of public amenities

No loss of public amenities ESIA

Private sector responsibilities under government-managed resettlement

No such cases due to absent resettlement

ESIA

6 Biodiversity Conservation and Sustainable Management of Living Resources

Appraisal of issue and impacts

Compliancy Vulnerable or critically endangered species were not observed (IUCN species)

ESIA

ESAP

Habitat protection and conservation (Modified habitats, Natural habitats)

Compliancy Protected species were not observed. ESIA

ESAP

Critical habitats Not applicable

Critical habitat were not identified





DOCUMENT

Protected and designated areas

Not applicable

Protected and designated areas are not affected

Invasive alien species

Compliancy Urban habitat. Planting new trees focuses on local trees.

ESIA

ESAP

Sustainable management and use of living resources



Impacts to air, soil, water and vegetation are minimised and avoided by observance of mitigation measure of the EMP. The environmental site supervision controls the implementation according to the rules.

ESIA

ESAP

Genetically modified organisms (GMOs)

Not applicable

Natural and plantation forestry

Not applicable

No reforestation envisaged

Supply chain Not applicable for PR 6 in case of the project

Biodiversity and tourism

The setting of the project is not related to tourism issues

7 Indigenous People

Assessment (PR 7 not applicable in Armenia)

No Indigenous people identified in the project area

Avoidance of adverse effects

Subtopics therefore not relevant

Preparation of an Indigenous Peoples Development Plan (IPDP)

Information disclosure, meaningful consultation and informed participation

/

Grievance mechanism and prevention of ethnically based discrimination

/





DOCUMENT

Compensation and benefit-sharing

/

Impacts on traditional or customary lands under use

/

Relocation of Indigenous Peoples from traditional or customary lands

/

Cultural resources /

8 Cultural heritage Appraisal Compliancy No cultural heritage identified ESIA

Managing impacts on cultural heritage



In case of cultural heritage identified during construction works. Preparedness is required and archaeological experts are to be contacted.

ESAP

Project’s use of cultural heritage

Not applicable

Not affected

9 Financial intermediaries

Environmental and social due diligence and monitoring procedures

PR 9 is not applicable

Requirements for subprojects

/

Organisational capacity within the FI

/

Reporting to the EBRD

/

Stakeholder engagement

/

10 Information Disclosure and Stakeholder Engagement

Engagement during project preparation

Compliancy Information disclosure is planned for the implementation of this project

SEP

Stakeholder engagement plan

Stakeholder Identification Plan (SEP) is prepared within the Environmental and Social Due Diligence.

SEP





DOCUMENT

Information disclosure



Information disclosure required by national and institutional framework involving suitable information paths (press, TV,..). Organisation of public hearings (RA EIA Law, SEP) and disclosure due to EBRD requirements.

SEP

ESIA

Meaningful consultation (disclosure and consultation on Category A projects)

Not applicable

Category B project

Engagement during project implementation and external reporting



Information disclosure by organisation of public hearings (RA EIA Law, SEP). Local languages, etc.

SEP

Grievance mechanism



SEP includes a grievance mechanism procedure for notification of project-related complaints

SEP

Corporate finance Not applicable

Not applicable due to a non-multi-site project

Abbreviations

SEP: Stakeholder Engagement Plan

ESIA: Environmental and Social Impact Assessment

ESAP: Environmental and Social Action Plan

(EMP): Environmental Management Plan



REFERENCES 9.

ADB (2014): City Development Plan of Gyumri.

ADB (2010): Armenia: Preparing the North-South Road Corridor Development Project. Technical Assistance Consultant’s Report. Working Document No. 4

ADB (2014): Armenia: Urban Development in Secondary Cities. City Development Plan Gyumri.

Air quality in Asia: Status and Trends (2010): Clean Air Initiative for Asian Cities (CAI-Asia) Center. Manila

Austrian Federal Ministry of Environment & University of Graz (2014): Noise estimations for roads. In: http://www.laerminfo.at/situation/laermrechner.html.

European Bank for Reconstruction and Development (EBRD) (2008): Environmental and Social Policy. London.

EIA-Directive – Directive 2014/52/EU of the European Parliament and the Council of April 16, 2014 amending Directive 2011/92/EU on the assessment of the effects of certain public and private projects [hereinafter: EU-EIA].

IFC, International Finance Corporation (2007): Stakeholder Engagement: A good Practice Handbook for Companies Doing Business in Emerging Markets. Washington, D.C.

ILO (International Labour Standards) in applicable version

Office for Official Publications of the European Communities (2001): Guidance on EIA. Scoping. Luxembourg.

RA Law: The Law of the Republic of Armenia (on Environmental Impact assessment) In: http://www.parliament.am/legislation.php?sel=show&ID=2115&lang=eng (26.11.2014)

RA Law: The Constitution of the Republic of Armenia (with amendments) In: http://www.parliament.am/legislation.php?sel=show&ID=1&lang=eng. (26.11.2014).

RVS 04.02.12 (2013): Environmental Protection: Air pollution. Dispersion of airborne pollutants from transport and routes and tunnel portals. Austrian Research Association for Roads, Railroad and Transport.

U.S. Environmental Protection Agency. Noise from Construction Equipment and Operations. Building Equipment and Home Appliances. NJID. 300.1. December 31. 1971

Verkehrslärmschutzverordnung vom 12.Juni 1990 (BGBl. i.S 1036). [German road noise level regulation from 1990].

World Health Organisation (2005): Air quality guidelines for particulate matter, ozone, nitrogen, dioxide and sulphur dioxide. Global update 2005. Summary of risk assessment. Geneva.

World Health Organisation (2009): Night noise guidelines for Europe. Copenhagen.

http://www.laerminfo.at/situation/laermrechner.html

http://www.parliament.am/legislation.php?sel=show&ID=2115&lang=eng

http://www.parliament.am/legislation.php?sel=show&ID=1&lang=eng