republic of iraq – regional government of kurdistan ...documents.worldbank.org/curated/en/... ·...

REPUBLIC OF IRAQ – REGIONAL GOVERNMENT OF KURDISTAN

TRANSPORT CORRIDORS PROJECT

ENVIRONNMENTAL AND SOCIAL IMPACT ASSESSMENT FRAMEWORK

SEMEL – IBRAHIM AL KHALIL ROAD CORRIDOR

EXECUTIVE SUMMARY

AUGUST 18, 2013

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Document Title: Draft ESIAF – Executive Summary

Project : Iraq Transport Corridors Project

Code E1608

Client: Kurdistan Regional Government

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TABLE OF CONTENTS

0. EXECUTIVE SUMMARY .............................................................................................. 3

0.1. Introduction ...................................................................................................................... 3 0.2. Existing Policy, Legal and Administrative Frameworks ................................................. 3 0.3. Project Description ........................................................................................................... 4 0.4. Analysis of Alternatives ................................................................................................... 6 0.5. Description of Baseline Conditions ................................................................................. 7 0.6 Pubic Consultations ........................................................................................................ 10 0.7. Environmental and Social Assessment .......................................................................... 11 0.8. Mitigation and ESIAF Implementation and Management ............................................. 12 0.9. Summary and Conclusions ............................................................................................. 22

LIST OF TABLES Table 1: Level of Impact 6 Table 2: ESMP during Construction (Batil – Girsheen) 13 Table 3: ESMP during Operation (Batil – Girsheen) 16 Table 4: ESMP during Construction (Girsheen – Suhaila) 17 Table 5: ESMP during Operation (Girsheen – Suhaila) 20

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0. EXECUTIVE SUMMARY

0.1. Introduction

This executive summary presents the Environmental and Social Impact Assessment Framework (ESIAF) for the Transport Corridor Project in Kurdistan at Governorate of Duhok . This Corridor from Semel to Ibrahim Al Khalil is 63km long, and is divided into four sections: Semel – Batil (segment 1 – 15km long); Batil – Gersheen (segment 2 – 8km long); Gersheen – Suhaila (segment 3 – 23-25km long); and Suhaila – Ibrahim Al Khalil (segment 4 – 14km long). The segments 1 and 4 are currently under construction (financed by the KRG). Segment 2 is in the tendering phase (to be financed by the KRG). Segment 3 is to be co-financed by the World Bank and does not yet have its alignment determined. The Ministry of Construction and Housing / General Directorate of Roads and Bridges in Duhok aim to expand this Corridor to from 2 lanes to 6 lanes motorway. The need for widening the road resulted from the increasing demand of land transportation, and the current heavy traffic, coupled with the poor condition of the existing road that is not designed to carry such axial loads. About 3,000 heavy freight trucks enter Kurdistan /Iraq daily at Ibrahim al Khalil border crossing with Turkey.

The main scope of the present ESIAF is segment 3. However, aspects of segment 2 are also being considered as works have not started on this segment which is currently in the tendering stage. It could be considered as associated with the alignment that will be funded using Bank financing of segment 3. Segments 1 and 4 which have ongoing civil works will be addressed through environmental and resettlement audits prior to the end of the appraisal period of the World Bank funded segments. These environmental and social audits will assess the non-Bank funded road segments compliance with the safeguards policies, identify any gaps in terms of environmental and social management and develop corrective action plans, if needed. The Government will implement these corrective action plans/environmental management plans/RAPs for non-Bank funded road segments in addition to the environmental management plans and RAPs for Bank-funded segments.

The purpose of the ESIAF is to assess the potential environmental impacts of the alignment (yet to be determined) to be financed by the Bank. After selecting the alignment, a full ESIA for segment 3 (and if possible segment 2) will be prepared, reviewed, approved and disclosed prior to commencement of civil works. The ESIAF report draws heavily on the information available from existing documentation including feasibility studies, pre-construction photographs of the routes currently under construction; documentation of land acquisition for routes under construction; cadasters showing land ownership along the entire alignment; and any existing socio-economic studies of communities and settlements along the alignment. In addition, data has been collected from other relevant stakeholders such as Academia and other institutions at Duhok. Public consultations were also held in order to involve the projects’ stakeholders in the environmental and social considerations of the project. 0.2. Existing Policy, Legal and Administrative Frameworks

Regarding the national legislation, there are currently two valid Laws for the Protection and Improvement of the Environment in Iraq, which introduce compulsory application of EIA for infrastructure project: the Law of Environmental Protection and Improvement in Iraqi Kurdistan Region, No 8 of 2008; and the Law for the Protection and Improvement of Environment No. 27 of

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2009. For the purpose of this project, the KRG Law of Environmental Protection of 2008 is followed as it provides more comprehensive EIA provisions.

The World Bank has 10 current Operational Policies and Procedures:

- Pest Management (OP/BP 4.09)

- Environmental Assessment (OP/BP 4.01)

- Natural Habitats (OP/BP 4.04)

- Safety of Dams (OP/BP 4.37)

- Projects on International Waterways (OP/BP 7.50)

- Projects in Disputed Areas (OP/BP 7.60)

- Forests (OP/BP 4.36)

- Involuntary Resettlement (OP/BP 4.12)

- Indigenous Peoples (OP/BP 4.10)

- Physical Cultural Resources (OP/BP 4.11) The policies that apply and are triggered for this project are:

- Environmental Assessment (OP/BP 4.01).

- Involuntary Resettlement (OP/BP 4.12).

There is the possibility that Physical Cultural Resources policies (OP/BP 4.11) might be triggered; however, this could only be resolved with certainty once the alignment to be financed on segment 3 has been determined (The annex 2 shows the chance find procedures for use in the ESIA).

0.3. Project Description

The project consists of a Transport Corridor (TC) in Kurdistan from Semel to Ibrahim Al Khalil which is 63km long. The Ministry of Construction and Housing / General Directorate of Roads and Bridges in Dohuk aim at expanding all 4 segments of this road to a 6-lane dual highway.

The TC is divided into four segments. Segment 1 (semel – Batil) and Segment 4 (Suhaila Intersection – Ibrahim Al Khalil) are under construction (financed by the KRG). On the other hand, Segment 2 (Batil – Gersheen) is under tendering by KRG and Segment 3 (Gersheen – Suhaila Interchange) is under study by an engineering consulting firm (this segment will be co-financed by the World Bank).

The need for widening and upgrading the road is caused by the increasing demand of land transportation, the current heavy road usage by all types of vehicles including significant numbers of large freight trucks, and the existing poor condition of the road which was not constructed to carry heavy axel loads. About 3,000 heavy freight trucks enter Kurdistan /Iraq daily at Ibrahim al Khalil border crossing with Turkey. These trucks bring supplies to and from Iraq and also transfer goods to and from the Gulf Region. The original road serving this traffic is a 2-lane, winding, poorly cambered, and highly dangerous. Traffic movement is constrained and slowed which raises transport costs and results in economic losses. Additionally, records indicate a fatality rate of around 1 per km, which is considered as one of the highest rates in the world. Improving road and safety conditions along the KRG transport corridor is thus an urgent priority for both economic and safety reasons.

The following description provides more information for each of the four segments.

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Segments Financed by the KRG

Segment 1: Semel – Batil

This segment is located in Semel District and crosses two sub-districts: Semel Center and Batil. Different land use categories exist along this segment with the majority being agricultural lands. Some industrial and commercial activities exist along the segment. Residential areas near the alignment included Marina, Muqible collective and Bastike population centers.

The construction is expected to be completed on September the 8th 2013.

Segment 2: Batil – Gersheen

This segment is located in Semel District and goes through one sub-district of Batil. Most of the land use along this segment is agricultural lands. The exception is at Batil center where mix-use residential and commercial land categories exist.

There is an option of adding the section shown to this segment in case Alignments 2, 3, or 4 are selected for this road. The added section would be 2 km in length. Since this segment is currently under tendering, the construction activities are expected to be completed by end of 2014.

Segment 4: Suhaila Intersection – Ibrahim Al Khalil This segment is located in Zakho District and goes through one sub-district of Rizgari. Different land use categories exist along this segment with the majority being agricultural. Residential areas exist at Derabune collective, Heytan and at the end of the segment near Ibrahim Al Khalil. Some sections are classified as pastures, and others represent forest areas.

This segment is currently well under construction and is expected to be completed on November 4th 2014.

Segment to be Co-Financed by the World Bank

Segment 3: Girsheen – Suhaila Interchange

This segment is currently under study by an engineering consulting firm in order to select the best alignment and then prepared the detailed designs. This segment will be around 23-25 km in length; interchange and expected to cost around 70 million USD and will be co-financed by the World Bank loan to the KRG. This segment is located in Batil District and goes through one sub-district of Batil.

The alignment will be designed to provide safe, comfortable, convenient and economic mobility for both local traffic and traffic heading towards Kurdistan / Iraq - Turkey Borders.

The existing road (Alignment alternative 1) is used extensively by heavy goods vehicles which transport goods between Turkey, Kurdistan, central-southern Iraq, and Kuwait. However, the design of this road does not meet the design standards for such roads. Thus, if this alignment is chosen, it will be necessary to construct a new 6 land dual highway with optimal standards based on internationally accepted highway construction criteria. The design team has proposed three other possible Alignment routes (Alignments 2, 3, and 4) to be studied together along with the existing road alignment. The final selection will be based on the outcomes of the engineering, economic feasibility, and socio-economic studies.

Land use along alignment 1 is mainly agricultural with scattered settlements at Girsheen, Komalgaha Girsheen, Kelke collective, Avzreekshno, Pebizne, Kani Arab and Bajid Kandal. Regarding Alignments 2 and 3, they are completely located within agricultural lands; few villages exist but far from the proposed road.

Alignment 4 is the farthest to the north and located between agricultural lands to the South and mountains to the North. Similar to Alignments 2 and 3, villages are quite far from the road alignment.

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Interchanges

Three semi-grade separated interchanges will be constructed along the road at Girsheen South, Girsheen North, and Suhaila.

0.4. Analysis of Alternatives

The analysis of project alternatives was conducted from an environmental and social standpoint.

Environmental & Social multi-criteria Screening (ESSMC) has been developed to perform this analysis. The screening is based on the level of impact significance for each options made or alternative proposed. The levels of Impacts are classified as follows:

Table 1: Level of Impact

Level Imapct

-1 Minor Advers (Negative) Significance

+1 Minor Positive Significance

-2 Potential Adverse (Negative) Significance

+2 Potential Positive (Beneficial) Significance

0 No change to the existing situation

The analysis approach for this project was conducted at two levels:

- Level One Analysis (Retroactive Approach): this analysis was applied to the road segments that are either under construction or that under tendering for construction (which are Segments 1, 2 and 4). This analysis looked at the decision that was made by KRG to select the existing road alignment as preferable option to proceed with construction activities of the project. The evaluation of the selected alignment will be made upon the overall impact especially for the operational phase which is considered the long term impact.

- Level Two Analysis (Proactive Approach): This analysis was made for the proposed alternatives and the existing road options of segment 3 for which the alignment is still under study (Girsheen – Suhaila Interchange). This analysis compared the 4 different possible Alignments, as well as a further option which would involve upgrading of the existing road alignment (alignment 1) with local diversions to bypass the settlements.

As for segment 3 of the Corridor (Gersheen – Suhaila). Three alternative alignments plus the existing alignment were considered. Results of the multi-criteria analysis of alternatives show that the differences between the alternatives are more significant during the construction phase (short-term impacts) than during the operational phase (long-term impacts).

Alternative 3 and the existing road alignment with modifications (by passes of two villages which the road is currently crossing) are promising and shall be given more attention during the course of the ESIA. Both of them are showing less short-term and long term adverse environmental and social

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impacts. In addition, they may generate more social and economic benefits to the impacted communities which will enhance public acceptance of the project.

0.5. Description of Baseline Conditions

The natural resources of relevance to road projects include water resources, wildlife and biodiversity resources, coastal resources, and air quality. Baseline environmental and social conditions were studied and presented in the ESIAF. The information was collected from the existing reports, papers and publications, as well as field surveys and public consultations. The following baseline conditions were presented: physical environment, biological environment, socio-economic aspects, archaeological and cultural resources, health and safety. These are briefly described below:

Physical Environment

The physical environment of the project area is summarized below:

Climate and Meteorology

The climate of the project area is characterized by cold winters with high rainfall and very hot summers. The northern mountain regions along the Turkish border have cold winters with heavy snow.

The nearest weather station to the project area is Zakho Metrological Station which is around 17 Km from Girsheen. The initial meteorological characteristics of the project area were obtained from the data averages for the last 10 years (2003-2012) recorded at this station. These characteristics are summarized as follows:

o The average temperature for the ten years period was 20.75 °C. o The average yearly rainfall at the project area was around 446 mm between 2003-

2012. o The prevailing wind direction at the project area is South-East and sometimes tends

to South-West and North-West.

Topography

The Project area lies in the far north-west of Iraq in the Kurdistan Region located between the hilly and high mountainous area.

Dohuk province is located between two series of mountains: the Bekhir Mountains in the North and the White Mountains in the South. The elevation of the project area varies from 445m to 1215ma.s.l. The wadies stretch towards the valley in the midway between the two mountains.

Geology

The project area lies on sedimentary rocks: clay, sand, silt and gravel. The top stratum in the project area is clay and clay mixed with sand or silt to depth of 50 m. The strata below are layers of gravel and clay with stones.

The groundwater table is at an average depth of 200m. The aquifer is unlikely to be affected by surface induced pollution due to its depth and the presence of clay.

Soil

The project area is characterized with four types of soil:

Brown soil, deep thickness, this type is suitable for agricultural purpose. Brown soil, medium and shallow deeply eroded, deeply eroded in places. It is similar to first

type and suitable for agricultural use.

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Chestnut soils suitable for agriculture and forestry. Rough Mountain lands not suitable for agricultural use.

Biological Environment

The biodiversity of the whole project corridor has been altered to different extents either by several types of pressure on the exiting natural habitat – principally agriculture -- or by complete removal of the natural habitats and species. The biological environment characteristics for segments 2 and 3 are summarized below:

Segment 2: Batil – Girsheen

The area is characterized by Middle East Steppe with dominant shrubs of Irano-Turanian Region.

The agriculture plains are the main support habitats for birds and mammals species.

Hunting and farming are the main threats on biodiversity in this segment.

Segment 3: Gersheen – Suhaila Interchange

The biodiversity of this segment is generally characterized by the Eastern Mediterranean eco-region. Detailed study is needed during preparation of the ESIA to determine the magnitude of the expected ecological impacts from road construction on biodiversity.

Alignment 1: has the least biodiversity importance due to the mixed use of the proposed corridor by multiple settlements, minor commercial and intensive agricultural activities.

Alignment 2: is the closest to the existing road containing remnants of dwarf shrubs and grass lands, where the majority of vegetation cover has been replaced with cultivated crops or deteriorated under overgrazing pressure.

Alignment 3: has an almost similar habitat of Alignment 1 with marginal distribution of natural shrubs and grasses at the grazing plans or around the cultivated lands.

Alignment 4: is the closest to the mountain ranges in the area. However the proposed Alignment corridor lacks significant trees that are mainly located at the higher elevations in the mountains where also more significant wildlife species may exist such as the Wild Cat, Caracal and Squirrel. Nevertheless, those natural habitats along this Alignment are more represented in comparison to Alignment alignments2 and 3 with the existing pressures of overgrazing and cultivation

Baseline Socio-economic Conditions

Segment 2: Batil–Girsheen

This segment does not traverse or intersect any population settlement. A preliminary baseline Census was carried out along this Segment to identify possible PAPs and structures along the ROW and immediate corridor of impact (COI). The Census identified 10 structures whose owners and workers are likely to be adversely affected by the road works. These structures include small shops; gas station, fences and a large commercial building which is newly built.

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The exact number of PAPs shall be determined and estimates of compensation for lost assets, loss of business and impact on workers shall be carried out as part of ESIA and RAP preparation. There will be no need for land take for segment 2 since all lands required for widening the existing road are within the road right of way (ROW), this was confirmed by Duhok Roads and Bridges Directorate through an official letter.

Segment 3: Girsheen –Suhaila Interchange

Some initial assessment of socio-economic conditions of the resident population along the 4 alternative alignments of this Segment (refer to Error! Reference source not found. of the ESIAF) has been undertaken to inform this ESIAF and identify further information needs and considerations necessary for ESIA and RPF preparation. Alignment 1 (the existing road) either passes immediately by, or bisects, the following villages: Girsheen, KomalgahaGirsheen, Kelke Collective, Avzreekshno, Pebizne, Kani Arab and Komal gaha BajidKandal. There will be no need for land take for the existing road option since all lands required for widening the existing road are within the road right of way.

Alignment 2: passes close to the villages Girsheen, Imlke, KaniKark and Mazre. The closest village to this Alignment is Girsheen which is located around 230 m from the ROW.

The alignment passes through agricultural land and no settlements exist on the ROW or immediate COI of the proposed alignment. PAPs under this alignment would include tenant farmers who lease the agricultural land from the government and employees working for tenant farmers, including herders. The land take will affect 12 plots with a total area of 2,293,143 m2.

Alignment 3: passes close to only one village, Mazre, which is located 400 south of the ROW. Has similar settlement and land use characteristics to Alignment 2. No settlements are on the proposed alignment which passes through agricultural land on which livestock grazing is also practiced. Therefore, potential affected people by this Alignment include tenants who rent the agricultural land from the government, employees who work in agriculture, livestock owners and herders. Land Acquisition required for Alignment 3 is less – by 8% -- than that required for Alignment 2. As a result the land take will affect 10 plots with a total area of 2,104,963 m2 .

Alignment 4: passes close to the very small hamlets of Qaruda and BajidMiri, Qaruda is 210 m south of the ROW and BajidMiri is 650 north of the ROW. Land Acquisition required for Alignment 4 is lower than that for Alignments 2 and 3 by 11% and 3% respectively. As a result, land take will affect 14 plots with a total area of 2,048,646 m2.

More comprehensive study for the socio-economic characteristics of the affected people should be carried out during the ESIA and RAP/ARAP studies. The exact number of PAPs shall be determined and estimates of displaced people and compensation for lost assets, loss of business and impact on workers shall be carried out.

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The Local Economy and Livelihoods

The economic activities associated with Road Segments 2 and 3 include agriculture, limited basic manufacturing, real estate, small-scale investment projects, limited construction, and government services. Basic manufacturing and larger business entities are mainly located along Segment 2.

Many small shops and businesses are scattered along Segment 3, Alignment 1, and most of these seem to be operated by persons/families who lease the structures from owners.

Land Ownership

There are several kinds of land ownership in KRG. However, essentially all land is state-owned and provided for use to citizens under different terms.

The very limited privately owned land is essentially limited to residential areas within villages and towns. This type of “ownership” is consistent with western concepts of ownership in that it legally belongs to title holders and can be bought and sold on an open market. Much land in villages and towns is state-owned but is leased for different periods of time by individuals and commercial entities.

All agricultural lands are formally state-owned but are leased under different conditions which are explained in the ESIAF in more detail:

Leased on the basis of prior ownership

Leased on the basis of continuing state ownership

Agriculture

Agriculture is the predominant land use activity within and surrounding the project area. It mainly involves wheat cultivation, while smaller areas are harvested with potatoes, honey melons and fruit and olive trees.

0.6. Public Consultations

Public consultations on the proposed project activities for the Transport Corridor Segments 2 and 3 were initiated in July, 2013. Interviews and discussions were held with individual PAPs and small groups of PAPs in informal settings along Segment 2 and along the 4 alternative alignments for Segment 3. These informal interviews and discussions revealed widespread support for the improvement and upgrading of the TC, but also highlighted concerns about relocation. These concerns were most severe along Alignment 1 of Segment 3 which would require by far the highest level of resettlement, including of smaller and larger dwellings, of businesses of various sizes, and of agricultural and livestock structures. Fragmentation of communities would also likely be most severe as the existing road bisects a number of communities.

The first public consultation session was held on July 17, 2013 for a wide range of stakeholders. The Consultation was held in Dohuk and hosted by the Kurdistan Government KRG Department of Road and Bridges.

Concerns and outcomes raised in these consultations are summarized as follows:

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Participants agreed with the principles of mitigation and compensation for asset and

livelihood losses Two community representatives raised objections about the possibility of land

acquisition Participants expressed general support for the project noting that it would stimulate

the local roadside economy by providing more traffic for local shops and services. Concerns were expressed about traffic obstruction during road works Concerns were expressed about the health impacts of dust and pollution during road

works. Participants stressed that alignment option 1 would cause much resettlement because

of the number of villages along the alignment. Participants expressed a preference for alignment option 4 since it does not pass

through any communities and will require the least relocation and disruption

0.7. Environmental and Social Assessment

The ESIAF has provided guidance on both potential positive and negative impacts of environmental and social concerns likely to arise from the civil works associated with the proposed project. The ESIAF offers options and principles for preventing, minimizing or managing various environmental and social impacts as an integral part of road project planning and management

The preliminary potential impacts during the construction phase are likely to include:

· Potential impact from the blocking, diversion and /or reduction of natural flow for permanent and seasonal surface water that may affect the quantity and quality of downstream flow of water and increase soil erosion.

· Potential impacts on surface water resources from accidental spillage and sedimentation.

· Potential increase in noise levels during construction activities such as excavation, movement of vehicles and heavy equipment.

· Dust generation due to earthworks, construction machinery and stockpiling of construction material. In addition, generation of gases and particles such as SOx, NOx, CO, CO2, and PM10 due to vehicle induced emissions.

· Ecosystem fragmentation affecting migratory species and species that utilize the agricultural land as their food source and habitat.

· Loss of jobs for the local community due to project activities. This is especially the case if the existing road alignment is selected as the most feasible alternative.

· Land take issues, resettlement or relocation of PAPs adversely affected by project activities shall be undertaken in accordance with laws, regulations and guidelines for Resettlement/Land Acquisition of KRG and OP 4.12. If there is a gap between KRG laws and the Bank’s OP 4.12 then OP 4.12 provisions shall apply.

The preliminary potential impacts during the operation phase are likely to include:

· Potential increase in exhaust emissions due to traffic volume and variation in vehicle types using the new constructed road.

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· Potential increase in noise levels attributed to the increase in traffic volume as well, due to the anticipated larger number of vehicles along the new road.

· If alternatives 1 or 2 were selected, potential disturbance to agricultural lands is anticipated which are considered suitable habitats for birds and mammals.

· The proposed project will increase the traffic through the road in case of widening current road, and introduce traffic to new areas in the case of the three alternatives; this will result in increasing land value and provide more options for commercial activities along the road.

· The construction of the new road is anticipated to significantly reduce traffic accidents since it will not cross settlements.

0.8. Mitigation and ESIAF Implementation and Management

The preliminary mitigation measures for the identified negative impacts are presented in the format of the Environmental and Social Management Plan (ESMP). The preliminary ESMP will guide the detailed ESMP that will be presented in the ESIA study. It will allow all the responsible entities of the project to determine if the proposed mitigation measures are being adequately followed, and are sufficient to provide the necessary environmental and social protection.

The ease of ESIAF to enhance the performance of the sector and related institutions through capacity building and training in environmental and social management has also been taken into account in which capacity building and training topics have been proposed for Higher management at the General Directorate of Roads and Bridges in Duhok (GDRB) specifically, the Project Management Team (PMT) in addition to the Environmental Protection and Improvement Board (EPIB).

The below ESMP tables address Segment 2, Batil – Girsheen and Segment 3, Girsheen – Suhaila Interchange since construction activities for these remaining two segments have not commenced yet. The tables include project activities that will be undertaken during construction and operation.

Consequently, the monitoring requirements for each segment are presented in the ESIAF report.

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Table 2: ESMP during Construction (Batil – Girsheen)

Parameter Potential Impacts Mitigation Measures Institutional Responsibility

Time Frame for Implementation

Cost Estimate

Water resources

Contamination downstream surface water resources due to polluted stormwater runoff

Limit construction activities in rainy weathers

The contractor shall use barriers or other measures to ensure that sediments and any other contaminant do not come into contact with, or are transported off-site in surface water run-off.

A spill prevention and response plan shall be prepared by the contractor in order to control any inadvertent leakage or spillage. Spill response measures shall be implemented (as necessary) to contain and clean up any contaminated soil.

Contractor; and continuous reporting with Directorate of Dohuk Roads and Bridges

- Weekly Monitoring for identified important water resources

- Immediate check after any reported pollution event

To be determined during ESIA stage

Noise Noise/vibration disturbance to nearby receptors as a result of construction activities.

Restriction of work activities during daytime on weekdays with coordination and approval of Directorate of Dohuk Roads and Bridges

The contractor shall provide 24 hours advance notification of construction schedule and activities with potential disturbance to nearest residences, facilities and other relevant sensitive receptors.

The contractor shall perform regular maintenance on all equipment, vehicle and machinery.

Contractor; and continuous reporting with Directorate of Dohuk Roads; and Bridges

Ministry of Environment

General Dohuk Directorate of Health

- Baseline prior commencement of work near settlements

- Monthly monitoring - Immediate check after any reported complaint


Air Quality Generation of dust due construction activities Release of exhaust emissions from construction vehicles and plant equipment

The contractor shall make sure that any vehicle or equipment leaving the project area is cleaned of loose debris. The contractor shall use dust suppression measures on unpaved roads, excavations, stockpiles, and for transport of excavated material to reduce airborne particulates near populated areas and sensitive receptors during windy conditions and when needed.

The contractor shall store cement, sand, or other such fine grained material in manner to prevent wind erosion and dust.

Construction vehicles shall comply with speed limits for heavy vehicles as per KRG requirements.

Contractor; and continuous reporting with Directorate of Dohuk Roads; and Bridges Ministry of Environment General DohukDirectorate of Health


- Immediate check after any reported complaint


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Cost Estimate

Vehicle and machinery movements during construction shall be restricted to designated routes at all times where practicable.

Contractor to perform regular maintenance to construction vehicles and equipment.

Soil Disposal of construction waste; hence impacting the top soil Accidental spillage/ leakage from stored chemicals and fuel

Develop a waste management plan during construction stage to control, handling and properly dispose generated waste.

All chemicals shall be stored in dedicated areas in tightly closed containers and shall be protected from adverse weather condition. A spill prevention and response plan shall be prepared by the contractor in order to control any inadvertent leakage or spillage. Spill response measures shall be implemented (as necessary) to contain and clean up any contaminated soil. Machineries and equipment shall be checked by the contractor on daily basis.

If leaks are detected, machineries and equipment shall not be operated until repaired.

Contractor; and continuous reporting with Directorate of Dohuk Roads; and Bridges and Ministry of Environment

- Monthly Audit - Immediate check after any reported pollution event


Landscape and Visual Impacts

Visual intrusion and degradation of landscape aesthetics due to construction activities. Stockpiling of construction materials

A dedicated waste management plan shall be developed and implemented based on a minimization approach and high quality housekeeping practices.

Contractor shall ensure general cleanliness and good housekeeping practice at construction sites at all times.

Littering in the project area and surrounding areas shall be prohibited. waste bins to be provided. within each construction site.The contractor shall segregate storage for different types of wastes to facilitate proper disposal as per waste management plan.


- Photography Recording baseline prior commencement of work

- Monthly Audit


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Cost Estimate


Localized disturbance to the nearby cultivated lands that are productive habitats for various species of passerines. Illegal hunting by construction personnel.

Isolate and/or protect working sites from surroundings by physical barriers to eliminate interaction with the surroundings.

Mapping and identifying potentially affected species (conduct a detailed ecological assessment during the ESIA stage). Site restoration after work completion. Educating workers on site on ecosystem conservation methods.

Contractor; and continuous reporting to: Directorate of Dohuk Roads and Bridges;

Ministry of Environment

Dohuk Directorate of Agriculture

- Ecological Clearance Prior commencement of work

- Monthly Audit


Public and Occupational Health & Safety

Accidents due to construction activities

Use proper safety measures and personal protective equipment and implement adequate health and safety plan and procedures


- Daily check by safety rovers at site

- Monthly Audit - Immediate Check and review after any reported accident


Socio-economics

Loss of business and structures

Try to avoid any disturbance to local communities, and provide fair mitigation for lost assets, crops and lost source of income.

Directorate of Dohuk Roads; and Bridges

- Monthly Audit - Immediate check after any reported compliant


Archaeological Resources and Cultural Heritage

Potential change to the setting and character of identified archaeological sites due to construction activities. Accidental discovery (Chance Find)

Apply protection techniques to any exposed archaeological elements to protect from dust, smoke and fire.

All construction works shall be ceased if there is a risk to impact any historical or archaeological artifact or landmark i.e. Batil Cemetery.

Chance find procedures shall be developed in accordance with the antiquities law in case of accidental discovery.

Work shall be resumed only after archaeological experts from DDA and official authorities are consulted and appropriate mitigation measures are implemented.

Contractor; and continuous reporting to: Directorate of Dohuk Roads and Bridges; Dohuk Directorate of Antiquities.

- Archeological Clearance prior commencement of work

- Immediate check after ant reported chance find

- Immediate report to DDA when chance find proven


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Table 3: ESMP during Operation (Batil – Girsheen)



Cost Estimate

Air Quality Increase in traffic volume and variation in vehicle types thus increase exhaust emissions

Monitor the ambient air quality standards Conduct onsite air quality monitoring in case of complaints.

Dohuk Directorates of Roads and Bridges Ministry of Environment

Continuous To be determined during ESIA stage.

Noise Elevated noise levels due to increased number of vehicles utilizing the road.

Conduct onsite noise monitoring in case of any complaints.


continuous To be determined during ESIA stage.

Draft ESIAF


Table 4: ESMP during Construction (Girsheen – Suhaila)



Cost Estimate

Water resources

Potential impact from the blocking, diversion and /or reduction of natural flow for permanent and seasonal surface water Contamination downstream surface water resources due to stormwater runoff

Sizing of culverts must be properly calculated. Limit construction activities in rainy weathers The contractor shall use barriers or other measures to ensure that sediments and any other contaminant do not come into contact with, or are transported off-site in surface water run-off. A spill prevention and response plan shall be prepared by the contractor in order to control any inadvertent leakage or spillage. Spill response measures shall be implemented (as necessary) to contain and clean up any contaminated soil.

Contractor; and continuous reporting with Directorate of Dohuk Roads and Bridges

- Weekly Monitoring for identified important water resources -Immediate check after any reported pollution event


Noise Existing road is likely to be of higher impact regarding noise due to higher number of communities. On the contrary Alignments2 and 3 are expected to have less noise levels, while Alignment 4 is expected to have least noise impacts because no community clusters exists within the ROW of this alignment

Contractor shall restrict work activities during daytime on weekdays with coordination and approval of Directorate of Dohuk Roads and Bridges The contractor shall provide 24 hours advance notification of construction schedule and activities with potential disturbance to nearest residences, facilities and other relevant sensitive receptors (this measure to be implemented if the existing road was chosen). The contractor shall perform regular maintenance on all equipment, vehicle and machinery.

Contractor; and continuous reporting with Directorate of Dohuk Roads; and Bridges Ministry of Environment General Dohuk Directorate of Health


- Monthly monitoring - Immediate check after any reported complaint


Air Quality Generation of dust due to construction activities and release of exhaust emissions from

The contractor shall make sure that any vehicle or equipment leaving the project area is cleaned of loose debris.

Contractor; and continuous reporting with Directorate of Dohuk Roads; and


- Immediate check


Draft ESIAF




Cost Estimate

construction activities.

If existing road was selected impacts on air quality is higher than that of Alignments 2 and 3; as for Alignment 4 air quality impacts are anticipated to have lower effects since to community clusters exists within the ROW of this alignment.

The contractor shall use dust suppression measures on unpaved roads, excavations, stockpiles, and for transport of excavated material to reduce airborne particulates near populated areas.

The contractor shall store cement, sand, or other such fine grained material in manner to prevent wind erosion and dust.

Construction vehicles shall comply with speed limits for heavy vehicles as per KRG requirements.

Vehicle and machinery movements during construction shall be restricted to designated routes at all times where practicable.

Contractor to perform regular maintenance to construction vehicles and equipment.

Bridges Ministry of Environment General Dohuk Directorate of Health

after any reported complaint

Soil Impacts on top soil especially in Alignments 2, 3 and 4 due to presence of agricultural lands. Accidental spillage/ leakage from stored chemicals and fuel

Develop a waste management plan during construction stage to control, handling and properly dispose generated waste.

All chemicals shall be stored in dedicated areas in tightly closed containers and shall be protected from adverse weather condition.

A spill prevention and response plan shall be prepared by the contractor in order to control any inadvertent leakage or spillage. Spill response measures shall be implemented (as necessary) to contain and clean up any contaminated soil. Machineries and equipment shall be checked by the contractor on daily basis to ensure that there is no leak of oil, fuel, greases or other liquids.

If leaks are detected, machineries and equipment shall not be operated until repaired.


- Monthly Audit - Immediate check after any reported pollution event


Draft ESIAF




Cost Estimate

Landscape and Visual Impacts

Construction works such as excavation and earthworks, and construction machinery.

Stockpiling of construction waste

Such impacts are higher in Alignments 2, 3 and 4 due to alteration of the intrinsic appeal for the agricultural plains.

A dedicated waste management plan shall be developed and implemented based on a minimization approach and high quality housekeeping practices. Contractor shall ensure general cleanliness and good housekeeping practice at construction sites at all times. Littering in the project area and surrounding areas shall be prohibited. Contractor shall provide trash bins within each construction site. The contractor shall segregate storage for different types of wastes to facilitate proper disposal as per waste management plan.


- Photography Recording baseline prior commencement of work

- Monthly Audit



Potential Habitat fragmentation for Alignments 2, 3,and 4 and affecting the fauna that rely on such habitats. However lower impact significance on biological environment if existing road was selected.

Illegal hunting by construction personnel

Isolate and/or protect working sites from surroundings by physical barriers to eliminate interaction with the surroundings. Site restoration where possible. Mapping and identifying potentially affected species (conduct a detailed ecological assessment during the ESIA stage). Educating workers of ecosystem conservation methods.

Contractor; and continuous reporting to: Directorate of Dohuk Roads and Bridges; Ministry of Environment Dohuk Directorate of Agriculture

- Ecological Clearance Prior commencement of work

- Monthly Audit


Public and Occupational Health & Safety

Accidents due to construction activities

Use proper safety measures and personal protective equipment and implement adequate health and safety plan and procedures


- Daily check by safety rovers at site

- Monthly Audit - Immediate Check and review after any reported accident


Socio-economics

Loss of business and structures

Try to avoid any disturbance to local communities, and provide fare compensation for lost assets, crops and lost source of income.

Directorate of Dohuk Roads; and Bridges

- Monthly Audit - Immediate check after any reported

To be determined during ESIA

Draft ESIAF




Cost Estimate

compliant stage

Archaeological Resources and Cultural Heritage

Potential change to the setting and character of identified archaeological sites along the buffer zone between Girsheen – Suhaila Interchange due to construction activities. Accidental discovery (Chance Find)

Apply protection techniques to any exposed archaeological elements to protect from dust, smoke and fire where applicable. All construction works shall be ceased if there is a risk to impact any historical or archaeological artifact or landmark. Chance find procedures shall be developed in accordance with the antiquities law in case of accidental discovery. Work shall be resumed only after archaeological experts from DDA and official authorities are consulted and appropriate mitigation measures are implemented.

Contractor; and continuous reporting to: Directorate of Dohuk Roads and Bridges; Dohuk Directorate of Antiquities.

- Archeological Clearance prior commencement of work

- Immediate check after ant reported chance find

- Immediate report to DDA when chance find proven


Table 5: ESMP during Operation (Girsheen – Suhaila)



Cost Estimate

Air Quality Increase in traffic volume and variation in vehicle types using the new constructed road.

The impacts to the ambient air quality are mainly related to increase exhaust emissions. Within the existing road, impacts to air quality are considered higher than other Alignments due to presence of a higher population level.

Monitoring the ambient air quality standards Conduct onsite air quality monitoring within new highway in case of complaints.



Draft ESIAF




Cost Estimate

Noise Elevated noise levels due to increased number of vehicles utilizing the road. Within the existing road, noise impacts are considered higher than other Alignments due to presence of a higher population level.

Conduct onsite noise monitoring within new highway in case of complaints.


continuous To be determined during ESIA stage.


Potential disturbance to agricultural lands if Alignments 2 or 3 were selected If Alignment 4 was selected disturbance of agricultural land will be minimal; however potential disturbance to wildlife may occur.

Mapping and identifying potentially affected species (conduct a detailed ecological assessment during the ESIA stage). In order to develop specific mitigation measures for each Alignment.



Draft ESIAF


0.9. Summary and Conclusions

1- The ESIAF covers segments 2 and 3. With respect to Segments 1 and 4, This ESIAF reviewed documents, conducted site visits and held discussions with contractors and government officials to assess current environmental and social management of ongoing construction activities. The Government of Iraq has committed to applying the World Bank Safeguards Policies to the entire transport corridor. This includes the segments of the transport corridor that are not supported by the World Bank. As such the environmental and social due diligence of these road segments will include the preparation of environmental audits and resettlement audits prior to the end of the appraisal period of the World Bank funded road segments. These environmental and social audits will assess the non-Bank funded road segments compliance with the safeguards policies, identify any gaps in terms of environmental and social management and develop corrective action plans, if needed.

2- Results of the multi-criteria analysis of Alignments show that the differences between the Alignments are more significant during the construction phase (short-term impacts) than during the operational phase (long-term impacts). Hence, the analysis of the construction phase weight selection of the most desired option during the ESIA phase.

3- The alignment 1 with modifications shows some positive potential to decrease the anticipated resettlement impacts, but the impacts on minority religious group settlements needs to be very carefully considered. Therefore, it shall be added to the proposed options and Alignments that will be studied in the ESIA.

4- Alignments 2 and 3 have shown higher possibility of creating significant and long term adverse agricultural land fragmentation effects, which would impact the birds and some mammals’ species that depends on such habitats. Such impact would have chain effects on other social, economic and life style patterns of the impacted communities.

5- Alignment 4 and 1 (with the proposed modification) are likely to have relatively less long term adverse impacts on agriculture and land fragmentation that affect directly the economic patterns of the affected communities.

6- The initially anticipated long term environmental adverse impacts do not have significant variations between Alignments 2, 3, and 4 and Alignment 1, except those relating to human health (i.e.air quality, dust, noise, traffic accidents) where alternative 1 road might have greater impacts. Adoption of the existing road option with modified alignment (bypasses) would, to some extent, reduce such impacts.

7- Alignment 4 and 1 (with modifications) should be given more attention during preparation of the ESIA and RAP/ARAp, since both of them are showing less short-term and long term adverse environmental and social impacts. In addition, Alignment 4 and 1 (with modifications) may generate more social and economic benefits to the impacted communities which will enhance public acceptance of the project.

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