DRAFT E S I A (ESIA) T R B P · DRAFT TBILISI RAILWAY BYPASS PROJECT ENVIRONMENTAL AND SOCIAL...

ENVIRONMENTAL AND SOCIAL

IMPACT ASSESSMENT (ESIA) OF THE TBILISI RAILWAY BYPASS

PROJECT

Prepared for:

Prepared by:

AUGUST, 2009

DRAFT

DRAFT TBILISI RAILWAY BYPASS PROJECT ENVIRONMENTAL AND SOCIAL IMPACT ASSESSMENT (ESIA)

ENVIRONMENTAL AND SOCIAL

IMPACT ASSESSMENT (ESIA) OF THE TBILISI RAILWAY BYPASS

PROJECT August, 2009

For and on behalf of GDC Solutions, CENN and APLR

Approved by: GDC Solutions, CENN, APLR

Signed: David Chantladze

Position: Partner

Date: August, 2009

Gutidze Damenia Chantladze Solutions

3, Kostava Str., 2 Lane,

App. 52 0179,Tbilisi,

Georgia

t +995 32 477 222; 477 333 f+995 32 92 00 60 [email protected] www.solutions.ge

Caucasus Environmental NGO Network (CENN)

27, Betlemi Str.

0105, Tbilisi, Georgia

t +995 32 75 19 03 / 04

f +995 32 75 19 05 [email protected] www.cenn.org

Association for Protection of Landowners Rights (APLR)

27, Pekini Ave., V Floor

0160, Tbilisi, Georgia

t +995 32 206 207 f +995 32 376 088 Hotline: 206 205 [email protected] www.aplr.org


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TITLE PAGE

Project Title: Tbilisi Railway By-Pass Environmental and Social Due Diligence

Contract: No: 24./09

Document Title: Draft Environmental and Social Impact Assessment (ESIA) of the Tbilisi Railway Bypass Project

Prepared by: Consortium made of Gutidze Damenia Chantladze Solutions, Caucasus Environmental NGO Network (CENN), Association for Protection of Landowners Rights (APLR)

Date Prepared: August, 2009

Principal authors: Irakli Kobulia, Tamar Mtvarelidze, Nino Tevzadze, Nana Janashia, Laurent Nicole, Chichiko Janellidze

GDC Solutions Project Manager: David Chantladze

Georgia Railway Project Manager: Dimitri Kemoklidze


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TABLE OF CONTENTS

TITLE PAGE....................................................................................................................................i

TABLE OF CONTENTS .................................................................................................................ii

APPENDICES ................................................................................................................................v

LIST OF TABLES..........................................................................................................................vi

LIST OF FIGURES ........................................................................................................................ix

ACRONYMS..................................................................................................................................xi

1.0 Introduction and Background .........................................................................................1

1.1 Introduction......................................................................................................................1

1.2 Purpose and Need for the Project ...................................................................................1 1.2.1 Interlink with the new General Plan for Prospective Development of Tbilisi ...............1

1.3 Project Proponent............................................................................................................2

1.4 Scope of the ESIA ...........................................................................................................2 1.4.1 Project Components...................................................................................................2 1.4.2 Project Area of Influence ............................................................................................3 1.4.3 Other Issues Pertinent to ESIA Scope .......................................................................4

1.5 Methodology for the ESIA................................................................................................4

1.6 Organization of This Report.............................................................................................7

2.0 Project Description...........................................................................................................9

2.1 Planning Process and Status ..........................................................................................9

2.2 Current situation – Tbilisi Railway Complex ..................................................................10

2.3 Project Alternatives and comparison .............................................................................11 2.3.1 Technological alternatives........................................................................................11 2.3.2 Alternatives for location of the railway bypass..........................................................12 2.3.3 Comparison of alternatives in accordance with the main technical and economic

indicators.................................................................................................................18 2.3.4 The “Zero” Alternative ..............................................................................................21

2.4 Main Features and Design Elements ............................................................................24

2.5 Future Traffic Scheme...................................................................................................26

2.6 Project Timeframe and Cost..........................................................................................29

3.0 Legal and Administrative Framework...........................................................................30

3.1 Administrative Framework .............................................................................................30

3.2 National Legislative Framework ....................................................................................31 3.2.1 Environmental Laws Pertinent to the Project............................................................31 3.2.2 Legislation on Protected Areas.................................................................................32 3.2.3 Legislation on Water Resources...............................................................................32 3.2.4 Legislation on Land Use and Labour........................................................................33 3.2.5 Procedure of Issuing an Environmental Permit ........................................................33 3.2.6 Environmental Quality Standards and Norms...........................................................35 3.2.7 National Strategies and Plans ..................................................................................38

3.3 EC Regulations Related to EIA .....................................................................................39

3.4 Requirements of International Financial Institutions ......................................................39 3.4.1 EBRD Environmental and Social Policy ...................................................................39 3.4.2 EBRD Project Categorisation ...................................................................................40


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3.5 International Conventions and Agreements...................................................................40

3.6 Gap Analysis – Requirements of EBRD’s Environmental and Social Policy and Georgian Legislation .....................................................................................................41

4.0 Public Information and Engagement Process .............................................................44

4.1 Consultations held and information provided.................................................................44 4.1.1 Preliminary Consultations with high-level stakeholders............................................44 4.1.2 Scoping meeting.......................................................................................................44 4.1.3 Media Coverage .......................................................................................................45 4.1.4 Consultation meeting with companies connected to the railway system via the rail

sidings .....................................................................................................................46 4.1.5 Consultations with governmental structures – municipalities and different ministries

................................................................................................................................46 4.1.6 Consultations with Patriarchate ................................................................................47 4.1.7 Consultations with the Scientific Community ............................................................47 4.1.8 Comments & Suggestions Boxes .............................................................................47 4.1.9 Publishing of project information online....................................................................47 4.1.10 Hot Line....................................................................................................................48

4.2 Key issues raised during the consultation process:.......................................................48

4.3 Further Engagement Process........................................................................................48

5.0 Baseline Environmental and Socioeconomic Conditions ..........................................49

5.1 Environmental Baseline.................................................................................................49 5.1.1 Climate .....................................................................................................................49 5.1.2 Major Landscapes and Ecosystems.........................................................................49 5.1.3 Geology and Geomorphology...................................................................................51 5.1.4 Hydrology and Hydrogeology ...................................................................................59 5.1.5 Flora .........................................................................................................................66 5.1.6 Fauna .......................................................................................................................68 5.1.7 Protected Areas........................................................................................................71 5.1.8 Land use ..................................................................................................................71 5.1.9 Soil and Soil Geography...........................................................................................72 5.1.10 Air quality .................................................................................................................78 5.1.11 Environmental pollution ............................................................................................78 5.1.12 Noise and vibration...................................................................................................81 5.1.13 Epizootological Conditions .......................................................................................84

5.2 Baseline Socioeconomic Conditions .............................................................................85 5.2.1 Demographics ..........................................................................................................85 5.2.2 Economic conditions ................................................................................................88 5.2.3 Infrastructure ............................................................................................................89 5.2.4 Health.......................................................................................................................89 5.2.5 Tourism ....................................................................................................................90

5.3 Cultural Heritage and Archaeology................................................................................92 5.3.1 Methodology.............................................................................................................92 5.3.2 Short Overview of Cultural Heritage in Tbilisi and its Environs.................................92 5.3.3 Cultural Heritage Study Results ...............................................................................92

6.0 Potential Environmental and Socioeconomic Impacts (during construction and operation phases)...........................................................................................................95

6.1 Potential Environmental Impacts ...................................................................................95 6.1.1 Potential Impacts on Land Use.................................................................................95 6.1.2 Potential Impacts of Noise and Vibration..................................................................97 6.1.3 Potential Impacts on Air Quality .............................................................................106 6.1.4 Potential Impacts on Surface Water and Groundwater ..........................................132


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6.1.5 Potential Impacts on Habitats, Flora and Fauna.....................................................138 6.1.6 Potential Issues Related to Geology and Geohazards ...........................................146 6.1.7 Potential Visual Effects on Landscape ...................................................................147 6.1.8 Potential Impacts on Soil ........................................................................................148 6.1.9 Waste Generation and Management......................................................................152

6.2 Possible Epizootological Impact ..................................................................................161

6.3 Potential Socioeconomic Impacts................................................................................162 6.3.1 Communities and People Potentially Affected........................................................162 6.3.2 Approach for land acquisition and resettlement......................................................163 6.3.3 Potential Social and Economics Impacts................................................................164 6.3.4 Potential Impacts on Infrastructure.........................................................................165 6.3.5 Public and Occupational Health and Safety ...........................................................165

6.4 Potential Impacts on Cultural Heritage and Archaeology ............................................168

6.5 Risk of Accidents.........................................................................................................171 6.5.1 GR Safety Regulations...........................................................................................171 6.5.2 Safety Infringements and their Classification .........................................................171 6.5.3 Accidents at Level Crossings .................................................................................173 6.5.4 Pedestrian Safety and Worker Accidents ...............................................................174 6.5.5 Spills of Chemicals .................................................................................................174 6.5.6 Fires .......................................................................................................................174 6.5.7 Critically Sensitive Areas........................................................................................174

7.0 Summary of Potential Impacts of Preferred Alternative and Environmental and Social Protection Measures.........................................................................................175

8.0 Environmental and Social Action Plan and Monitoring Program (for construction and operation phases) .................................................................................................206

8.1 Environmental and Social Action Plan.........................................................................206

8.2 Environmental and Social Monitoring Program ...........................................................240

9.0 References Cited ..........................................................................................................273


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APPENDICES

Appendix A List of Preparers

Appendix B Milestones and Schedule for Preparation and Completion of ESIA

Appendix C Stakeholder Engagement Plan (SEP)

Appendix D Resettlement Framework (RF)

Appendix E Comments & Suggestions Form

Appendix F Calculation of Impacts on Air Quality

Appendix G Letters sent and received related to ESIA study

Appendix H Disclosure of ESIA related project documents to stakeholders

Appendix I Minutes and participants of the meetings held (Scoping meeting, meeting with companies, etc.)

Appendix J Comments & Suggestions Boxes

Appendix K Leaflet of the Project for Comments & Suggestions Boxes for public information

Appendix L Scoping Brochures of the Project (in Georgian and English languages)

Appendix M Maps


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LIST OF TABLES

Table 1.5-1 Significance of Impacts – Matrix

Table 1.5-2 Hierarchy of Mitigation

Table 2.3-1 Maximum possible weight of freight train

Table 2.3-2 Alternatives for the Tbilisi Bypass Railway

Table 2.3-3 Comparative costs for the different alternatives

Table 2.3-4 Comparison of the main technical and economic indicators of the remaining three alternatives

Table 2.3-5 Comparison of the main technical and economical indicators of Alternatives III-1 and IV-1, for stage I of the Project

Table 2.4-1 Location of the infrastructure of Tbilisi railway junction to be relocated

Table 2-5.1 Expected freight turnover for the fifth and tenth years of operation

Table 2.5-2 Expected freight traffic volumes for the fifth and tens years of operation

Table 2.5-3 Forecast traffic volumes (paired train) for the fifth and tenth years of operation

Table 2.5-4 Wagon volumes for 2008 and the fifth and tenth years of operation

Table 3.2-1 Maximum Admissible Concentrations (MAC) in Ambient Air

Table 3.2-2 Admissible Equivalent and Maximum Sound Levels

Table 3.2-3 Georgian General Admissible Vibration Values in Residential Houses, Hospitals and Rest Houses, Sanitary Norms 2001

Table 3.2-4 Soil Quality Indicators

Table 3.2-5 Potable Water Criteria

Table 3.2-6 Allowable Concentration of Some Harmful Substances in Air

Table 3.6-1 Gap Analysis – Requirements of EBRD’s Environmental and Social Policy and Georgian Legislation

Table 4.1-1 Information outreach about the project in Georgian TV channels

Table 5.1.6-1 Georgian Red List Animals

Table 5.1.6-2 Bat species found in the study area

Table 5.1.6-3 Mammalian species found in the study area

Table 5.1.12-1 Noise baseline values

Table 5.2-1 Number and size of households according to Municipalities

Table 5.2-2 Size of population and sex structure

Table 5.2-3 Age structure of the population


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Table 5.2-4 Ethnical structure of Population

Table 5.2-5 Distribution of population according to educational level

Table 5.2-6 Distribution of population 15 years and above, according to economic activities (thousands of people)

Table 5.2-7 Sources of income in Tbilisi and Mtskheta-Mtianeti according to 2008 data (per household)

Table 6.1.2-1 Allowable Equivalent and Maximum Sound Levels

Table 6.1.2-2 Georgian General Admissible Vibration Values in Residential Houses, Hospitals and Rest Houses, Sanitary Norms 2001

Table 6.1.2-3 Sound level and number of heavy construction machinery and equipment used for the ground extraction-discharge stage

Table 6.1.2-4 Sound level and number of heavy construction machinery and equipment used for the land work stage

Table 6.1.2-5 Noise levels at various distances from the construction site during ground extraction and transportation stage

Table 6.1.2-6. Noise levels at various distances from the construction site during earth works stage

Table 6.1.2-7 Measurement of parameters needed for calculation of equivalent noise levels produced by the trains at a distance of 25 meters from the railway

Table 6.1.2-8 Calculated equivalent sound levels and values of norm exceeding at different distances from the railway line in 2013

Table 6.1.2-9 Calculated maximum sound levels and values of norm exceeding at different distances from the railway line

Table 6.1.3-1 Codes of Substances

Table 6.1.3-2 Dispersion of harmful substances from fires

Table 6.1.3-3 Impact of Meteorological Conditions

Table 6.1.8-1 Proposed Mitigation Measures for Impacts on Soil

Table 6.1.9-1 Some Potentially Hazardous Elements in Construction and Demolition

Table 6.1.9-2 Potential Sources of Waste during Construction of the New Railway Track and Proposed Measures for Their Management

Table 6.5-1 GR Safety Infringements for 2003-2009

Table 7-1 Summary of Possible Socioeconomic Impacts

Table 7-2 Summary of Possible Impacts on Land Use

Table 7-3 Summary of Possible Impacts of Noise and Vibration

Table 7-4 Summary of Possible Impacts on Air Quality

Table 7-5 Summary of Possible Impacts on Surface Water and Groundwater

Table 7-6 Summary of Possible Impacts on Ecosystems, Animals and Plants

Table 7-7 Summary of Possible Impacts related to Geology and Geohazards

Table 7-8 Summary of Possible Impacts (Visual Effects) on Landscape


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Table 7-9 Summary of Possible Impacts on Soil

Table 7-10 Summary of Possible Impacts related with Waste Generation and Management

Table 7-11 Summary of Possible Epizootological Impacts

Table 7-12 Summary of Potential Impacts on Cultural Heritage and Archaeology

Table 8.1-1 ESAP: Socioeconomic Impacts

Table 8.1-2 ESAP: Land Use

Table 8.1-3 ESAP: Noise and Vibration

Table 8.1-4 ESAP: Air Quality

Table 8.1-5 ESAP: Surface Water and Groundwater

Table 8.1-6 ESAP: Habitats, Flora and Fauna

Table 8.1-7 ESAP: Geology and Geohazards

Table 8.1-8 ESAP: Visual Effects on Landscape

Table 8.1-9 ESAP: Soil

Table 8.1-10 ESAP: Waste Generation and Management

Table 8.1-11 ESAP: Epizootological Impacts

Table 8.1-12 ESAP: Cultural Heritage and Archaeology

Table 8.2-1 ESMP: Socioeconomic Impacts

Table 8.2-2 ESMP: Land Use

Table 8.2-3 ESMP: Noise and Vibration

Table 8.2-4 ESMP: Air Quality

Table 8.2-5 ESMP: Surface Water and Groundwater

Table 8.2-6 ESMP: Habitats, Flora and Fauna

Table 8.2-7 ESMP: Geology and Geohazards

Table 8.2-8 ESMP: Visual Effects on Landscape

Table 8.2-9 ESMP: Soil

Table 8.2-10 ESMP: Waste Generation and Management

Table 8.2-11 ESMP: Epizootological Impacts

Table 8.2-12 ESMP: Cultural Heritage and Archaeology


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LIST OF FIGURES

Figure 1.5-1 ESIA Process of Tbilisi Railway Bypass Project

Figure 5.1.4-1 The crossing of the highway with River Gldani Ravine

Figures 5.1.4-2 - 5.1.4-3 Riverbed of the river Gldaniskhevi at the crossing site of the Railway project

Figure 5.1.4-4 The site of the Great Lake (Didi Tba) in Gldani from the observation point

Figures 5.1.4-5 - 5.1.4-7 Bogged fragments on the north periphery of the Great Lake (Didi Tba) in Gldani

Figure 5.1.4-8 Local depression covered with water

Figures 5.1.4-9 – 5.1.4-10 Oligocene-Lower Miocene denudation at north periphery of the reservoir

Figures 5.1.4-11 - 5.1.4-12 The project line on the edge of the hay land/territory

Figures 5.1.4-13 - 5.1.4-14 Bogged Plot in North Periphery of the Reservoir (Railway ↔ Reservoir Interaction Zone)

Figures 5.1.4-15 - 5.1.4-16 The inactive irrigation canal along the railway project

Figure 5.1.4-17 One of the hydrants of the former Varketili Kolkhoz irrigation system

Figure 5.1.9-1 Soil: section – kp 57+00 – kp 79+00

Figure 5.1.9-2 Soil: section – kp 79+00 – kp 94+50

Figure 5.1.9-3 Soil: section – from Khevdzmara ravine to the third tunnel

Figure 5.1.9-4 Soil: Section – Pshati ravine (Patara Lilo) – Tetri Khevi (kp 222+70) – Lilo (kp 285 + 00)

Figure 5.1.12-1 Noise: T. Graneli Street

Figure 5.1.12-2 Noise: Western Side of Sameba Church in Tbilisi

Figure 5.1.12-3 Noise: The end of the Shavi Zgva Street, western side

Figure 5.1.12-4 Noise: Environs of Shavi Zgva Street, eastern side

Figure 5.1.12-5 Noise: Didube

Figure 5.1.12-6 Noise: North to the Tbilisi Passenger Station

Figure 5.1.12-7 Noise: North-east side of Tbilisi Passenger Station

Figure 6.1.3-1 Air quality modelling during implementation of land works: Nitrogen dioxide (code-301)

Figure 6.1.3-2 Air quality modelling during implementation of land works: Nitric oxide (code-304)

Figure 6.1.3-3 Air quality modelling during implementation of land works: Soot (code-0328)

Figure 6.1.3-4 Air quality modelling during implementation of land works: Sulphur dioxide (code-0330)

Figure 6.1.3-5 Air quality modelling during implementation of land works: Carbon monoxide (code-0337)


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Figure 6.1.3-6 Air quality modelling during implementation of land works: Oil fraction of saturated hydrocarbons (code-2732)

Figure 6.1.3-7 Air quality modelling during implementation of land works: Non-organic dust (code-2909)

Figure 6.1.3-8 Air quality modelling during implementation of land works: 6009 group of cumulative influence (codes – 301 + 330)

Figure 6.1.3-9 Air quality modelling during implementation of land works: 6039 group of cumulative influence (codes - 330 + 342)

Figure 6.1.3-10 Air quality modelling during implementation of land works: 6046 group of cumulative influence (codes - 337 + 2909)

Figure 6.1.3-11 Air quality modelling during implementation of welding operations: Ferric oxides (code – 123)

Figure 6.1.3-12 Air quality modelling during implementation of welding operations: Manganese and oxides of its compounds (code – 143)

Figure 6.1.3-13 Air quality modelling during implementation of welding operations: Volatile fluorides (code – 342)

Figure 6.1.3-14 Dispersion of harmful substances from fires: Nitrogen dioxide (code - 301)

Figure 6.1.3-15 Dispersion of harmful substances from fires: Hydrogen sulphide (code - 333)

Figure 6.1.3-16 Dispersion of harmful substances from fires: Carbon Monoxide (code - 337)

Figure 6.1.3-17 Dispersion of harmful substances from fires: 6009 group of cumulative influence (codes – 301 + 330)



Figure 6.1.3-20 Possible pollution due to a spillage of ammonia

Figure 6.1.5-1 RoW in the Tbilisi National Park (Zahesi)

Figure 6.1.5-2 RoW in the Tbilisi National Park (Zahesi)

Figure 6.1.5-3 Private houses in Zahesi

Figure 6.1.5-4 Great Lake (Didi Tba) in Gldani from North, RoW

Figure 6.1.5-5 RoW Saaptrekhevi gorge

Figure 6.1.5-6 RoW Saaptrekhevi gorge

Figure 6.1.5-7 Kvirikobiskhevi gorge

Figure 6.1.5-8 Forest in NP – Kvirikobiskhevi gorge

Figure 6.1.5-9 Oaks in Kvirikobiskhevi gorge

Figure 6.1.5-10 .RoW - north bank of Tbilisi reservoir

Figure 6.1.5-11 Small ravine and the gardens

Figure 6.1.5-12 Typical landscape of last 10 km

Figure 6.1.5-13 Areas vital for conservation of wildlife biodiversity


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ACRONYMS

APLR Association for Protection of Landowners Rights

BOD Biochemical Oxygen Demand

Bq Bécquerel

C&DW Construction and Demolition Waste

CBD UN Rio de Janeiro Convention on biological diversity

CENN Caucasus Environmental NGO Network

CFC Chlorofluorocarbons

CITES Convention on International Trade in Endangered Species of Wild Fauna and Flora

CN & R Construction Norms and Rules

COD Chemical Oxygen Demand

CPR Contraceptive Prevalence Rate

CWMP Construction Waste Management Plan

DAPTF Declining Amphibian Populations Task Force

dB decibel

EBRD European Bank of Reconstruction and Development

EC European Commission

EGE Engineering-Geological Elements

EHS = HSE Environment, Health and Safety

EIA Environmental Impact Assessment

EIB European Investment Bank

EIS Environmental Impact Statement

EMF Electric and Magnetic Fields

EMU Electric Motor Unit

ESAP Environmental and Social Action Plan

ESIA Environmental and Social Impact Assessment

ESMP Environmental and Social Monitoring Program

EU European Union

FAO Food and Agriculture Organization

GDP Gross Domestic Product

GIS Geographic Information System

GOGC Georgian Oil and Gas Corporation

GR Georgian Railway

HSE = EHS Health, Safety and Environment

IAEA International Atomic Energy Agency


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IFC International Finance Corporation

ILO International Labour Organization

IUCN International Union for Conservation of Nature

IUR International Union of Railways

IVM Integrated Vegetation Management

KGT KievGiproTrans

LLC Limited Liability Company

LO Liaison Officer

LRF Livelihood Restoration Framework

MAC Maximum Allowable Concentration

MG Merimont Global

MoE Ministry of Environment Protection and Natural Resources of Georgia

NAPR National Agency for Public Registry

NBSAP National Biodiversity Strategy and Action Plan

NGO Non-Governmental Organization

NO2 Nitrogen Dioxide

NOx Oxides of Nitrogen

NP National Park

OHS Occupational Health and Safety

OSJD = OSShD Organization for Cooperation of Railways (Russ: Организация Сотрудничества Железных Дорог (ОСЖД))

PAH Polycyclic aromatic hydrocarbon

PCB Polychlorinated Biphenyls

ppm Parts per million

PR Performance Requirement

PSA Public Service Announcement

PTC Positive Train Control system

PVC Polyvinylchlorid

RAP Resettlement Action Plan

RF Resettlement Framework

RoW Right-of-Way

SEP Stakeholder Engagement Plan

SM Suspended Matters

SO2 Sulphur Dioxide

SOx Oxides of Sulphur

SS Suspended Solids

THC Total Hydrocarbon


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TIAR Total Induced Abortion Rate

ToR Terms of Reference

TRACECA Transport Corridor Europe-Caucasus-Asia

TSP Total Suspended Particulates

VAT Value added tax

VOC Volatile Organic Compound

WHO World Health Organization

WM Waste Management Plan

WMP Waste Management Plan

СНиП Construction Norms and Rules (Russ: строительные нормы и правила)


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1.0 Introduction and Background

1.1 Introduction “Georgian Railway” LLC (GR) intends to improve the safety and efficiency of their railway operations by constructing a new section of railway track bypassing the central part of Tbilisi and upgrading the existing stations of Didube and Navtlughi. GR has approached the European Bank for Reconstruction and Development (EBRD) and the European Investment Bank (EIB) to finance the Tbilisi Railway Bypass project. According to Georgian law, the potential environmental impacts of the project must be evaluated by an Environmental Impact Assessment (EIA) process and documented in an environmental impact statement. As part of their decision-making process, EBRD and EIB require an evaluation of the proposed project through an Environmental and Social Impact Assessment (ESIA) that meets EBRD and some other international guidelines. The development of both - the Georgian EIA and EBRD’s ESIA – are being consolidated into one process and documented in this single report.

1.2 Purpose and Need for the Project Tbilisi Railway Bypass Project (“the Project”) of “Georgian Railway” LLC is considering the development of a new railway route bypassing the central area of Tbilisi. The capital of Georgia is a long, thin city stretching about 30 kilometres along both sides of the Mtkvari River. There are high hills in parallel on both sides of the gorge, with a narrow strip of useable land on the southern side and a wider strip on the northern side. The railway currently runs along the northern slope, about 1-2 kilometres from the river. The railway section which runs through Tbilisi is the major thoroughfare for freight on the east-west transport corridor through Georgia, and Tbilisi is the centre for national and international rail traffic. The majority of freight carried by the railway is crude oil and refined products in transit (from Azerbaijan, Kazakhstan and Turkmenistan to the ports on the Black Sea); hazardous goods which should not be transported through such a densely populated area. In 2008, about 10 million tonnes of crude and oil products were transported, which accounts for about half of the freight transported by GR. Urban development surrounds a number of the rail terminals, sidings and yards, many of which are now either obsolete or derelict. The railway, which has comparatively few traversing points, currently acts as a major barrier to city development on the northern bank as well as depressing land values in its vicinity. This Project will support the urban redevelopment of freed-up territories in accordance with the new General Plan for Prospective Development of the city. The Project will ultimately improve the efficiency and safety of rail operations within the city of Tbilisi through relocation of the existing rail facilities, presently located in the centre of the urban area. This plan is strongly supported by the municipality which is keen to see the land used by these facilities redeveloped as part of the new General Plan for Prospective Development of the city. For implementation of the Project, GR is seeking international finance from the European Bank for Reconstruction and Development (EBRD) and from the European Investment Bank (EIB). 1.2.1 Interlink with the new General Plan for Prospective Development of

Tbilisi The Tbilisi Railway Bypass project of GR is closely interlinked with the plans of Tbilisi Municipality. The Bypass and the urban development are mentioned in the narrative description of the new General Plan for Prospective Development of Tbilisi, which was approved by the Municipal Council on June 5, 2009, and officially signed by the head of the Municipality Council and the heads of the relevant


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municipality departments on June 23, 2009. Amendments to the new plan will be made after approval of the final engineering design of the Tbilisi Railway Bypass project. The Municipality’s concept for redevelopment of the areas abandoned and cleared by GR is that the section between the present Central Station and Didube (some 73.2 ha) should be designated for urban development, while the area between Central Station and Navtlughi (ca. 6 km long and 36 ha) will be used as an urban traffic corridor. The municipality envisages installing a double track, Light Rail passenger system (“Eurotram” type1) for the greater Tbilisi agglomeration, which would run from Mtskheta in the Northwest via Tbilisi Central, the Airport, Rustavi, and finally to Gardabani in the Southeast. The Light Rail trains would run on low voltage in the urban area (“tram mode”) and on high voltage like a suburban train on the open track, with different respective overhead-line systems. Thus, the Light Rail would replace the rail passenger traffic in the urban area which will be abandoned by GR. The corridor between Central Station and Navtlughi next to the Light Rail would also be used for an urban artery road to supplement the system. Implementation of the above concept is not part of the Tbilisi Railway Bypass Project of GR. However, GR will closely cooperate and coordinate with the Tbilisi Municipality on the relevant project interfaces.

1.3 Project Proponent The Government of Georgia holds 100% of “Georgian Railway” LLC shares. Its authorities are carried out by a legal entity under public law - the “Enterprise Management Agency”. Privatization and management of shares is carried out by the Ministry of Economic Development of Georgia. The following are the main direction of activities of “Georgian Railway” LLC:

providing a railway transportation service for passenger and freight traffic;

studying the opportunities for the development of new lines and districts, their design and construction;

effective utilization and management of the existing material assets. “Georgian Railway” LLC performs its activities in accordance with the Railway Code and current Georgian legislation. The goal of GR is to increase profits from its entrepreneurial-commercial activities as defined by its statute and current legislation. The managing bodies of “Georgian Railway” LLC are: the Assembly of Partners, Supervisory Board and Board of Directors. At present, the total length of active GR mainline is approximately 1,323 km, which includes 1,422 bridges, 32 tunnels, 22 passenger and 114 freight stations.

1.4 Scope of the ESIA 1.4.1 Project Components This Environmental and Social Impact Assessment (ESIA) considers the following elements of the Tbilisi Railway Bypass project:

Construction of a new 27.1 km double track “Zahesi” – “Lilo 1”;

Construction of 3 tunnels with total length of 2.55 km;

1 For an example, see: http://en.wikipedia.org/wiki/Eurotram, July 2009.


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Construction 7 bridges (medium and large);

Construction of 2 new freight stations: “Karsani”2 and “Lilo 1”, “Zahesi”;

Opening of a block-post – “Zahesi” at the connection with the track coming from the west;

and

Analysis of the baseline situation near the facilities, which are to be dismantled and freed up by the Project in Tbilisi. A brief analysis of potential contamination of soil and groundwater in or near these facilities to identify the need of further and more detailed investigations to be undertaken at a later stage.

See Appendix M for the Tbilisi Railway Bypass Project Components. 1.4.2 Project Area of Influence The establishment of railway tracks and infrastructure includes assignment of the railway’s right-of-way. The basic land requirement for a railway right-of-way is approximately 2.5-3.0 hectares of land per kilometre of track3. Thus, the maximum area needed for right-of-way of the new track of Tbilisi Railway Bypass project is app. 81.3 ha. Project area of influence includes the environment surrounding the new railway track corridor, including any nearby communities and the areas to be freed up inside Tbilisi. The Project Area of Influence per different criteria could be summarized as follows: Air: Impacts on air quality are likely to be observed at the preconstruction, construction and operation

stages of the project. Water: The permanent and temporary watercourses crossed by the railway and their tributaries will be

potentially affected by the project. Groundwater: Investigation considers 2-10 m deep aquifers. Soil: Direct impacts on soil are limited to the 30 m wide zone along the railway construction corridor

and areas which will be used as access roads for construction works. Noise: The area of influence mainly includes territories of settlements and relevance is estimated to

the area within a 600-700 m distance of the railway line. Vibration: Estimated maximum distance of vibration influence from train operations is limited to within

some 100 m (depending on ground conditions). Vegetation / Flora: Area of impact is basically limited to the footprint of the construction area. Present

vegetation will be destroyed within at least a 30 m wide zone along the railway. Fauna: The process of construction and operation may cause the destruction of habitats and shelter

for a number of species included in the Red List of Georgia (2006). Landscape / Visual: The area of visual influence is up to 5 km, depending on the terrain and

structures (depends on viewshed from prominent viewpoints and lines of sight). Cultural Heritage and Archaeology: Along the new track some elements of tangible and intangible

culture come under the Project’s area of influence. Socio-Economic Conditions / Land use: The area of socioeconomic influence of the Project has

been determined using the following criteria:

2 Construction of “Karsani” station was cancelled after preparation of this Report. 3 IFC EHS Guidelines, Railway, 2007


4

The population living in the areas adjacent to the railway. In this case, the project influence area includes the territories adjacent to both the existing and prospective railway.

The population engaged in the operation of railway infrastructure, or the owners and the personnel of enterprises depending on the railway. In this case, the project area of influence includes the city of Tbilisi and the neighbouring settlements.

Those passengers and population whose income depends on the existence of the railway (e.g., transportation of products for sale at markets). In this case, the project area of influence includes the whole country.

The latter points will be addressed by socioeconomic data and stakeholder / focus group consultations. The ESIA studied the settlement structures, land use and socioeconomic conditions for a distance of about 1 kilometre on either side of the route, as spatial context required. The Resettlement Framework (RF) studied the status of the affected lands and households. 1.4.3 Other Issues Pertinent to ESIA Scope Legal and institutional frameworks of the Project are discussed in detail in Chapter 3. Labour and working conditions: EBRD supports the initiatives of other institutions such as the ILO and the EU to promote the decent work agenda. The Project is required to comply, at a minimum, with: national labour, social security and occupational health and safety laws, and the principles and standards embodied in the ILO conventions related to:

(a) the abolition of child labour;

(b) the elimination of forced labour;

(c) the elimination of discrimination related to employment; and

(d) the freedom of association and collective bargaining4. Public information and engagement process: The activities undertaken for stakeholder engagement in ESIA process, as required by EBRD PR10, and their results are described in detail in Chapter 4. Minutes of Meetings implemented based on the developed Stakeholder Engagement Plan (SEP) are separately documented in appendices (see Appendix I) to the ESIA report.

1.5 Methodology for the ESIA ESIA process in the context of the Tbilisi Railway Bypass project was mainly based on and guided by the following documents:

The Georgian legislation: Law of Georgia on Protection of Environment (enacted 1996, amended 2000, 2003, 2007) and Law of Georgia on Environmental Impact Permit (adopted October 15, 1996, replaced by the law adopted in 2007);

Performance Requirements of EBRD’s Environmental and Social Policy (2008);

EIB’s environmental and social requirements given in their Environmental and Social Practices Handbook (2007);

International conventions ratified in Georgia;

European Union Council Directive 85/337/EEC on the assessment of the effects of certain public and private projects on the environment, as amended by Council directive 97/11/EC (Council of the European Union, 1985; 1997);

4 EBRD Environmental and Social Policy, PR2, 2008


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IFC Environment, Health and Safety Guidelines, Railways (2007); and

IFC’s Stakeholder Engagement (2007) manual.

Figure 1.5-1. ESIA Process of Tbilisi Railway Bypass Project

Scoping

The methods used at the scoping stage for identification of key issues and the scope of the study were:

Field visits and detailed studies along the proposed railway route, the existing railway, section which is subject to removal, Tbilisi Central railway station and their adjacent territories;

Review of the existing information and data;

Expert judgment; and

Consultations with the relevant Ministries, relevant state authorities, municipalities, scientific organizations, NGOs and other stakeholders.

Baseline study Baseline study of the Project was undertaken by means of:

Field visits and detailed studies along the proposed railway route, the existing railway section, which is subject to removal, Tbilisi Central railway station and their adjacent territories;

Measurements of noise levels;

Review of existing information and data;


Scoping Identification of key issues

and scope of study

Baseline study Information collection on

the existing situation

Impact Assessment Identification, analysis and

evaluation of potential impacts and risks

Avoidance-Mitigation- Remediation-

Compensation Measures

Environmental and Social Action Plan and

Monitoring Program

ESIA Report

S

takeho

lder E

ng

agem

ent an

d C

on

sultatio

ns


6


Impact assessment The ESIA process considered possible impacts and risks of the Project on the different components of the physical, biological and human environment. Impacts, including any residual impacts, were assessed in terms of their direction (positive or negative), magnitude or significance, likelihood, duration and reversibility. Identification, analysis and evaluation of potential impacts were undertaken by means of:

Field visits and detailed studies along the proposed railway route, the existing railway section, which is subject to removal, Tbilisi Central railway station and their adjacent territories;

Review of existing information and data;

Modelling for prediction of noise and vibration levels;

Modelling for prediction of impact on air quality, which was carried out using so-called “analogue” method, since the project on organization of the construction of the Tbilisi bypass railway had not been provided;



The table below (see Table 1.5-1) shows a simple matrix presenting the significance of the impacts. The terms used for describing the significance (not significant, minor, medium, moderate, major) of an impact were defined separately for each factor (e.g. soil, water, fauna, etc.). Where possible, a quantitative assessment of impacts was made based on available information and experience. Table 1.5-1. Significance of Impacts – Matrix

Magnitude of Impact

Small Medium Large

Low Not significant Minor Moderate

Medium Minor Moderate Major

(Mod – Maj)

Val

ue

/Sen

siti

vity

of

the

Res

ou

rce/

Rec

epto

r

High Moderate Major

(Mod – Maj) Major

Where relevant, the anticipated impact was compared with appropriate legal requirements and standards. Where no such standards existed, professional expert judgment was used for assessment and the interpretation of information. The assessment of significance, in all cases, took into account the impact’s deviation from established baseline conditions and the sensitivity of the environment. The aim of socioeconomic impacts assessment was to evaluate the temporary and permanent impact of the Tbilisi Railway Bypass Project on the socioeconomic environment in the target area. Social and economical impact assessment included the processes of analyzing the intended and unintended social consequences, both positive and negative, of planned project and any social change processes invoked by it. For those impacts that are considered to be significant, the Georgian


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Railway will implement a number of mitigation measures and these measures are described in the chapter 7. Summary of Potential Impacts of Preferred Alternative and Environmental and Social Protection Measures. The significance of the impacts is assessed according to the character of the change invoked through the project (temporary or permanent) and duration of the impact (Short-term – impact continues during construction works, medium – impact continues within 1-5 year period following the construction and long-term – impact lasts 5-10 years after the construction). Mitigation and enhancement Mitigation options were elaborated taking into consideration the hierarchy of mitigation (see Table 1.5-2), their actual feasibility and cost, to ensure that the effects of mitigation were proportional to the effort. Wherever possible, measures were incorporated in the project design. Table 1.5-2. Hierarchy of Mitigation

# Mitigation Measures

I Avoid at source – remove the source of the impact

II Abate at source – reduce the source of the impact

III Attenuate – reduce the impact between the source and the receptor

IV Abate at the receptor – reduce the impact at the receptor

V Remedy – repair the damage after it has occurred

VI Compensate / Offset – replace in kind or with a different resource of equal value

Methods used for elaborating mitigation measures included a review of the pertinent information, expert judgement, modelling (where feasible) and consultations with the relevant Ministries, relevant authorities, municipalities, scientific organizations, NGOs and other stakeholders. Monitoring If uncertainty exists over the potential significance of an impact, mitigation may include monitoring of that impact to determine whether additional measures are required. The Environmental and Social Monitoring Program for this project is described in Chapter 8. Information in this report is presented in the following way: tabular gap analysis for the purpose of comparison; maps and map overlays using GIS; schemes, tables, figures and matrices.

1.6 Organization of This Report The ESIA report of Tbilisi Railway Bypass project is organized in the following way: Chapter 1 gives general information about the purpose and need of the project, the project proponent,

the scope of ESIA and the methodology used in the ESIA process. Chapter 2 describes the proposed project and alternatives. Chapter 3 describes the legal and institutional framework in which the project is being proposed. Chapter 4 gives information about stakeholder engagement and consultations carried out as a part of

ESIA process.


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Chapter 5 describes the existing baseline environmental and socioeconomic conditions in the project area of influence.

Chapter 6 describes the potential positive and negative impacts that may result from the

preconstruction, construction and operation activities of the project and outlines key issues and emergency cases.

Chapter 7 presents the summary of potential Impacts of preferred alternative and gives information

about environmental and social protection measures required to avoid, minimise, mitigate and/or compensate/offset possible adverse impacts of the proposed project.

Chapter 8 contains the Environmental and Social Action Plan for addressing potentially significant

impacts and the monitoring program for verifying conclusions made in the ESIA process and evaluating the efficacy of mitigation efforts.

Chapter 9 gives the list of references used for preparing this report.


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2.0 Project Description

2.1 Planning Process and Status Georgian Railway LLC is planning to develop a new railway route bypassing the central area of the city of Tbilisi, the Tbilisi Railway Bypass Project (“the Project”). According to the decision of the Board of Directors of Georgian Railway LLC, the following is planned:

Construction of the Tbilisi bypass railway;

Clearance of the existing railway infrastructure from the central part of the city.

The main project activities have been developed by the Institute of Technical Design of Ukraine (Kievgiprotrans – KGT) on the basis of the agreement signed by Kievgiprotrans and Georgian Railway on February 4, 2009. The owner of the project is Georgian Railway LLC. The Main Project activities have to be implemented in 6 stages:

I stage – input data collection;

II stage – engineering-geological and topographical-geodesic survey;

III stage – concept of designed complex;

IV stage – basic design development (route options, tunnel, depot and railway infrastructure removal, environmental and social impact assessment, explanatory note);

V stage – agreeing project’s Basic Designs with Georgian Railway and introducing changes if required;

VI stage – agreeing project’s Basic Design with Tbilisi Municipality (to be undertaken by the project owner).

Detailed development of the project has to be undertaken in two stages:

I stage – development of the project of tunnels and artificial structures;

II stage – development of the bypass railway project. Separate parts of the project’s Basic Designs have been implemented by the following organizations:

Engineering-geological, topographic and geodetic survey of the bypass railway route – Saktransproekti Ltd.;

Artificial structures – Kavtransproekti Ltd.;

Railway tunnels – Transport Ltd and Kavgiprotransi-MG;

Collection and summarizing of input data, analysis of local and regional prices, reaching agreement on project designs – Corporation “Merimont Global”;

Buildings and structures – Horizonti Ltd;

Archaeological survey of cultural heritage – National Museum of Georgia;

Environmental and social impact assessment – a consortium comprised of GDC Solution Ltd., CENN (Caucasus Environmental NGO Network) and APLR (Association of Protection of Landowners’ Rights).


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2.2 Current situation – Tbilisi Railway Complex The scheme of main direction and technical equipment Tbilisi railway complex belongs to the type of complex where main stations are located in series. There is one double-track access section to the complex: Gardabani-Khashuri, and two single-track access sections: Marabda-Tbilisi and Kachreti-Tbilisi. All sections of the complex are electrified. The stations are equipped with a central electronic system of railway switches and signals. Stations of the complex Tbilisi railway complex consists of 7 stations providing various services according to their specialization. Tbilisi marshalling station – a first class marshalling station. This is the main station of Tbilisi railway complex marshalling transit traffic in all directions. The following are located within the station: locomotive depot, wagon workshop and passenger wagon fleet. According to the train classification plan the station performs the following duties:

marshalling all types of freight trains

wagon servicing Tbilisi-junction (Navtlughi) station – according to the works undertaken this is a first class freight station with considerable volumes of local freight and intensity of transit traffic. Industrial facilities are connected with the stations via access railways. The station performs the following operations:

Receipt, separation, formation and passage of transit freight and passenger trains;

Provision of trains with wagons;

Receipt and dispatching suburban trains. Tbilisi-freight station – a first class freight station. The following are located on its territory: wagon depot, locomotive depot, autonomous refrigerator wagon fleet, as well as fire and emergency repair trains. The station performs the following duties:

Passage of transit freight and passenger trains;

Receipt, separation and formation of trains;

Provision of trains with wagons

The station handles the majority of work required for freight servicing in freight and container yards within the limits of Tbilisi. Tbilisi-passenger station – a second class passenger station. The main passenger station of Tbilisi railway junction. The station services all passenger trains as well as transit trains (changing locomotives, adding wagons). This is also the main station for suburban traffic. “Avchala” station – an intermediate station servicing the railway lines. The “Zahesi” block-post belongs to the station.


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“Veli” station – a third class intermediate station. The station performs the following duties:

Passage of transit freight and passenger trains;

Receipt and dispatching suburban trains.

“Lilo” station – a third class intermediate station located along the Tbilisi-Kachreti single-track. It serves the sidings connecting industrial facilities with the railway line.

2.3 Project Alternatives and comparison The alternatives considered in the process of preparing the main design solutions for the Tbilisi railway bypass were as follows:

Technological alternatives;

Alternatives with regard to location of the railway bypass;

Zero (“do nothing”) alternative; 2.3.1 Technological alternatives The process of identifying appropriate technological routes for the Tbilisi Bypass Railway mainly entailed the measurement of the prevailing gradient. The alternatives were designed considering the following preliminary parameters:

Ruling gradients: 150/00 and 180/00

The maximum gradient for a Category I railway is 180/00. The minimum possible gradient for a Tbilisi railway bypass route is 150/00.

From a technical point of view, both alternatives could support a Category I railway. The main difference between them is the maximum volume of cargo that may be transported per unit draft (one locomotive). The type of locomotive used at present ensures the transportation of 500 tons more cargo per unit draft in the case of a 150/00 gradient, against an 180/00 gradient. With one unit draft, the maximum possible tonnage of freight train is as follows:

150/00 gradient – 2,622 tons

180/00 gradient – 2,185 tons

The outcomes of calculating the weight of freight trains for different types of traction are specified in Table 2.3-1 below. Table 2.3-1. Maximum possible weight of freight train

Maximum possible weight of freight train (tons)

Electric Train ВЛ10 Electric Train ВЛ10 Electric Train ВЛ10 Gradient

Unit Draft Double Heading Modernized Electric Train ВЛ15

150/00 2,622 5,243 3,147 3,413

180/00 2,185 4,370 2,626 2,836


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The Table shows that regarding the cargo norms specified in advance in the Terms of Reference (4,000 tons in odd and 3,300 tons in even direction), cargo freight service along the project route with ВЛ10 type locomotives would require double heading. With the resources of the Tbilisi Locomotive Plant a new type of locomotive has been developed with a freight capacity increased to 2,600 and 3,100 tons, depending on gradient. At present the Georgian Railway transports 3,500 tons of freight using double heading. If the use of double heading continues after implementation of the bypass project the railway will be able to increase the tonnage of freight trains even in with a 150/00 gradient. 3,500 tons is also the maximum tonnage for other sections of Georgian Railway. With this maximum Georgian Railway is able to transport twice as much cargo as currently required. Such an increase of freight tonnage is not expected, even in the most optimistic calculations. Accordingly, the crucial need for a 150/00 gradient loses its importance. In the context of environment protection, there is no difference between these two options (unlike the alternatives for locating the railway route). In terms of financial expense, the difference between these two technological options is about 100 mln Euros (the difference between 150/00 and 180/00 gradients and the construction cost of the Lilo-Gachiani section). On the assumption that the alternative technological options do not show any difference in terms of environmental protection and technical considerations, it was decided to select an 180/00 ruling gradient. This decision excluded the need for a Lilo-Gachiani section of the Tbilisi Bypass Railway. 2.3.2 Alternatives for location of the railway bypass In the process of developing the main design solutions, it was decided that location of the railway route on the right bank of the Mtkvari River, bypassing the Tbilisi borders, would have been related to heavy expenses due to difficult topographical conditions. Therefore, the left bank of the Mtkvari River was specified as the site of the railway route. As for the location of the route, it is specified as per the General Plan for Prospective Development of Tbilisi, maximally bypassing the city territory in order to reduce the cost of railway construction to the utmost, while also considering the ecologically safe location of the railway infrastructure with regard to Tbilisi reservoir. The alternative routes have been developed in compliance with General Plan for Prospective Development of Tbilisi. In order to make the main design options for the Tbilisi Bypass Railway, alternatives and relevant sub-alternatives for locating the bypass were developed. A total number of 16 alternatives were drawn up. The main factors influencing the selection of alternatives:

Construction parameters:

o length of the route;

o location;

o number of artificial structures.

Terrain – Terrain was the main restricting factor for designing the alternative routes. Different terrains led to a variety of complexity in the engineering structures required for that the alternative options.

Financial expenditure required for the construction – By taking into consideration the estimated budget of the project, the proposed alternatives underwent significant changes during the development process. The necessity for engineering structures (bridges and tunnels) leads to an increase in financial expenditure.


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Environmental restrictions (the Tbilisi Sea factor) – Due to this factor, consideration of an alternative route initially developed in the immediate vicinity of the Tbilisi Sea was terminated at an early stage;

Social impacts – In the process of project development routes were identified that avoid settlements as much as possible. However, when avoidance caused significant financial expenditure, the financial constraints outweighed the social impacts.

Considering the abovementioned factors, 4 alternatives together with their sub-alternatives were discussed when drawing up the main design solutions (Table No 2.3-2): Option I – The city tunnel Option II – (North with 180/00 gradient) – Proposed Karsani Station – Lochini Khevi – Gachiani

Station. This alternative implies relocation of the railway bypass along the Tbilisi Bypass Road. Option III – (Central with 15-180/00 gradient) – Proposed Karsani Station – Lilo I Station. This

alternative has several sub-alternatives for passing through different sections. Option IV (Central) – Zahesi Station – Lilo I Station. This alternative has several sub-alternatives

for passing through different sections. Table 2.3-2. Alternatives for the Tbilisi Bypass Railway

No Alternative Sub-

alternative Departure Point

Destination Point

Ruling gradient

Tunnel in the water reservoir section

1 Alternative I

(The City Tunnel) _

Karsani Station (proposed)

Veli/Gachiani Station

18 0/00 -

2 Alternative II

(North with 18 0/00

gradient) _

Karsani Station (designed)

Lilo I Station 15 0/00, 18 0/00

-

III-1 Karsani Station

(proposed) Lilo I Station 15 0/00 -


(proposed) Lilo I Station 15 0/00 +


(proposed) Lilo I Station 15 0/00 -

3 Alternative III

(Central with 15-18 0/00 gradient)


(proposed) Lilo I Station 15 0/00 +

IV-1 Zahesi Block

Post Lilo I Station 18 0/00 -

4 Alternative IV (Central)

IV- 2 Zahesi Block

Post Lilo I Station 18 0/00 +

Out of the 4 abovementioned alternatives, the first two (I and II) were proposed by Kievgiprotrans, the last two (III and IV) ones by Saktransproject Ltd. Except for Alternative I and Alternative II, at the initial stage all alternatives considered connecting to the existing Baku-Tbilisi railway at Gachiani station. Gradient made the only difference. In particular, the Lilo-Tbilisi marshalling station section (the existing Kakheti railway, by which the railway bypass shall join the existing one) has an 180/00 gradient, while the Lilo-Gachiani section was planned with a 150/00 gradient. It was decided to implement the railway bypass project with an 180/00 gradient. Accordingly, as mentioned above, the need for constructing a Lilo-Gachiani section has been excluded at this stage.


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Georgian Railway may consider joining the bypass railway with the existing Baku-Tbilisi railway at Gachiani station in the future. This will be an issue for an independent project. 2.3.2.1 Alternative Option I (The city tunnel) Alternative Option I (The city tunnel) – in this alternative, the railway crosses the central part of the city via a 9.5 km tunnel, passing through the western slope adjacent to the Tbilisi Sea. While considering the concept of the main design solutions, this option was rejected by the management of Georgian Railway LLC. Accordingly, this alternative was not considered at the next stage. Length should be considered as a positive feature of this alternative. It is shorter in comparison with all other proposed alternatives and this would reduce cargo transportation costs. The following negatives were the main reason for rejecting this alternative, in particular:

in case of accident in the tunnel, there is a high probability of ecological catastrophe in the densely populated central part of the capital;

high probability of pollution of soil and groundwater in case of accident;

risk of disturbance to the hydrological regime of groundwater, which will cause a change in the water circulating balance (which may create problems during operation of the tunnel).

Besides, the following technological factors supported rejection of this alternative:

the tunnel under the city shall be drilled using high technologies, excluding possibility of settling down, in order to avoid damage to city structures and communications;

observance of traffic safety in tunnels is complicated (“rail-wheel” interaction is of an extremely complex character and a matter of probability to some extent. Accordingly, there is no guarantee for the rolling stock not to miss the rails even in the best maintenance conditions). It should be mentioned that the freight cargo is mostly dangerous and ignition is quite possible. Worldwide experience shows that fires in tunnels often reach dangerous scales and form. Of course, there are modern means of fire detection, alarm and extinguishing, but in Georgia they have been introduced neither technologically, nor in terms of personnel readiness. It does not mean that we should try to abstain from constructing tunnels in general, but in this instance the 9.5 km tunnel would require the installation of additional equipment, evacuation and ventilation systems, which would considerably increase the cost of building each kilometre of tunnel.

2.3.2.2 Alternative Option II – (North with 180/00 gradient Alternative Option II – (North with 180/00 gradient) – This alternative envisages relocation of the railway bypass in the vicinity of the road bypass. The alternative would connect at the 2,485th km of the existing line, on the Mtskheta-Zahesi block post section. In this alternative the construction of a new Karsani station is being considered. After Karsani station, the route crosses the Tbilisi-Leselidze Highway, the Mtkvari River and Zahesi diversion tunnel, and then runs below Zahesi settlement through a tunnel. Afterwards, the track crosses the Tbilisi Bypass Road and follows it along the upper side. After crossing the Gldanula River, the route crosses the mountain via transfer tunnels, passes through the Lochini River gorge and follows it until crossing the existing Kakheti railway line and joins the Tbilisi-Baku trunk at Gachiani station. In this alternative it is planned:

to construct a station at Lochini at the 31st km of the route;


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to join the Kakheti line at the 34thkm of the route as an exit to Tbilisi marshalling station and Tbilisi junction station.

Total length of the route is 49.05 km. Topographical conditions of the place are quite difficult because of:

significant changes of relative altitudes;

great number of rivers, gorges and dry ravines; This alternative crosses the main highway, high voltage electricity transmission lines, gas pipelines, oil pipelines and other engineering communications in many places. For this alternative it is necessary to construct:

a new railway bridge on the Mtkvari River;

3 tunnels, with a total length of 11.88 km, including the longest of 7.6 km length ;

12 viaducts and a bridge, with a total length of about 11.6 km;

20 water-disposal pipes.

At the concept stage of main design solutions, the above-mentioned route was developed with two options:

With 180/00 ruling gradient;

with 150/00 ruling gradient; It was established that in the 150/00 option, the route runs on the maximum gradient from the 9th kilometre, first going up and then going down on the slope. 85% of the route is made up of tunnels and cuts. There is no possibility for arranging an operation point. In this option the total tunnel length is 20 kilometres, including the longest of 10.4 km. Due to the above reasons, only the180/00 gradient alternative was further developed. The positive aspect of this route is its far distance from Tbilisi reservoir in comparison with other alternatives. Of the negative aspects of the route, which caused its rejection, the following shall be noted:

extremely difficult terrain (topographical surface);

high number of engineering structures required;

unstable sections along the majority of the route – high capacity slump structures;

crossing the traditional use zone of Tbilisi National Park;

route construction expenses are beyond reasonable financing limits (it requires an additional 300 mln Euros, which is almost twice as much as the other alternatives);

this alternative would also require significant expense during operation (great number of engineering structures), which increases its cost in the long-term.

2.3.2.3 Alternative Option III (Central with 150/00 gradient) All sub-alternatives of Alternative Option III have been designed with a 150/00 ruling gradient. At the initial stage of design, it was planned to join it with the existing Baku-Tbilisi railway at Gachiani station. It was finally decided to implement connection in the future. At present, the alternative will join the existing Kakheti railway after Lilo I station.


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Sub-alternatives:

Sub-alternative III-1 (passing through population centres) – this option joins the existing railway line at the 2,485th km of the Mtskheta-Zahesi section. As in Option II, it is planned to open a new station, Karsani, at the junction point. Then the route turns to the left and crosses the Tbilisi-Leselidze Highway, the Mtkvari River via a new bridge and the Tbilisi Road Bypass. After 2 km the route enters a 1.72 km long tunnel, which crosses the ravine via an open gallery (80 m) and enters another 0.65km long tunnel. After passing through these tunnels, the route runs along the mountain slope to the 5th k. At the 7th kilometre, the route crosses the Tbilisi Road Bypass again and runs alongside the road.

At the 10th kilometre the route crosses the Gldanula River via the bridge. It is planned to construct a wayside stop of 1 km length at the 13th kilometre. Afterwards, the route continues to run along the road. It crosses a high ravine at the 14th kilometre and turns sharply to the right towards Tbilisi Sea. At the end of the 14th kilometre the route crosses Khevdzmara gorge and, after passing through a high cut, runs along a slope, the surface of which is heavily furrowed with ravines. At the 17th kilometre the route enters a 1.2 km long tunnel. After passing through the tunnel, it crosses Kvirikobiskhevi via the bridge and runs along a high section for the 19-20th kilometres. At the 20th kilometre the route reaches the maximum altitude mark – 700.8 meters. It is planned to arrange a dividing platform, with a length of 1,400 meters. At this section the route goes alongside Tbilisi reservoir (minimum distance – 900 meters). Afterwards, the route heads down a 150/00 slope. It is planned to open Lilo I junction station at the 32 th kilometre. From Lilo I station the route would join the existing Kakheti railway.

Sub-alternative III-2 – Most details as per Alternative III-1, the only fundamental difference for this alternative is that the track would pass through the territory adjacent to Tbilisi reservoir via a tunnel. In this option the tunnel of 4.03 km would start at the 19th km of the route.

Sub-alternative III-3 (bypassing the population) – The above-mentioned option repeats

Option III-1 until the 6th kilometre. At this point, while approaching the Tbilisi Bypass Road, the route turns to the left and heads to the north of the road. From 7-9th kilometres the route passes through a 2.47 long tunnel, and then crosses the Gldanula River via an open bridge. Between 10-11th kilometres the route passes through a 1.02 km long tunnel below the Tbilisi Bypass Road.

It is planned to construct a 1.2 km wayside stop at the 12th km. Afterwards, the route runs along a slope, in a deep cut (depth 28.20m) below the road bypass. It then crosses a deep ravine and at the 14th kilometre turns sharply to the right towards Tbilisi Sea. Afterwards, the route almost repeats Option III-1.

Sub-alternative III-4 – Almost exactly the same as Alternative III-3. The only fundamental difference is the track passes through the territory adjacent to Tbilisi reservoir via a tunnel (as in Alternative Option III-2). The tunnel will start at the 18th km of the route. Its length is 4.25 km.

Negative aspects of this alternative:

crossing of the traditional use zone and the visitors’ zone of Tbilisi National Park;

proximity to Tbilisi reservoir;

high probability of activation of geodynamic processes;

the route goes through settlements and will require resettlement and/or restriction of access to resources;

increase of noise and vibration levels in settlements.


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2.3.2.4 Alternative Option IV (Central) Alternative Option IV (Central) - All sub-alternatives of this alternative option have been designed with an 180/00 ruling gradient. At the initial stage of designing Alternative Option IV, it was planned to connect it with the existing Baku-Tbilisi railway at Gachiani station. In the end it was decided that connection would be implemented in future. At present, this alternative will join the existing Kakheti railway after Lilo I station. Sub-alternatives:

Sub-alternative IV-1 – This option starts from the western side of the 2388th km of Mtskheta-Zahesi section (directly after crossing the existing railway bridge over the Mtkvari River), in the immediate vicinity of Zahesi station. Due to difficult topographical conditions, instead of the station the block post operated from Zahesi station will be constructed to form the junction point. The rails at the splice-joint will be crossed on one level, which considerably reduces the traffic capacity of the proposed Tbilisi Bypass Railway. Initially the route crossed the existing road in two places; it is planned to construct a viaduct at one of these places, while a second viaduct will run over the road at another location. Between the 3-4th kilometres the route runs along a high embankment. The maximum height of embankment is 18.65 meters. From the 4-5th kilometres the route enters a 1.05 km long tunnel. Afterwards, at the 6th kilometre, the route crosses the Gldanula River via the bridge and enters a 0.30 km tunnel, below the Tianeti-Tbilisi road. After passing through the tunnel, between the 6-7th kilometres the route runs through a high section, the maximum height of which is 37.0 meters. At the 7th kilometre the railway runs along Gldani Great Lake (Didi Tba), in a light soil, low section, where the centre line grade elevation of the roadbed is 3-4 meters lower compared to the lake’s water level.

At the 7th kilometre, the route turns to the right and runs across a slope between the lake and the Tbilisi Bypass Road. The railway crosses 5 high voltage electricity transmission lines at a distance of 170 meters from Tsevi sub-station. At the 10th km it crosses Khevdzmara Khevi via the bridge. Geologically, this crossing point is a landslip section. After this the route crosses the mountain ridge, the maximum height of this section is 52 meters. Afterwards Option IV-1 repeats exactly the route of Option III-1 with a 150/00 gradient.

Sub-alternative IV-2 – is almost identical to Option IV-1. In accordance with this option, it is planned to construct the tunnel between the 15th and 19th kilometres of the route. The length of the tunnel will be 4.03 km.

From an economical point of view, the positive feature of Alternative Option IV is that it does not require construction of a new crossing over the Mtkvari River. Negative aspects to this alternative:

From a technical point of view:

o Due to difficult the topographical conditions of the place the splice-joint is done on one level, which considerably reduces the traffic capacity of the railway;

o Some sections of the route are on an 180/00 gradient;

o The route passes through densely populated territory of the city;


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o In the vicinity of Gldani Great Lake (Didi Tba) the route runs through a section of light soil, 3-4 meters below the lake water level, which will cause a deterioration in operating conditions;

o At the 10th kilometre the route will pass through a landslip section, which is related to additional expenses and may create difficulties in railway operation.

From an environmental protection and social point of view:

o Crosses the traditional use zone and the visitors’ zone of Tbilisi National Park;

o Proximity to Tbilisi water reservoir;

o The route goes through settlements and will require resettlement and/or restriction of access to resources;

o Increase of noise and vibration levels in settlements. 2.3.3 Comparison of alternatives in accordance with the main technical and

economic indicators Below is a table of comparative costs for the different alternatives. In the table, all options have the same connection to Gachiani station. As mentioned, a connection with Gachiani station was considered at the initial project design stage. Accordingly, cost estimations have been made for such a design solution. Table 2.3-3. Comparative costs for the different alternatives

No Alternative Sub-

alternative Point of Departure Point of Destination

Cost mln Euros

(exclusive VAT)

1 Alternative I _ Karsani Station

(proposed) Veli/Gachiani Station No cost estimation

2 Alternative II _ Karsani Station

(proposed) Gachiani Station 686







3 Alternative III



IV-1 Zahesi

Block Post Gachiani Station 264

4 Alternative IV

IV-2 Zahesi

Block Post Gachiani Station 308

The reasons for excluding Alternatives I and II were discussed above. See below for a comparison of the main technical and economic indicators of the remaining three alternatives (III-1, II-3 and IV-1) (Table 2.3-4).


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Table 2.3-4. Comparison of the main technical and economic indicators of the remaining three alternatives

Alternatives No Indicators of alternatives Dimension

Option III-1 Option III-3 Option IV-1

1 Construction length km 47.52 47.27 43.62

From West to East 0/00 15 15 18 2 Ruling gradient

From East to West 0/00 15 15 15

3 Multiples of traction unit draft unit draft unit draft

From West to East km/0/00 16.350/15 16.95/15 14.577/15 4

Length of ruling gradient sections

From East to West km/0/00 23.150/15 21.982/15 23.450/15

From West to East m 22.9 234.02 239.8 5

Sum of heights ascended

From East to West m 341.8 346.12 341.8

6 Minimum radius of the curve m 600 600 600

7 Number of operation points (excluding cross-over roads)

each 2 2 1

8 Useful length of receiving-departing rail-tracks m 850 850 850

9 Standard weight of the train from /to

t 3300/4000 3300/4000 3300/4000

10 Type of Locomotive ВЛ-10, ВЛ-

11 ВЛ-10, ВЛ-

11 ВЛ-10, ВЛ-

11

11 Alarm and communication systems during train movements

A B A B A B

12 Earthworks (designed cubic capacity) thousand m3 14,567 14,513 14,059

13 Earthworks per 1 km thousand m3 305 307 322

Average and big size bridges

each/km 7/2.155 8/1.711 7/1.187

Viaducts each/km 5/228 5/228 6/0.273 14 Artificial Structures

Abutments m3 33,750 33,750 33,750

15 Tunnels each/km 3/3.57 5/7.06 3/2.55

16 Gallery each/km 1/0.080 2/0.210 _

17 Cost of construction (estimation) mln Euro 296.9 346.225 248.345

As shown in the Table, measured by the cost of construction Alternative IV-1 has the advantage over the other alternatives. These alternatives differ from each other in the proposed junction site with the existing railway on the western side. In the Table all three options have similar connections with the existing Baku-Tbilisi railway from the eastern side at Gachiani station. Due to limited financing resources for construction of the Tbilisi Bypass Railway and also the fact that a traffic increase is not expected in the very near future, the implementation has been planned in two stages. In the first stage, the railway bypass will join the existing Kakheti railway. However, in future, the railway bypass may be connected to the existing Baku-Tbilisi railway at Gachiani station. The


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second stage is an issue for a separate project. Moreover, connecting at Gachiani as mentioned above does not provide any technical-economic advantage. Alternatives III-2, III-4, IV-2 (sub-alternatives of alternatives III and IV – construction of a tunnel close to Tbilisi Sea) was excluded by Georgia Railway due to the significant increase in construction costs. In addition, the mitigating measures ensuring protection of Tbilisi reservoir from possible impacts were taken into consideration. Accordingly, see below a comparison of the main technical and economical indicators of Alternatives III-1 and IV-1, for stage I of the Project. Table 2.3-5. Comparison of the main technical and economical indicators of Alternatives III-

1 and IV-1, for stage I of the Project

Names of Options Indicators of the alternatives Dimensions

Option III-1 Option IV-1

A new 2 rail-track section

km. 31 27.1

Construction of rail-track II

km. 10 10 1 Construction Length

Reconstruction of the existing one

km. 10 10

From West to East 0/00 2 Gradient

From East to West 0/00

15 (18 the existing Kakheti

line, 15 new construction)

18 (18 the existing Kakheti line, 15 new

construction)

3 New cross-over roads, station Karsani Station,

Lilo I Zahesi Block Post,

Lilo I Station

Small size artificial structures

km. 2.584 2.591

Average and big size bridges

km. 1.711 0.743

Viaducts km. 0.182 0.227

Tunnels km. 3.57 2.55

4

Artificial structures during construction of new 2 rail-track section

Gallery km. 0.08 _

Bridges km. 0.36 0.36

Pipes km. _ _ 5

Small artificial structures during construction of rail-track II

Viaducts km. _ _

Cut m3 10,967,052 9,526,480

Volume of Earthworks

Earth fill m3 3,600,239 4,532,199

6 Cost of construction (estimation) mln Euros 246.89 193.367

The Table shows that the construction cost of Alternative III-1 is by 53.519 mln Euros more than the Alternative IV-1 route. Out of the two remaining competitive alternatives, implementation of Alternative III-1 (with 150/00 ruling gradient) would have had advantage only if using unit draft for transportation of cargo. However, considering the weight of freight trains specified in the Terms of Reference (3300 tons in odd, 4000 tons in even direction), even on a 150/00 gradient a unit draft is not enough; thus Georgian Railway did not consider it expedient to invest an additional 57 mln Euros to extend the route.


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The selected route Finally, after analyzing all the alternatives, Georgian Railway made the decision to give preference to Alternative IV-1. This implies: At stage I:

opening of Zahesi block post at the junction with the existing rail-track running from the west;

construction of a two rail-track railway at the Zahesi-Lilo 1 section;

connection from Lilo 1 station towards Tbilisi with two rail-tracks (via the existing Kakheti railway line);

construction of a second rail-track at Tbilisi marshalling station - Lilo 1 section and reconstruction of the existing rail-track;

Reconstruction of the existing Lilo 1 station.

At stage II: (likely, future prospects)

Construction of Lilo I as the junction station. Departure from Lilo 1 towards Telavi via one rail-track and departure towards Gachiani via a 2 rail-track line.

2.3.4 The “Zero” Alternative The “Zero” alternative anticipates maintaining status quo, meaning rejection of Railway Bypass Project and leaving Tbilisi railway mainline untouched. According to the project, rejection of planned activities would prevent us from all possible impact on natural and social environment fostered as a result of works to be carried out within the framework of the project. Nevertheless, the existing situation and the negative impact to which the city centre is affected due to active railway mainline should also be considered. When speaking of negative impact, the following should be considered:

The level of noise and vibration in the city centre is above the permitted tolerance. Results of noise measurement in the radius of central railway station during day and night exceeds permitted level by 5-20 dB(A). This means that in particular cases, the level of noise exceeds permitted level by 2-4 times.

Although high residential buildings stand 100-200 meters away from the outer edge of the mainline along the railway section connecting Didube and Central railway stations, some low residential buildings in the same area are located just in 30-70 meter distance from the railroad. During passage of cargo trains on these rail sections, the levels of sound near the residential area vary within 74-79 dB(A) depending on train speed and morphology of the area.

According to existing data, Tbilisi rail traffic during night hours (23:00 – 7:00 hrs) is up to 19 cargo train passages, which induces high noise levels. For example, buildings located 50m away from the railroad are exposed to the noise levels equivalent to 60 dB(A) at night, which exceeds the permitted level for night hours.

Historical contamination of soil and groundwater.

The great majority of cargo transported by Georgian Railway LLC is oil and oil products (crude, as well as refined oil from Azerbaijan, Kazakhstan and Turkmenistan to Black Sea ports). This is a hazardous cargo, inappropriate for transportation in densely populated areas. In 2008, about 10 mln tones of crude oil and oil products were carried through Georgia, which makes about 50% of all cargo transported by GR.


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Existence of railway in the middle of the capital city is a significant barrier for urban development. Tbilisi Railway Bypass Project directly is based on the new master plan of the capital’s prospective development approved by the municipality on June 5, 2009.

Railroad location and its physical-ecological impact fostered asymmetric development of the city: Southern part of the railroad is more intensively developed as opposed to the northern part of Tbilisi. The railway mainline, which has gained a transnational function, divides the city into two parts on its entire length. The East highway from the Airport to the west of the city is blocked by the railroad track.

The majority of all railway infrastructure located in the central part of the city (railway terminals, deadlock stations, etc.) is either amortized or abandoned.

There are plots of land in the city centre located along the railway and around the central station which are in possession of GR and have potential for urban development.

The railroad, which has relatively few auto crossings, hampers development of the city’s northern part and serves as main price devaluating factor of nearby residential area.

In connection with the above, concept of Tbilisi Urban Development adopted in 2005 considered relocation of railway’s economic functions (warehousing, sorting, maintenance, etc.) away from the central part of the city and reflection of this idea in the new master plan of urban development. Proposal also anticipated creation of high level social-business area near Didube and Navtlughi railway sections. The concept particularly mentions the following:

“According to the concept, the territories freed up as a result of planned functional transformation of railway space are considered as reserves for creation of social-business activity area in the capital. “Transit railway line intersecting Tbilisi separates large urban areas – from Digomi Bridge to so called Malaknebi Market (3.5 km in length). These two detached parts of the city are connected only via two rail viaducts and a pedestrian bridge. All this gigantic and partially functional economic area with half-emptied and outdated business yards, enterprises, wood factories, cargo terminals and depots create big inconvenience for population in residential blocks and represent an insurmountable barrier for this divisional urban planning.”

Creation of a railway bypass, which means shifting railway-related economic functions (warehouse, marshalling, maintenance, etc.) out from Tbilisi centre, will create large territorial reserves along subway station Didube-Nadzaladevi – Central Railway Station section in the northern part of the city and Navtlughi station in the South-Eastern part. Creation of high level multifunctional social-business area near these railway sections will promote development of appropriate demonstrative architectural complexes on both sides of the city’s main axis.

Land areas having high value will be freed for construction of new regional scale social-business centre.

Increased number of stations, traffic intensity and urban communication will have impact on the landscape of freed territories. Dull, noisy and unutilized areas will be replaced by individualized and architecturally planned spaces. This space will at the same time provide a number of architectural-planning designs for re-integration of the former railway territories with the city’s North-Eastern peripheral regions which will make these regions more prestigious.

Development of express high speed mainlines with freight-transit function points to the strategic direction the country anticipates. Implementation of the project should by all means foster development of express mainlines on a bypass rout and transfer of railway transit from Tbilisi and its organization in agglomerated space should be the main objective. This expensive plan is made with urban planning vision and is very profitable economically. This is the case of release of large, high value, centrally located territory with perfect planning. The territory will be used for multifunctional social-business space the value of which will exceed cost of its development drastically.


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Shifting railway out of Tbilisi will give opportunity for development. We would also gain the opportunity to consider the released area as a high agglomerate level high-speed rail traffic section for passage of special urban, comfortable passenger light trains. One of the main planned activities of the concept is creation of a double track light rail passenger system (“Eurotram” type) with the prospective route in Gardabani, Kakheti and Mtskheta direction and with sidings to Didi Digomi, Gldani, Mukhiani and Moscow Avenue. This double track system will have the internal city transport function; This Light Rail would run on basically the same route as will be abandoned by GR railway. Within the city, these trains will run with low voltage (Tramway type) and will accelerate alike suburban trains with special aerial electric systems once out of the city. Creation of the double-track light passenger system is not part of the Bypass Project but GR LLC tightly cooperates with Tbilisi Municipality for implementation of this project.

According to the new master plan of the city’s prospective development5:

Chapter VIII – Transport Communications. Article 9. Paragraph 1. –The Tbilisi Prospective Development Master Plan prioritizes improvement of the Tbilisi transport communication system, mainly related to the improvement of transport infrastructure with regional trends in mind. This means development of east-western transnational mainline passing through agglomeration towards Karsi-Erzrum direction as well as development of the second axis of the capital. With these trends in mind, shifting transitional railway mainline out of the city represents a priority objective.

Chapter IX – Engineering Infrastructure. Article 20. Paragraph 1. – The Municipal Service of Tbilisi Urban Planning and Tbilisi Municipality LEPL - Tbilisi Architectural Office has identified specific zones of development of the capital’s territories in general as well as some particular cases from all analytical, research, planning and technical materials in their possession. After elaboration of textual part, urban planning proposals were prepared with consideration of potential requirements that might arise in the near future. The proposals are as follows:

Transfer of the railway’s economic functions (warehousing, sorting, maintenance, etc.) out of the central part of Tbilisi. Creation of high level polyfunctional social-business space in the vicinity of Didube and Navtlughi sections.

Adoption of territory from Didube to Central Station (aprox. 150.0 ha) released after transfer of the railway economic functions out of the city for construction of multifunctional urban centre.

As we see from the above, implementation of the Tbilisi railway bypass project is one of the main preconditions for development of the Capital. Therefore, we could say that planned activity has no alternative. Non-implementation of the projects would be a negative alternative and would contradict to the General Plan of Prospective Development of Tbilisi.

5 The Capital’s Prospective Development Master Plan. Approved by Tbilisi Municipality on June 5, 2009.


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2.4 Main Features and Design Elements The Project of GR comprises two main parts:

1) The Bypass:

Construction/rehabilitation of a railway bypass to the north-east of Tbilisi with junction points to the existing rail system:

o construction of a new track section (the existing Zahesi-Kakheti railway);

o rehabilitation of the Kakheti railway section (from the junction of the new track to the Tbilisi Marshalling Station).

o construction of a second track at the abovementioned section of the Kakheti railway.

Construction of two new regional freight stations along the bypass route. Technical parameters of the proposed track Main characteristics:

new double-track railway section – 27.1 km

reconstruction of the existing track – 10 km

construction of a second railway track – 10 km

designed gradient – 18 0/00

traction - double

minimal radius of a curve (new/reconstruction) – 600/300 m

number of separating points – 1

usable length of receiving-dispatching tracks – 850 m

locomotive type – ВЛ-10, ВЛ-11

signal and communication means during train movement – automatic blocking

tunnels (unit/km) – 3/2.55

artificial structures during construction of the new double-track railway section:

o small artificial buildings – 2.591 km

o medium and large bridges – 0.743 km

o overpasses – 0.227 km

small buildings structures during construction of the II track

o bridges – 0.360 km Embankment:

According to standards СНиП 32-01-95 for category I railways, embankments 11.7 wide on normal ground and 10.7 m wide on rocky ground will be prepared for two tracks.

The height of fills varies between 1-23 m and the height of profiles - between 1-50 m.

Superstructure and right-of-way of the rails:

According to the ToR, Tbilisi bypass railway shall be designed in compliance with the norms for category I railways. According to СНиП 32-01-95 for category I railways, the following shall be taken into consideration when designing the track:

laying 25 m long new rails of P-65 type on the main track with wooden fastenings;


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wooden sleepers of type I, 2,000 sleepers per 1 km in straight and curved sections;

two-layer ballast – 30 cm thick layer of stone chippings under the sleepers and a 20 cm thick layer on the sand pillow;

on large reinforced concrete bridges and in tunnels and galleries, welded rails on reinforced concrete sleepers must be considered;

the same type of superstructure will be used for the main tracks of the stations as in the haul sections; type II wooden sleepers will be laid, 1,400 sleepers per 1 km, under receiving-dispatching tracks;

the ballast of the main tracks of the station is a 30 cm thick layer of stone chipping under the sleepers and a 20 cm thick layer on the sand pillow;

the one-layer ballast of the receiving-dispatching tracks of the stations comprises a 30 cm thick layer of stone chippings and sand under the sleepers; the ballast of other tracks comprises a 25 cm thick layer of stone chippings and sand under the sleepers;

installation of spring fastenings on the rails.

2) Restructuring of railway structures in the Tbilisi urban area:

closure and complete dismantling of the present main railway line (including marshalling areas and rail yards and rail sidings) in the urban area between Didube in the north and Navtlughi in the south (distance ca.10 kilometres) including the removal of the suburban train from the north, which connects to Tbilisi Central Station. A total of 83.4 ha (73.2 ha out of which will be used for urban development) of land should become free for new development. In addition to this 83.4 ha, the areas currently occupied by rail sidings will be released. Of 64 rail sidings, 55 are privately owned and 9 are the property of “Georgian Railway” LLC. The siding owner companies and organizations depend on freight received directly from the railway; therefore, after railway relocation they will presumably either move to the territories adjacent to the new railway, or change their profile of freight transportation. If they move to the new territories they may benefit from sales of the substation properties.

dismantling of Tbilisi Passenger and Tbilisi freight stations. Didube and Navtlughi (Tbilisi junction) stations will serve as passenger stations: Navtlughi station will serve passengers travelling to the east and Didube those going to the west of Tbilisi.

the passenger technical station would be located at Tbilisi Junction or the proposed station of “Karsani”. Didube and Navtlughi stations would be used for servicing passengers and attaching locomotives. Technical servicing of the trains would be provided at the proposed passenger technical station.

High-speed trams (Tbilisi Urban Development Master Plan) and the subway would compensate for rail passenger traffic in the urban and suburban areas.

The proposed Tbilisi bypass railway would be used for freight transportation.

Those transit freight trains which require marshalling would enter the Tbilisi Marshalling station. After being marshalled and formed the trains would travel in the Kakheti direction and then continue movement along the bypass. Local freight traffic would be realized through the following stations: Tbilisi Marshalling Station, Tbilisi Junction and Veli station.

According to the main project activities, the railway infrastructure relocated from the urban area would be installed/constructed at the nearest stations to Tbilisi railway junction. Table 2.4-1.


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Table 2.4-1. Location of the infrastructure of Tbilisi railway junction to be relocated

Station Location of Tbilisi railway junction infrastructure to be relocated

Building of the passenger wagon service personnel

Tbilisi SIB Management

Passenger stations Tbilisi Junction Station

Passenger platforms

Material and technical supplies depot

Tbilisi fire and emergency repair trains

Freight yard Tbilisi Marshalling Yard

Diesel locomotive repair depot

Passenger stations Didube Station

Passenger platforms

Avchala Station Distance of the direction

Passenger electric locomotive repair depot

Wagon depot

Passenger wagon repair depot Karsani Station

Passenger technical fleet

2.5 Future Traffic Scheme Freight Traffic Internal, export and import freight traffic is determined by

growth of GDP; and

growth of international freight traffic.

According to the data and prognosis of Georgian Railway, the 5 and 10 year forecast growth of freight transportation will increase 11% and 46% respectively from 2008 figures. Taking into account the key geographical location of the Tbilisi railway, considerable growth is expected in the volume of freight transported. The city is located at the crossroads of the TRACECA international transport corridor (Transport Corridor Europe-Caucasus-Asia is an international transport programme involving the European Union and 14 member States of the Eastern European, Caucasus and Central Asian region.); in addition, the Karsi (Turkey)-Akhalkalaki railway section under construction will connect European countries and the South Caucasus with Central Asia and China. Expected freight turnover for the fifth and tenth years of operation are given in Table 2.5-1.


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Table 2-5.1. Expected freight turnover for the fifth and tenth years of operation

Freight turnover million ton/year

to the junction from the junction Direction

fifth year of operation

tenth year of operation



Baku 13.9 15.6 6 6.7

Samtredia 7.9 8.9 13.7 15.5

Yerevan 0.8 1 1.9 2.2

Akhalkalaki 1.5 6 3.5 9

Lilo 1.2 1.4 0.5 0.6

Total 25.3 32.9 25.6 34

Expected freight traffic volumes for the fifth and tens years of operation are given in Table 2.5-2. Table 2.5-2. Expected freight traffic volumes for the fifth and tens years of operation

Traffic, paired trains Direction

fifth year of operation tenth year of operation

Baku 26 38

Samtredia 24 27

Yerevan 6 8

Akhalkalaki 8 23

Lilo 4 5

Passenger Traffic With the realization of the Tbilisi Railway Bypass Project, the GR rail passenger traffic scheme for Tbilisi will be as follows:

there will be no more Tbilisi passenger through-traffic carried by GR; Tbilisi Central Station will lose its function as a GR station.

Didube will be the Terminal Station for all westbound traffic from Tbilisi (e.g. to Poti, Batumi);

Navtlughi will be the Terminal Station for East and southbound traffic (Kakheti, Baku, Yerevan; and

Long Distance international trains like Yerevan-Batumi or Baku-Batumi will use the Bypass without calling at Tbilisi.

Passenger traffic growth over the next 5 and 10 years is expected mainly in the direction of the Black Sea coast. Suburban traffic Main factors determining forecast suburban traffic volumes are as follows:

commuter traffic from the Tbilisi suburban zone as a result of the growth of economic activity in Tbilisi – shuttle migration;


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growth of recreational traffic to the suburban zone. Forecast traffic volumes (paired train) for the fifth and tenth years of operation are given in Table 2.5-3. Table 2.5-3. Forecast traffic volumes (paired train) for the fifth and tenth years of operation

Suburban traffic Passenger traffic Direction fifth year of

operation tenth year of

operation fifth year of operation


Gardabani 3 5 1 2

Khashuri 8 10 9 12

Kazreti 2 2 _ _

Akhalkalaki 1 1 2 3

Airport 8 10 _ _

Sadakhlo _ _ 6 8

Marshalling Marshalling within Tbilisi railway junction would take place at the existing Tbilisi Marshalling Station, which has the potential to handle the increased freight volumes forecast. Wagon volumes for 2008 and the fifth and tenth years of operation are given in Table 2.5-4. Table 2.5-4. Wagon volumes for 2008 and the fifth and tenth years of operation

Without marshalling With marshalling Years wagon/day

wagon/day % wagon/day %

2008 1,741 672 39 1,069 61


2,632 1,824 70 808 30


3,643 2,564 70 1,079 30

Transit wagons not requiring marshalling would be mainly the trains like Baku-Batumi and Baku-Akhalkalaki. The Azerbaijan Balajari Marshalling Yard station would perform marshalling for the trains travelling to Batumi, Poti and Akhalkalaki. This would exclude the necessity of freight trains coming from Azerbaijan entering Tbilisi railway junction. The trains would use the new bypass route. Border and custom checks would be implemented at Gardabani station. Trains travelling from Azerbaijan to Akhalkalaki would enter Marabda station without calling at the Tbilisi Marshalling Yard station. At Marabda station the trains would be propelled by a second locomotive to join the Marabda-Akhalkalaki section. Tbilisi Marshalling Yard station performs the following main freight operations:

processes transit trains

changes locomotives and crews

undertakes control and technical examination

forms trains


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Local operations At present the local freight operations of Tbilisi railway junction are implemented in the main stations:

Tbilisi Junction station

Tbilisi Freight station

The Tbilisi Junction station is a first class freight station serving the access railways to industrial facilities. The station also undertakes classification-selection of wagons and services transit trains. The Tbilisi Freight station is a first class freight station serving the access railways to industrial facilities as well as a freight area and container yard. The access railways are also served by the intermediary stations Avchala and Lilo. According to the Tbilisi Urban Development Master Plan, the area currently occupied by Tbilisi Freight station will be freed and used for urban development. The servicing of access railway sections would be the sole responsibility of Tbilisi Junction station. Freight areas, wagon depot, locomotive depot, autonomous refrigerator wagon fleet, as well as fire and emergency repair trains would be relocated to other Tbilisi railway stations.

2.6 Project Timeframe and Cost Construction of the bypass railway line is estimated to take 36 months. The construction works will include:

preparation of required documentation

construction of a bypass line and the relevant infrastructure

clearance of the area in the central part of the city. It is estimated that the existing railway structures will be dismantled within 6 months of the completion of construction works and the launch of new rail bypass operations. “Georgian Railway” LLC is presently estimating the total cost of the Project at around 230 million Euro, not including VAT. The cost of construction of the proposed railway infrastructure and bypass railway is given in Euro and is calculated according to costs as of the 2nd quarter of 2009.


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3.0 Legal and Administrative Framework This Chapter describes the legal and administrative framework of the Tbilisi Railway Bypass project. It lists the national laws and international conventions pertinent to the Project and describes the procedure for obtaining an environmental permit to allow Project implementation. After a short overview of the requirements of international institutions and international conventions, the requirements of Georgian legislation are compared with those of the EBRD’s Environmental and Social Policy (2008) in a tabular form of gap analysis.

3.1 Administrative Framework The Ministry of Environment Protection and Natural Resources is an authorized state body regulating environmental protection issues. The Ministry exercises its authority through a central office and 6 regional departments representing the East Central, West Central, Kakheti, Kvemo Kartli, Samtskhe-Javakheti, Samegrelo and Zemo Svaneti regions. The Ministry is authorized to:

prevent, limit or terminate any activity that has or may have a negative impact on the environment or exercise the same rights when natural resources are used irrationally;

issue licenses and permits (including Environmental Impact licenses and permits);

control the mitigation activities implemented by construction companies;

obtain complete information from a construction company regarding the utilization of natural resources, monitoring systems, waste management and other issues; and

receive explanations from government representatives involved in the project. The regional departments exercise their functions within the boundaries of their regional territories. In addition to the above-mentioned departments, the Ministry also unites other organizations working on issues related to environmental protection:

Agency of Protected Areas: The agency is responsible for State Nature Reserves, National Parks, National Monuments, Managed Nature Reserves, Protected Landscapes, Bio Nature Reserves, World Heritage Territories and Wetlands of World Importance. The Agency is responsible for controlling, protecting, supervising and restoring the Protected Areas.

National Environmental Agency: The agency prepares and disseminates information about environmental conditions; holds a database of coastal engineering infrastructure; manages an information bank of minerals; establishes and manages information banks of geological resources, geodesy, cartography and land resources etc.

Environment Protection Inspectorate: The Inspectorate supervises and ensures that legislation requirements and license conditions are met; the Inspectorate also reviews reports submitted by license and permit holders etc.

The Environment Protection Committee is the authorized unit of the Parliament of Georgia that reviews environment-related issues within Parliament. The other ministries involved in the development of the Tbilisi Railway Bypass project are:

Ministry of Culture, Monument Protection and Sports;

Ministry of Agriculture;

Ministry of Labour, Health and Social Affairs;

Ministry of Economic Development;

Ministry of Refugees and Resettlement; and

Ministry of Justice (in charge of land registry).


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3.2 National Legislative Framework Legal issues regarding the environment are governed by the Constitution of Georgia and environmental protection legislation. The Constitution of Georgia gives general regulating principles on environment protection. Namely, Article 37, clause 3 states: Everyone has the right to live in a healthy environment and use natural and cultural surroundings. Everyone is obliged to protect the natural and cultural surroundings. Furthermore, Article 37, clause 5 provides that everyone has the right to complete, objective and timely information on their working and living conditions. 3.2.1 Environmental Laws Pertinent to the Project Below is a list of Georgian laws pertinent to the Project (the list is not exhaustive):

Law on Soil Protection (1994, amend.1997, 2002);

Law on System of Protected Areas (1996, amend. 2003, 2004, 2005, 2006, 2007);

Law on Natural Resources (1996);

Law on Protection of the Environment (1996, amend. 2000, 2003, 2007);

Law on Protected Areas (1996, amend. 2003, 2004, 2005, 2006, 2007);

Law on Wildlife (1997, amend. 2001, 2003, 2004);

Law on Tourism and Recreation (1997);

Law on Water (1997, amend. 2003, 2004, 2005, 2006);

Law on Sanitary Protection Zones and Resort Areas (1998);

Law on Regulation of Forest Use (1998);

Law on Hazardous Chemicals (1998, amend. 2006,2007);

Law on Pesticides and Agrochemicals (1998);

Law on State Complex Expertise and Approval of Construction Projects (1999);

Law on Protection of Ambient Air (1999, amend. 2000, 2007);

Forest Code (1999);

Law on Compensation of Damage from Hazardous Substances (1999, amend. 2002, 2003);

Law on Licensing Design-Construction Activities (1999);

Law on Cultural Heritage (1999, amend. 2007);

Law on Special Protection of Vegetation in the Boundaries of Tbilisi and the Forest Fund (2000, amend. 2005, 2007);

Law on Soil Conservation and Improvement of Fertility (2003);

Law on Red List and Red Book (2003, amend. 2006);

Law on Licenses and Permits (2005);

Law on Biological Reproduction (2006);

Law on Tbilisi National Park (2007);

Law on Environmental Permits (2007);

Law on the Status of Protected Areas (2007); and

Law on Ecological Expertise (2007).


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3.2.2 Legislation on Protected Areas The category selection, founding, functioning and management issues, and planning of the protected area systems (nature reserves, national parks, managed nature reserves, etc.) are regulated by the laws on Environment Protection, Systems of Protected Areas and the Status of Protected Areas. The Law of Georgia on Environment Protection regulates the legal aspects of relations between State organizations and individuals or legal entities in environment protection and natural resource utilization matters across the whole territory of Georgia. The law covers different aspects of protecting natural eco-systems, protected areas, global and regional management issues, bio-diversity and international cooperation matters. The objective of the Law on Protected Areas is to enable the sustainable development of natural processes by protecting the bio-geographic units of Georgia; protecting and restoring biological eco-systems, landscapes and species; protecting the endangered species and wild flora in the Red List; maintaining biological diversity; protecting and restoring historical and cultural landscapes; protecting and restoring landscapes of architectural and archaeological importance and through other environment related activities. The types of protected area in Georgia are: State Natural Reserves, National Parks, Managed Natural Reserves, Natural Monuments, Protected Landscapes and Multi-functional territories. All are surrounded by buffer zones. Nature Reserves, National Parks, Natural Monuments and Managed Nature Reserves are solely owned by the State. It is strictly prohibited for individuals or legal entities to use the natural resources of these territories. However, exceptions apply to the traditional use zones of National Parks, and certain parts of managed nature reserves and natural monuments, for ecotourism and recreation purposes. The Law on Tbilisi National Park (2007) defines the area of the park, its forest fund, a regime for using Tbilisi National Park and issues regarding its management. The proposed Bypass crosses the territory of Tbilisi National Park in its current Visitor’s Zone at two places from the north-east side of the “Tbilisi Sea”:

Section of Kvirikobiskhevi gorge, approximately 1 km;

The Tbilisi Sea’s east-east side, at the 18th km of the proposed Bypass track, approximately 350 meters.

However, is it foreseen that according to the draft legislative amendments to the Decree #729, dated November 7, 2008 of the Ministry of Environment Protection and Natural Resources on “Approval of the Rule for Regulating Function of Some Protected Areas”, a part of the Visitors Zone of Tbilisi National Park will be changed into Traditional Use Zone. The author of this draft amendment is Ministry of Environment Protection and Natural Resources of Georgia, which justifies the planned changes by that fact that the territory of the current “Visitor’s Zone” has been traditionally used by the local population for farming purposed, while the Georgia Law on “System of the Protected Areas” prohibits this type of activities in the Visitor’s Zone of the National Park. 3.2.3 Legislation on Water Resources Water resources are governed in Georgia by the following laws:

1996 Law on Protection of Environment;

1997 Law on Water;

2007 Law on Public Health;

2000 Law Regulating and Engineering Protection of Coastlines and Riverbanks; and


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Various normative acts of the Ministry of Environment Protection and Natural Resources of Georgia.

“Tbilisi Sea” is included in the “List of Surface Waters of Special and State Importance” approved by Decree No. 61 of the Minister of the Environmental Protection and Natural Resources on May 7, 1998. According to Decree No. 765 dated November 27, 2008 on amendments to the “Statement on Water Protection Zones”, for water reservoirs (e.g. lakes), which are not used as a source of potable or irrigation water, the minimum width of the water protection zone is 300 m. According to Decree No. 297/N dated August 16, 2001 of the Minster of Labour, Health and Social Protection on “Approval of Standards of Environmental Quality” the following is applicable to water resources used for potable, irrigation or other household purposes:

The minimum distance of the First Sanitary Zone depending on local sanitary and hydrological conditions is 100 meter in all directions from the water reservoir.

Minimum distance of the Second and the third Sanitary Zones into all directions from the water reservoir varies within 3-5 km (depending on the distribution of the prevailing wind)

Approximately 2-km long section of the Tbilisi Railway Bypass is located in around 1 km distance from “Tbilisi Sea “(which is the sources of the potable water). However, according to the planned amendments to the Decree No. 297/N dated August 16, 2001 of the Minster of Labour, Health and Social Protection on “Approval of Standards of Environmental Quality” the following will be applied to the proposed Tbilisi Railway Bypass Project:

“In exceptional case, considering concrete ecological situation and the justification given in Environmental Impact Assessment Report prepared in accordance to the requirements of the Law on Environmental Permits, the territorial boundaries of the Second Sanitary Zone can be changed, which will be respectively reflected in the conclusion of the relevant ecological expertise.”

3.2.4 Legislation on Land Use and Labour Detailed information about land use legislation is provided in the Resettlement Framework (RF) report. Regarding labour legislation, the general law is the Labour Code of Georgia (May 25, 2006). The Code regulates labour relations between employer and employee, including characteristics of employment of minors, prohibition of discrimination, grounds for labour relations, issues related to work, recess, rest and vacation, maternity rights and benefits, compensation and arbitration issues. The Law of Georgia on Professional Labour Unions regulates the creation of such unions. According to this law, a professional labour union is a voluntary union of individuals having the same professional interests. The objective of a union is to represent its members and protect their labour, social-economic and legal rights. According to the Constitution everyone has the right to create and unite in a professional union. 3.2.5 Procedure of Issuing an Environmental Permit The procedure of issuing an environmental permit is regulated by:

Law of Georgia on Environmental Protection;

Law of Georgia on Environmental Permits; and

Law of Georgia on Ecological Expertise.


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The Law on Environmental Permits defines the types of activity which are subject to Environmental Expertise. Article 4, clause 1 (k) states that “international and national roads; railways; bridges, tunnels and other engineering facilities related to their construction” should pass the environmental expertise procedure. The conclusions of the expertise form the basis for an environmental permit.

According to Article 6 of the law, the developer shall arrange a public hearing of the Environmental Impact Statement of the proposed project prior presenting it for the expertise.

In order to organize the public hearing the developer shall make an announcement in a national newspaper and in local papers of those administrative sub-divisions where project implementation is planned.

The announcement shall include the following information:

o Name, location and objectives of the planned activity;

o Addresses of the places where the public can obtain information about the planned activity (including Environmental Impact Statement);

o Timeframe for public comments;

o Place and date of the public hearings where the EIS will be discussed.

Within a period of one week after publishing the announcement, the developer is responsible for presenting the EIS (its hard and soft copies) to the administrative body issuing a construction permit.

Within a 45 day period after publishing the announcement, the developer shall receive and review the public comments made in written form.

Not earlier than 50 and no later than 60 days after publishing the announcement, the developer shall hold a public hearing on the planned project.

The developer is responsible for the invitation in writing of representatives from relevant local and national administrative bodies.

The public hearing shall be held in the centre of the local administrative division where the proposed activity is planned.

Article 7 of the Law on Environmental Permits states that within 5 days of the public hearing, the developer is responsible for drawing up a formal act documenting the minutes of the public hearing.

The developer shall review the public comments and consider them in the final EIS.

The developer has to explain in writing why comments or suggestions were not considered. The explanation must be sent to the author of each comment. These written replies comprise part of the EIS package.

Within one year of the public hearings and finalization of the EIS, the developer shall apply for an environmental permit in writing.

When obtaining an environmental permit the developer shall present:

o Application form;

o EIS corresponding to Georgian standards (5 hard copies and a soft copy);

o Situational Plan of the planned activity;

o Information on amount and type of expected emissions (4 copies);

o Summary of the planned activity etc.

The ministry makes its decision on permit issue within 20 days of the registration date of the developer’s application form.

The ministry shall organize the environmental expertise for the proposed activity.

An environmental permit is given only when the expertise make a positive decision.

The content of the EIS is defined by the law on Environmental Impact Assessment.

The developer bears the cost of the EIA process.


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The developer shall comply with the conditions on which the permit was issued

The Ministry of Environment Protection and Natural Resources monitors compliance with the conditions and requirements, based on which the permit was obtained.

The law on Licenses and Permits defines the responses to a breach of these requirements and/or withdrawal of the permit.

3.2.6 Environmental Quality Standards and Norms In accordance with the Law on Public Health, environmental quality standards and norms, among them those of air quality and noise level, are set by Decrees No. 297/N dated 16.08.2001 of the Minister of Labour, Health and Social Security of Georgia (including the changes made to it by further decrees of the Minister Nos. 38/N of 02.24.2003, 251/N of 09.15.1006, 351/N of 12.17.2007). Atmospheric air quality standards (level of hazardous pollution) are also defined by order of the Minister of Environment Protection and Natural Resources (#89, 23 October 2001) on approval of the rule for calculation of index of pollution of atmospheric air with hazardous pollutants. Table 3.2-1. Maximum Admissible Concentrations (MAC) in Ambient Air

Substance MAC, mg/m3

Nitrogen Dioxide 0.085

Sulphur Dioxide 0.5

Carbon Monoxide 5.0

Saturated Carbohydrates, C6-C10 30.0

Inorganic dust 0.3

Georgian standards for noise control are set in the Decree of the Minister for Health, Labour and Social Affairs (297n of August 16, 2001) on ‘Approval of Environmental Quality Standards’, which specifies the tolerable and maximum admissible levels of noise for different zones. Table 3.2-2. Admissible Equivalent and Maximum Sound Levels

Type of area, Time

Equivalent sound levels, dBA

Maximum sound level, dBA

Areas bordering residential houses, schools and other educational institution buildings

7 AM - 11 PM

11 PM - 7 AM

55

45

70

60

Areas bordering hospitals

7 AM - 11 PM

11 PM - 7 AM

45

35

60

50


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Table 3.2-3. Georgian General Admissible Vibration Values in Residential Houses, Hospitals and Rest Houses, Sanitary Norms 2001

General Admissible Vibration Values in Residential Houses, Hospitals and Rest Houses

Allowable Values X0,Y0, Z0

Vibro-acceleration Vibro-speed Average geometric

frequencies of octave zones (Hz)

m/sec2 dB m/sec * 10-4 dB

2 4.0 72 3.2 76

4 4.5 73 1.8 71

8 5.6 75 1.1 67

16 11.0 81 1.1 67

31.5 22.0 87 1.1 67

63 45.0 93 1.1 67

Corrected and equivalent corrected values and their levels

4.0 72 1.1 67

Note: It is allowable to exceed vibration normative values during daytime by 5 dB during daytime In this table of inconstant vibrations, a correction for the allowable level values is 10dB, while the

absolute values are multiplied by 0.32. The allowable levels of vibration for hospitals and rest houses have to be reduced by 3dB.

Environmental standards regulate quality condition requirements of the environment and determine maximum allowable concentration of substances harmful for human health and environment which are contained in water, air and soil. In Georgia, soil quality evaluation criteria is determined by instructions on “Level of Chemical Contamination of Soil” (MM 2.1.7. 004-02). Information on soil quality indicators is given in the table 3.2-4. Table 3.2-4. Soil Quality Indicators

Component Unit Level

Metals and Other

Boron mg/kg -

Arsenic mg/kg 2-10*

Cadmium mg/kg 2*

Copper mg/kg 3-132*

Mercury mg/kg 2.1

Nickel mg/kg 4-80*

Lead mg/kg 32-130*

Selenium mg/kg -

Zinc mg/kg 23-220*

Compound Hydrocarbons mg/kg 0.1

Phenol (Compound) mg/kg -

Cyanide mg/kg -

Sulphate mg/kg -

Chloride mg/kg -

Ammonium Nitrogen mg/kg -


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Evaporable Organic Compounds

Benzoyl mg/kg 0.3

Toluol mg/kg 0.3

Ethylbenzene mg/kg -

Compound Xylene mg/kg 0.3

Semi-Evaporable Compounds

Benzoapiren mg/kg 0.02-0.2

Izopropilen-benzol mg/kg 0.5

Pesticides

Atrazin mg/kg 0.01-0.5

Linden mg/kg 0.1

DDT (and its metabolite) mg/kg 0.1

*Note: There is no screening measurement for Natrium and Neutral (clay and clay-type) pH>5.5 Georgian legislation does not regulate quality standards for groundwater. Quality of groundwater is regulated by norms set for potable water. Potable water quality criteria are determined by technical regulations on potable water (approved by 17.12.2007 #349/N Decree of the Ministry of Labour, Health and Social Affairs). Potable water quality criteria are given in table 3.2-5. Table 3.2-5. Potable Water Criteria


Metals and Other

Boron mg/l 0.5

Arsenic mg/l 0.01

Cadmium mg/l 0.003

Chrome mg/l -

Copper mg/l 2

Mercury mg/l 0.006

Nickel mg/l 0.07

Lead mg/l 0.01

Selene mg/l 0.01

Zinc mg/l 3

Compound Hydrocarbons mg/l 0.1

Phenol (Compound) mg/l -

Cyanide mg/l 0.07

Sulphate mg/l 250

Chloride mg/l 250

Ammonium Nitrogen mg/l -

pH 6-9

BCO mg/l -

CCO mg/l -


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TOC mg/l -

Natrium mg/l 200

Electric Conductivity S/cm -

Evaporable Organic Compounds

Benzyl mg/l -

Toluol mg/l -

Ethylbenzene mg/l -

Compound Xylene mg/l -

Semi-Evaporable Compounds mg/l

Benzoapiren mg/l

Izopropilen-benzol mg/l

Pesticides mg/l

Atrazin mg/l

Linden mg/l

DDT (and its metabolite) mg/l

Tolerable concentrates of some harmful substances in atmospheric air is given in table 3.2-6. Table 3.2-6. Allowable Concentration of Some Harmful Substances in Air

Substance Permitted Tolerance (MPC), mg/m3

Maximum Single Use Average 24h

Dust with Asbestos Concentration 0 0.06

Non-Organic Dust

Silicon Dioxide > 70% 0.15 0.05

Silicon Dioxide 70%-20% 0.3 0.1

Silicon Dioxide <20% 0.5 0.15

Carbon Dioxide - 0.0004

Nitrogen Oxide 0.4 0.06

Nitrogen Dioxide 0.085 0.04

Sulphur Dioxide 0.5 0.05

Harmful substance emission/discharge (water, air, soil) quotas determine maximum tolerable limits. List of substances is given in the regulation (#139, 25.11.1997) on “Approval of Ratio of Harmful Substances Emitted from Stationary Contamination Sources”, Ministry of Environment Protection and Natural Resources. 3.2.7 National Strategies and Plans The creation of a National Biodiversity Strategy and Action Plan (NBSAP) is required by the Convention on Bio-Diversity. The objective of this strategy is to protect bio-diversity, ensure its sustainable use and fair access to its benefits. The NBSAP was approved by the cabinet of Ministers on February 19, 2005, resolution #27.


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The Red List is another important tool for environmental protection. An updated red list was approved and enforced in May, 2006. The recommendations and principles of the International Union for Conservation of Nature (IUCN) were considered while developing the Red List. The proposed Tbilisi Railway Bypass project is connected to the New General Plan for Prospective Development of Tbilisi, approved on June 5, 2009 by Tbilisi Municipality Council Decision No. 6-17. Chapter IX – Engineering Infrastructure, Article 20, of the new plan considers the relocation of existing railway facilities away from Tbilisi and the prospective usage of the territory released between Didube Station and Central Station as a multiple purpose urban centre.

3.3 EC Regulations Related to EIA EC regulations related to EIA are:

Council Directive of 27 June 1985 on the assessment of the effects of certain public and private projects on the environment 85/337/EEC; and

Council Directive 97/11/EC of 3 March 1997 amending Directive 85/337/EEC on the assessment of the effects of certain public and private projects on the environment

3.4 Requirements of International Financial Institutions International crediting organizations, such as the European Bank for Reconstruction and Development (EBRD) and European Investment Bank (EIB) require that the projects they finance comply with the country’s national standards as well as the environmental and social policies developed by crediting institutions. Therefore, in addition to Georgian legislation, the Project should correspond to:

EBRD’s Environment Protection Procedures (2003);

EBRD’s Environmental and Social Policy (2008);

EBRD’s Public Information Policy (2008);

EBRD’s Country Strategy, Georgia (November 21, 2006); and

European Investment Bank, Environmental and Social Policy (2007). 3.4.1 EBRD Environmental and Social Policy The EBRD will seek to ensure through its environmental and social appraisal and monitoring processes that the projects it finances are socially and environmentally sustainable; respect the rights of affected workers and communities and are designed and operated in compliance with applicable regulatory requirements and international best practice. In order to translate this objective into successful practical outcomes, the Bank has adopted a comprehensive set of specific Performance Requirements (“PRs”) that clients are expected to meet, covering key areas of environmental and social impacts and issues. The Bank is committed to promoting European Union (EU) environmental standards as well as the European Principles for the Environment, to which it is a signatory, which is reflected in the PRs. To help clients and/or their projects achieve this, the Bank has defined specific PRs for key areas of environmental and social issues and impacts as listed below:

PR 1: Environmental and Social Appraisal and Management;

PR 2: Labour and Working Conditions;

PR 3: Pollution Prevention and Abatement;

PR 4: Community Health, Safety and Security;

PR 5: Land Acquisition, Involuntary Resettlement and Economic Displacement;


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PR 6: Biodiversity Conservation and Sustainable Natural Resource Management;

PR 7: Indigenous Peoples;

PR 8: Cultural Heritage;

PR 9: Financial Intermediaries;

PR 10: Information Disclosure and Stakeholder Engagement. PRs 1 through 8 and 10 include the requirements for direct investment operations; PR 2 and PR 9 are for financial intermediary operations. Each PR defines, in its objectives, the desired outcomes, followed by specific requirements for clients to help them achieve these outcomes. Compliance with relevant national laws is an integral part of all PRs. 3.4.2 EBRD Project Categorisation EBRD categorises proposed projects as A/B/C/FI based on environmental and social criteria to: (i) reflect the level of potential environmental and social impacts and issues associated with the proposed project; and (ii) determine the nature and level of environmental and social investigations, information disclosure and stakeholder engagement required for each project, taking into account the nature, location, sensitivity and scale of the project, and the nature and magnitude of its possible environmental and social impacts and issues. Tbilisi Railway Bypass project is classified as Category “A “, as it can result “in potentially significant and diverse adverse future environmental and/or social impacts and issues which, at the time of categorisation, cannot readily be identified or assessed and which require a formalised and participatory assessment process carried out by independent third party specialists in accordance with the PRs. An indicative list of Category A projects is presented in Appendix 1 of EBRD Environmental and Social Policy (2008). Appendix 1 states that the “Category A” projects list applies to “greenfield” or major extension or transformation-conversion projects. Article 7 states that “Category A” is assigned to: “Construction of motorways, express roads and lines for long-distance railway traffic; airports with a basic runway length of 2,100 metres or more; new roads of four or more lanes, or realignment and/or widening of existing roads to provide four or more lanes, where such new roads, or realigned and/or widened sections of road would be 10 kilometres or more in continuous length.”

3.5 International Conventions and Agreements Georgia is a party to the following environmental protection conventions and agreements:

UN Framework Convention on Climate Change;

UN Framework Convention on Climate Change Kyoto Protocol;

Montreal Protocol on Substances That Deplete the Ozone Layer (also London, Copenhagen and Montreal revisions);

Vienna Convention for the Protection of the Ozone Layer;

Geneva Convention on Long-range Trans-boundary Air Pollution;

Ramsar Convention on Wetlands of International Importance, especially as Waterfowl Habitat;

UN Rio de Janeiro Convention on biological diversity;

Convention on International Trade in Endangered Species of Wild Fauna and Flora (CITES);

Convention on Migratory Species;

Paris Convention on the Protection of World Culture and Natural Heritage;

European Archaeological Heritage Convention; and

Aarhus Convention on access to ecological information, public participation in decision-making and access to justice on environmental issues.


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3.6 Gap Analysis – Requirements of EBRD’s Environmental and Social Policy and Georgian Legislation The table below summarized the comparative analysis of requirements of EBRD’s Environmental and Social Policy and Georgian Legislation. Table 3.6-1. Gap Analysis – Requirements of EBRD’s Environmental and Social Policy and Georgian Legislation

Issues Requirements of EBRD’s

Environmental and Social Policy Requirements of Georgian Legislation Remarks

Environmental and Social impact

Preliminary assessment of expected social and environmental impact (PR 1, items 2-5).

Law of Georgia on Environment Impact Licensing, article 3, clause (d):

“Environmental impact assessment is a study and research procedure with the purpose of protecting selected components of environmental, human, landscape and cultural heritage”

No specific regulation in Georgia for Preliminary scoping & screening

No specific regulation in Georgia for Post-project monitoring

Labour Relations

Establish and maintain a sound worker-management relationship based on labour contracts, existing legislation and ILO Convention. More specifically, attention should be paid to: documenting labour relationships; child labour abolition; forced labour abolition; prohibition of discrimination; freedom of creation of professional labour unions; enabling safe working conditions; providing a grievance mechanism from the time of employment to raise reasonable workplace concerns and enable timely review of such concerns through administrative mechanisms and guarantees (PR 2, items 1, 5-11, 18).

Labour Code of Georgia Georgian legislation does not envisage an

administrative mechanism for grievance submission and timely review

Pollution Prevention and Abatement

Measures should be taken to prevent or abate pollution of communities and environment (PR 3, item 1)

EBRD is committed to supporting: the precautionary principle; the prevention principle; the principle that environmental damage should as a priority be rectified at source; and the polluter pays principle (PR 3, item 2).

Law of Georgia on Environment Protection, Article 5, clause 2, general principles of environment protection:

- Risk abatement principle;

- Sustainability principle;

- Prioritizing principle;

- Paid use of natural resources;

- The polluter pays principle;

- Sustainability of biodiversity;

- waste abatement, recycling, restitution;

Georgian legislation on Waste Management is mainly in draft form.

The only legislative act, which has legal force, is the “Law of Georgia on Transit and Import of Wastes in the Territory of Georgia”.

The following decrees of the Ministry of Labour, Health and Social Protection of Georgia define the waste management rules:

Decree on “Approval of arrangement of landfills for disposal of solid household


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- environment impact assessment;

- public participation in decision-making;

- access to information.

wastes and adoption of sanitary rules and norms” ( 2003) and

Decree on “Approval of the rules of collection, storage and neutralization of the wastes of medical institutions” (2001).

Community Health, Safety and Security

To avoid or minimize risks and impacts on the health and safety of the local community during the project (PR 4, item 4)

Law of Georgia on Environment Protection

- Article 3, clause 2, sub-clause (a) - “protect and maintain healthy and safe environment for human health.”

- Article 6, clause (a) – “a citizen has the right to live in a safe and healthy environment.”

No major gaps are identified

Biodiversity conservation and Sustainable Management of Living Natural Resources

To protect and conserve biodiversity;

To avoid, minimize and mitigate impacts on biodiversity, etc.(PR 6, item 3)

Law of Georgia on Environment Protection, Article 5, clause 2 lists the following principles:

- risk abatement

- sustainability

- polluter pays

- sustaining bio-diversity

- minimizing waste

- restitution

No major gaps are identified

Indigenous Peoples

EBRD’s Environmental and Social Policy considers Indigenous Peoples as a group of individuals pursuing tribal lives, are engaged in agriculture production, have their own criteria and way of living. They are radically different with national, religious backgrounds as well as with different habits (PR 7, item 1).

Georgian legislation does not define or regulate the existence of such groups.

Cultural Heritage The client is obliged to support protection and to

protect cultural heritage from adverse impacts of project activities (PR 8, item 4).

Law of Georgia on Cultural Heritage

No major gaps identified

Georgia is a party to the European Archaeological Heritage Convention and Paris Convention on Protection of the World Culture and Nature Heritage;

Information Disclosure and Stakeholder

EBRD shall make the ESIA report for public sector projects publicly available for 120 days (PR

Law of Georgia on Environment Impact Licensing, Article 6, clause 4

EBRD’s Social and Environmental Policy (PR 10) and Public Information Policy (3.4.1) provide longer terms for holding public


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Engagement 10, item 18) Public comments and suggestions should be reviewed within 45 days of publishing the announcement of the proposed project;

Public hearings should be held not earlier than 50 and no later than 60 days after making an announcement.

consultations.

No specific requirement in Georgia for public consultation at project scoping stage.

Aarhus Convention is ratified in Georgia.


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4.0 Public Information and Engagement Process

Introduction

A stakeholder consultation and engagement process has been implemented within the framework of the Tbilisi Railway Bypass Project development, based on the requirements of the European Bank for Reconstruction and Development (EBRD) and Georgian legislation in terms of disclosure of project related information and public consultation, as well as the requirements of the European Investment Bank (EIB).

A Stakeholder Engagement Plan (SEP) has been developed (See Appendix C) that facilitates the stakeholder information and involvement process for the project. Stakeholder Engagement Plan (SEP) was submitted to the Georgian Railway.

4.1 Consultations held and information provided

4.1.1 Preliminary Consultations with high-level stakeholders Georgian Railway launched preliminary consultations with the project’s high-level stakeholders in October 2008. These preliminary consultations included meetings with the Prime Minister of Georgia, Tbilisi Municipality, European Bank for Reconstruction and Development (EBRD), Georgian Oil and Gas Corporation (GOGC), KievGiproTrans (KGT) along with its subcontractors, and with the following ministries: Ministry of Economical Development of Georgia, Ministry of Finance and the Ministry of Environment Protection and Natural Resources of Georgia. During these meetings, GR provided them with information on the project: its aims, benefits and construction details. In advance of the meeting, the GR sent a letter to the GOGC informing them that the Georgian Railway is planning to implement the Tbilisi Railway Bypass Project. After meetings with the Tbilisi Municipality and Ministry of Environment Protection and Natural Resources of Georgia, formal letters were also sent to those structures regarding the project. The Ministry of Justice were also informed of the planned project with a letter containing information on the project. 4.1.2 Scoping meeting Before the start of primary consultation processes with stakeholders, stakeholder analysis has been conducted and all key project stakeholders were identified. The first consultation / scoping meeting with all project stakeholders (except the general public6) was conducted on July 21, 2009. The meeting was organized in the Metechi Palace hotel (Tbilisi, Georgia). A week prior to the meeting, all the invitees received the invitation letter with brief information on the aims of meeting and the project scoping report. In order to ensure maximum involvement of stakeholders, the scoping report together with the announcement on the meeting was distributed via electronic networks of the Caucasus Environmental NGO Network (CENN)7 and Aarhus Centre. Project scoping reports in Georgian and English languages were available for all interested parties on CENN and Aarhus Centre websites a week prior to the meeting.

6 Since no decision on the final routing had been made at that stage, it was decided not to contact them and avoid disturbing them. 7 CENN electronic network has more that 16,000 subscribers.


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The meeting was attended by representatives of governmental organizations, different ministries, utilities, relevant municipalities, NGOs, scientific community (the list of participants is available in the Appendix I). All invitees received a copy of the scoping report in soft and hard copies and forms of Comments & Suggestions along with the invitation letter to be familiarized with the project and provide feedback during the meeting. The maps of alternative project routes were displayed on the walls of the meeting room to make them more clearly perceived by the stakeholders. In addition, during the scoping meeting brochures of the project were distributed (See Appendix L). The minutes, agenda and photo materials of the scoping meeting are available in Appendix I.

4.1.3 Media Coverage Press Conference for media

On July 24, 2009 a press conference was organized attended by all the key mass media of Georgia (TV Channels – Georgian Public Broadcasting, Rustavi2, Imedi, Maestro, Alania; Radio Channels - Imedi, Green Wave). Mr. Irakli Ezugbaia, Director General of Georgian Railway and Mr. Gigi Ugulava, Mayor of Tbilisi presented to the audience the project: project needs and justification, its aims, project implementation process, etc. The maps of alternative project routes were displayed on the walls to aid visualization of the project and its effects on the city. During the press-conference, project brochures and press releases were distributed (See Appendix L). In addition, in September, project press release will be distributed via the CENN media list that consists of all TV and radio channels, as well as representatives of printed media like: 24 Saati, Akhali Versia, Akhali Taoba, Alia, Rezonansi, Kviris Palitra, Georgia Today, The Messenger, etc. in order to ensure broader media coverage of the project. TV coverage Information on the planned project was broadcasted in the following TV programs: Table 4.1-1. Information outreach about the project in Georgian TV channels

TV Channel Program Date

Business courier Rustavi2 16.07.09

Moambe (16:00) Georgian Public Broadcasting (I channel) 24.07.09

Moambe (20:00) Georgian Public Broadcasting (I channel) 24.07.09

Courier (15:00) Rustavi2 24.07.09



Capital Imedi TV 24.07.09

Chronicle of Tbilisi (Tbilisis Kronika) Georgian Public Broadcasting (I channel) 24.07.09


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Radio Program On July 31, 2009 a radio show dedicated to the project was broadcast on the Radio Channel Imedi. This radio program was very important to reach that segment of the public that do not read newspapers or watch TV (news programs) but listen to the radio. Public Social Advertisement of the Project To ensure broad public outreach about the project, GR installed the hot line and Comments & Suggestions boxes in concerned Municipalities and the Georgian Railway Administrative office, prepared a leaflet of the Project for public information (see Appendix L) that were places next to the Comments & Suggestions boxes. GR also prepared a Public Social Advertisement (PSA) about the Project. PSA will be aired through the following TV channels: Imedi, Rustavi in September, 2009.

4.1.4 Consultation meeting with companies connected to the railway system via the rail sidings

On July 24, 2009 a consultation meeting with railway siding owners, whose businesses are connected with the railroad and who, after replacement of the railway will lose direct connection to the mainline, was held in the main office of the Georgian Railway LLC (GR). The meeting was attended by representatives of eleven (11) out of the existing twenty nine (29) companies. The list of companies connected to the railway system via the rail sidings is available in Appendix I as well as in the Annex of the SEP. Representatives of the invited companies were given detailed information about the project and afterwards invited to comment. The different alternative solutions to development of the railway sidings after the railway relocation were discussed at the meeting. The minutes of the consultation meeting are presented in Appendix I. 4.1.5 Consultations with governmental structures – municipalities and

different ministries

On July 28, 2009, letters with information on the project were sent to the targeted municipalities of Tbilisi (Didube-Chughureti, Gldani-Nadzaladevi and Isani-Samgori Municipalities) and Tbilisi City Hall, Mtskheta council, as well as to the Ministry of Environment Protection and Natural Resources, Ministry of Labour, Health and Social Affairs of, Ministry of Agricultural Development and National Security Council. With these letters, the entities were asked to provide information on the following issues: existing level of pollution on the project area, location of diseased cattle burials in the project area of influence, situation in terms of radioactive pollution on the former Mtskheta atomic reactor and adjacent territory, existence of storage of radioactive and other dangerous substances located in the project area and any comments / notes on the planned project they have. After the letters were sent, the consultation meetings were organized with the above mentioned institutions.


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4.1.6 Consultations with Patriarchate On July 29, 2009 a consultation meeting was organized with the Patriarchate Administration at the main office of the Georgian Railway. The meeting was attended by Mr. Nodar Balavadze, Deputy Head of Infrastructure Department of the Georgian Railway and Mr. David Sadradze, Deputy Head of the Projects and Development Department of the Georgian Railway, and Mr. Tariel Chigogidze, Head of the Architecture Centre of the Patriarchate. The possible alternative project routes were briefly discussed. The main issue of the meeting concerned the area owned by the Patriarchate located near the project implementation area (7.5 ha located on Libani street, Gldani-Nadzaladevi Municipality). This territory was transferred to the Patriarchate by Presidential decree on June 25, 2009. As a result of the meeting, it was decided that representatives of the Patriarchate together with project engineers will go and study the situation on site. 4.1.7 Consultations with the Scientific Community Consultations were conducted with the representatives of following scientific institutions: Institute of Agrarian Radiology and Ecology, Georgian Technical University, Georgian State Museum, Institute of Zoology, Institute of Inorganic Chemistry and Electrochemistry, Batumi State University, Biotechnology Centre. Scientific community emphasized that the special attention should be paid on considering the areas of cattle burials in the target area in order to avoid outbreaks of different infectious diseases and hydrogeology of the area during the bypass construction works. 4.1.8 Comments & Suggestions Boxes Comments & Suggestions Boxes labelled as “Comment Box for Tbilisi Railway Bypass Project” were installed in front of Isani-Samgori, Gldani-Nadzaladevi and Didube-Chughureti Municipalities, Mtskheta Council and the Georgian Railway Administrative office. In addition to the Comments & Suggestions Forms, the boxes also contain project leaflets (see Appendix L) in order to broadly distribute information on the project. Photos of the boxes are available in Appendix J. GR will appoint a special person to be responsible for the collection of complaints forms from the boxes; this person will check all five (5) boxes and collect the forms on a weekly basis. During the meetings, stakeholders were informed that Comments & Suggestions Forms are available from the local administrative bodies within Tbilisi municipality (Isani-Samgori, Gldani-Nadzaladevi and Didube-Chughureti), Mtskheta Council, GR and the Aarhus Centre. 4.1.9 Publishing of project information online Project related information (project brochure, scoping report, comments and grievance from) was posted on the following web sites:

The Georgian railway (in the section new projects: www.railway.ge/portal/alias__Railway/lang__ka-GE/tabid__873/default.aspx);


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Aarhus Centre of Georgia http://aarhus.dsl.ge/index.php?lang_id=GEO&sec_id=6&info_id=1080

Caucasus Environmental NGO Network (CENN) - www.cenn.org/wssl/index.php

4.1.10 Hot Line In addition, on August GR launched a hot line (Tel.: 56 54 90) through which stakeholders could raise their concerns. All incoming calls are registered and taped.

4.2 Key issues raised during the consultation process: The following key concerns were raised by the stakeholders during the public consultation meetings:

1. Existence of a former atomic reactor still undergoing decommissioning located in Mtskheta near Karsani where construction of station is planned;

2. The storage of radioactive and other dangerous substances located in the project influence

area controlled by the National Security Council. The storage will definitely need relocation.

3. Existence of diseased cattle burials in the project area of influence;

4. Existence of Gldani and Norio dumpsites The Georgian Railway took into consideration these issues and noted they would pay special attention to these concerns during project development, construction and later in the operation stage of the bypass.

4.3 Further Engagement Process After the bypass goes into operation, GR will continue constructive cooperation with the project stakeholders. The stakeholders will have opportunity to submit any grievances or comments they have to GR, who shall respond according to the General Administrative Code of Georgia. According to the General Administrative Code of Georgia, the author of the complaint8 will receive an answer to their complaint at the address noted in the Comments & Suggestions Form within ten (10) days. If the complaint refers to a case that needs the collection and processing of certain types of information from different agencies or units within the company, the author of the complaint will receive an answer informing that the issue raised is being processed. The letter will indicate the person responsible for the answer from the Georgian Railway, the reference number of the complaint and the approximate date of final answer. In the last case, the author of the complaint will receive an answer to the submitted complaint at the address noted in the Comments & Suggestions Form within a maximum of a month.

8 In case the complaint was not anonymous


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5.0 Baseline Environmental and Socioeconomic Conditions

5.1 Environmental Baseline

5.1.1 Climate The climate of Tbilisi and its surroundings is moderately continental, with predominant North-West and Easterly wind, defined by local meso-relief. Maximum wind speed may reach 30 m/second and more. The lowest winds occur in November and December. The average annual temperature is 10.50-12.50C. The average annual relative humidity is 68%, and annual precipitation of 450-550 mm, with the maximum in May-June and minimum in August-September. The daily level of precipitation is 80-130 mm. Intense rains (heavy showers) are frequent in Tbilisi; the maximum intensity of 2 mm/minute is anticipated twice a year in May-June. Snow cover may be formed as early as September and melt in March-April. The depth of snow cover is 10 cm on average but may reach 30-40 cm. The annual humidity balance is negative. 5.1.2 Major Landscapes and Ecosystems From archaeological findings at monuments in the margins of Samgori Hill valley and the adjacent Tbilisi ravine (Martkopi, Lilo, Gldani, Didube, Nadzaladevi districts, etc.) it is clear that the territories located along the preferred route of the Tbilisi railway bypass project have constantly undergone the impact of human economic activities over the last 4-5 thousand years. As a result, the natural landscapes of these territories, have undergone step by step anthropogenic transformation. According to paleo-botanic data (Kvavadze, 1999) past habitats were initially represented by hemixerophil and partially arid wood massifs and single areas of natural yellow bluestem grass steppe, The process of anthropogenic transformation of the natural landscape was especially intensified after a large water reservoir, “Tbilisi Sea”, was created to irrigate the lands of Samgori valley (1951). The majority of the natural Samgori landscape became cultural-agricultural lands (settlement territories). At present, areas of greatly modified natural landscapes only remain at single areas along the railway bypass, mainly for the purpose of land cultivation. More frequently the secondary natural landscapes have merged with the cultural landscape into single areas (arable-seeding land, gardens- vineyards, for grassland, settlement territories, etc.). Along the Tbilisi railway bypass route, the cultural and secondary natural landscapes show the following:

1. The Western part of the railway bypass: starts approximately 0.8 km East of Mukhadgverdi village, along to the crossing of the Mtkvari River and “Zahesi” derivation channel, to the Western section of the Naserali mountain ridge. The length is approximately 10 km. Along this section, the projected railway follows the low foothills of the Saguramo ridge, on a substrate of sand stone and clays of the tertiary period, at some places covered by a layer of diluvium and diluvium–proluvium macadam clays. The majority of the railway track is inclined to the South. The tilt angle exceeds 10-15 degrees in some places. This section of railway track mainly passes through civil-settlement territories – the remote Northern part of “Zahesi” settlement, the remote Northern part of “Zhinvalhesi” and four dwelling quarters of Gldani Village. At the Western part, the territories located along the railway bypass are included in the zone that connects the foothills of the Southern slope of Saguramo ridge and the tilted valley of the intensively cultivated foothills, by men. In this zone, in the conditions of hot and moderately humid subtropical climate, at the relief cut by dry gulls with brown forest soil and humus-carbonate soil, very degraded hornbeam bush and oak bush and thorn bush landscape is developed (mixed junipers of blackthorn, meadow sweet, hawthorn, cornel, etc.). The mentioned landscape is in immediate contact with the cultural landscape (built up


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settlement territories). It is remarkable that some kind of the vegetation presented in the “Red Book” (e.g. ulmus) is discovered at the territory of the population settlement places.

2. Central area of the railway bypass goes from the East section of the Naserali ridge to village

Patara Lilo. The length is approximately 13 km. At the mentioned section, the railway bypass crosses Samgori hilly-wavy plain, the surface of which is quite deeply and intensely divided by small constant and temporary rivers with ravine erosion and dozens of dry ravines - Khevdzmara, Saaptrekhevi, Kvirikobiskhevi, Porakaantkhevi, Pshatiskhevi and others. The cut depth at the mentioned ravines and gullies varies from 2-3 meters to 10-15 meters. The slopes of the ravines and gullies at the most part are distinguished by fine contours and at some places they are of plateau type. At the large part of the railway bypass, in the conditions of hot summer climate transitive from moderately warm steppe to moderately humid, the landscape of secondary mixed yellow bluestem grass and juniper valley prevails at the surface of the wavy plain. Mainly the vegetation background of the yellow bluestem valley is formed from the blue grass, Lucerne, Variegated Brome, Chardon, clover, timothy, etc. The juniper valley in the form of the remains of the summer green xerophile and hemi xerophile bushes and bush forests mainly is left on the slopes of the ravines and gullies forming the thick cover, but mainly scattered as bushes. The main background of the yellow bluestem valley is formed from the blackthorn, buckthorn, meadow-sweet, hawthorn, almond bush, etc. At some places the oak bush and hornbeam bush are added to this species. The areas formed from the thick cover of the oak bush, hornbeam bush, elm and other broad-leaved species along the Kvirikobiskhevi river bottom and adjacent territory are remarkable.

3. The East part of the railway bypass: from village Patara Lilo to Samgori farm. The length is

approximately 8.5 km. At this section, the railway crosses the comparatively flat surface plain tilted to the South direction, where the Zemo Samgori irrigation canal is built, also the Tetriskhevi river and several small depth dry ravines. The railway at the crossing from village Patara Lilo to Tetriskhevi river mainly lies at the territories covered by thorn bush valleys. Only at the section of approximately 1 km from the plain hillock foot (711.5) to the riverbed of the Tetriskhevi river the railway passes the lands covered by perennial plantations (mainly of the vineyards and the gardens- vegetable gardens). To the East the most part of the territories up to Samgori farm is covered by the perennial plantations – the vineyards, fruit gardens and population garden plots. Only at some places the secondary forest-bush and valley bush landscape is left by narrow zones. As a result of the above mentioned, at the East part of the railway bypass, single fragments of greatly degraded forest bush and valley bush are presented, merged with the agricultural farming landscape.

4. Along the railway bypass, with the minimal distance of 400-900 meters to the South, two intra

zonal aqua landscapes are presented. At the West section of the projected railway to the East from Gldani village Great Lake (Didi Tba) is located (length – 850-900 m; width – 250-300 m) representing the salty water reservoir, fed mainly by the atmosphere sediments and partially by the ground waters. The edges of the lake are at some places swampy and covered by the swamp plantation (cane, rush). The landscape of the territories along the railway bypass is mostly occupied by Tbilisi artificial water reservoir – the Tbilisi Sea (length- 9 km; width- 1.5-2 km; space- 38 km2; maximum depth – 45 m; water volume- 308 million m3) fed by Iveri river water and the water channel built from the Zhinvali water reservoir. It is regulating the Samgori irrigation system and meanwhile is used for the water supply of Tbilisi. The North and the South-West edges of the Tbilisi Sea are arranged (the parks of dendrology, culture and rest, friendship, sport complexes are created, etc.). The rest part of the water reservoir shore line is yet less developed and covered by the thorn bush valley landscapes.


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5.1.3 Geology and Geomorphology 5.1.3.1 Geomorphology The territory in the margins of which the construction of the Tbilisi railway bypass is considered, is included into the East inundation zone of the Trans-Caucasian intermontane area (Mtkvari intermontane depression) according to the Georgian tectonic zonal scheme (Gamkrelidze, 2000) at Kartli molassic sub zone. According to the Georgian geomorphologic division into areas, the mentioned territory (Геоморфология Грузии, 1971), is included into the geomorphologic zone of the mountain lowering. The most part of this territory includes the North-West section of the Iveri (Gare Kakheti) highland (immediately set against Tbilisi) representing the Samgori hill-wavy plain. The extreme Western part of the railway bypass after passing the hilly zone of the South foothills of the Saguramo ridge crosses the bottom of the Mtkvari river ravine at the distance of 0.6 km to the West from the “Zahesi” settlement near Mukhadgverdi village. The relative difference between the heights of the railway lay surface is equal to 270 m. The absolute height of the railway lay surface at Mukhadgverdi village is 430 meters, at the right side (Western) of Kvirikobiskhevi ravine (to the North of the Tbilisi Sea) is 700 m, and at the extreme East-South section (to the West of the Lochini river) is equal to 520 meters. The South foothills line of Iveri mountain ridge and Saguramo mountain ridge immediately located along the railway bypass are formed by the tertiary period clastic rocks – Oligocene, Early Miocene arcosic sandstones, gypsum clays; middle Miocene and Sarmat clays, sandstones, marl, late Meocene gypsum clays and sandstones, The mentioned rocks at most part are covered by proluvium, diluvium-proluvium and alluvial sediments of the quaternary period (loamy, leossial clays, macadam, pebbles). The foothills line of the Saguramo mountain ridge along the projected railway is characterized by hilly and low mountain erosion-denudation and at times by the relief divided by temporary ravines. Along the railway bypass, the surface of the relief is perceptibly tilted to the South and the South-West direction. The most part of the territories located along the railway is developed by the constructions of various designations (mainly dwelling). The morphographic elements of the Samgori wavy plain alongside the railway are represented by the hills of comparatively less relativity height (Naserali mountain, Kvirikoba mountain, the South slope of the Kashveti mountain, etc.), hills with the flat plateau type surfaces. For the mentioned forms of the relief mainly tilted and at times ravine slopes are typical. Along the projected railway in the boundaries of the Samgori wavy plain, the less volume flat bottomed accumulative hollows are met. Among them Gldani dwelling quarter North side, Great Lake (Didi Tba) hollow has to be mentioned the first. The territories located along the railway in the boundaries of the Samgori wavy plain are free from the population settlements. The railway crosses Zemo Samgori irrigation canal and several automobile highways, connecting Tbilisi-Telavi highway to village Lilo, Patara Lilo and other settlement places. It is remarkable that the railway bypass also crosses the Gldaniskhevi, Khevdzmara, Kvirikobiskhevi, Patarakhevi, Tetrikhevi ravines sections, the erosion cut depth varies at 5-10 meters. 5.1.3.2 Evaluation of the Geological Conditions and Geohazards History of Geological Development The Early Eocene sediments are of the oldest geological origin in the area of the railway bypass and the adjacent territories. The sea transgression took place at Early Eocene, coinciding with the formation of the Adjara-Trialeti wrinkled system being the reason of intense sedimentation of the coarse grained material. The lithofacial character of the sediments of the early stage of Early Eocene (Tbilisi chain) proves that the underwater Amlevi-Teleti zone rise influenced it greatly. During Olygocene in the area of the railway bypass and adjacent territories, the accumulation of the terigenic material took place coming as from the North as from the South-North. The material coming


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from the Adjara-Trialeti wrinkle system (South North) was decisive. In the cross cut of the Oligocene sediments, the existence of the tufogenic material is marked, indicating to the development of the volcanic processes. At Sakaraulo century the terigenic material - terigen and graywackle sandstones change by quartz –feldspar continued at this area explained by the increase of the territory of the land formed by the cristalline rocks (at the place of the Caucasian ridge). In the sediments of the Sakaraulo horizon the decrease of the fragment material coming from the North and its enrichment by the Pelaocene and Eocene tufogenic rocks by the washing is obvious to the South of the Ormoiani syncline. The sediments of the Sakaraulo horizon along the South wing of this syncline are mainly presented by the strong foliate layers of the quartz feldspar and along the North wing mainly by the clays. The washing material of the effusion rocks prevails in the sandstone composition. At the beginning of the Kotsakhuri century (early stage of Early Miocene) in the margins of the research area mainly the clays were forming the sediment what proves that at this period the material of the washing regions did not completely reach the mentioned area. At the end of the Kotsakhuri century the wrinkling began and the Sea regression connected to the Chokraki pre-orophase. As a result of the tectogenesis the important part of the South-West territory was freed of water. Accordingly the sand clays and the sand stones formed sediments at the upper part of the Kotsakhuri horizon. The regression begun at the end of the Kotsakhuri period continued till the middle of the Chokraki and the arch part of the Norio–Khashmi was freed of water. As a result of the begun transgression at Zeda Chokraki the land formed before was covered by water only partially. The basin of the sea did not undergo important changes during Karaganuli and Konkuri centuries. The accumulation of mainly clay-carbonate sediments continued at the bottom of the basin. At the end of the Konkuri century, the rise of the single areas of the sea basin caused that it shallowed and there gathered the coarse grained material (sand stones and micro conglomerates). The sediments gathered during the Pliocene are usually met at the adjacent territories of the researched region and at the background of the immersion of the bottom of the sea basin, mainly the accumulation of the conglomerates, sandstones and clay material continued. After the Pliocene the sea finally left the area of the researched territories. The zone from Eocene to Pliocene – the shrivelling of the wrinkles continued influenced from the North- Georgian and from the South- by the Somkhiti clods. As a result of it the wrinkles of the North periphery are extroversed to the direction to the North– Georgian clod and the wrinkles of the South periphery - to the South. Meanwhile general shinning happened from the South to the East. As a result of strong orophase found on the limit of the Pliocene and Post Pliocene the intense wrinkling took place. Apparently, the formation of the meridian direction disorganization is connected to this period. The tectonic moves continued in post-Pliocene (anthropogenic period) what increased the quality of the wrinkling and formed the disorganization of the rebound and rise character. The sediments of the river terraces safe from erosion in anthropogen indicate about the rise of the wrinkling system of the researched region area. Geological Structure As it was mentioned the early Eocene rocks (Tbilisi Nummulites line) are the oldest geological formations in the purpose area. The mentioned rocks are mainly represented in the East part of the research territory as the clays, which consist of middle layers of the sandstones. The average capacity of the sediments is 2,000 m.


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The Oligocene sediments are represented as in the West as in the East part of the purpose area. The Oligocene sediments are considered as the consisting part of the low molasses known under the name of Maikopi line. The arch part of Norio-Khashmi anticline neighbouring the purpose area is formed by the sediments of this line. The direction of the Oligocene sediments lay is latitudinal and the tilt angle at some places increases to the horizontal. The Oligocene sediments in the East part of the region are turned over to the South and are covered by the Miocene sediments. The Oligocene is mainly represented in the region in turns by the green-grey medium and fine grained tufogene sandstones and Maikopi clays, with the middle layers of the micro conglomerates and volcanic ash. Definite lithological change of the rocks is marked. In the cross cuts of the West of the region, the Oligocene is marked with coarse textured layer and coarse grained sandstones, middle layers of micro conglomerates and lenses, and the clays prevail in the East cross cuts. The average capacity of the Oligocene sediments in the research region area is 500-600 meters. The sediments of early Miocene at the territories located along the railroad litholoigcally are divided into two parts: upper or Maikopi I line (Kotsakhuri horizon) and lower or Maikopi II line (Sakaraulo horizon). The sediments of the Kotsakhuri horizon are mainly represented by non-carbonate clays. The mentioned clays are developed in the West and in the central part of the researched territory (this clays are chocolate colour while exhausted, with yellow inserts of the jarosite, at some places with siderite concretions with low capacity white like sands and sandstones middle layers). The sediments of the Sakaraulo horizon in the margins of the research area are mainly represented by coarse texture layer, light colour quartz feldspar sandstones, with clay middle layers of Maikopi habitus. The average capacity of the sediments of early Miocene (Kotsakhuri and Sakaraulo horizons) is 150 m. In the line of the sediments of early Miocene spread in the central part of the purpose area the Konka, Karagan and Chokraki horizons are distinguished. Konka and Karagan horizons are mainly represented by similar line of the clays and sandstones with the middle layers of quite rich limestone and marls of the dead fauna. Because of the smallness of the exposure the division of these horizons is difficult in some cases. The sandstones and clays thin layers in turns are marked in the lower part of the Chokraki horizon. The upper part is formed by the layered sandstones containing the middle layer of the coloured clays. The sediments of the quaternary period are met almost everywhere in the margins of the railway bypass and they are presented in the kind of diluvium–proluvium, modern and very alluvial and lake sediments. The diluvium-proluvium sediments are represented in the kind of clays, with the inclusion of unsorted and unprocessed macadam; alluvial sediments- by well and medium processed pebbles, with the inclusion of the cobble stone, sand gravel fill and slightly cemented conglomerates. These sediments are spread in the river basins and on the terraces of the groves. The lake sediments (clays and sandy soil) are spread in fragments and are met at the territory adjacent to Gldani. Tectonics The project area of the railway bypass according to the tectonics region division (E. Gamkrelidze 2000) is located in the East inundation zone intermontane region, in Kartli molassic sub-zone. There are comparatively large tectonic units in the margins of the area and in the neighbourhood: Norio-Khashmi anticline to the North and the Ormoiani syncline to the South. Norio-Khashmi anticline is spread at 50 km and is characterized by very complex, flabellum structure and the Ormoiani syncline is inundated deep. The Norio-Khashmi anticline North wing middle Miocene sediments are shinned at the arch part of the wrinkle and partially cover its South wing. Vertical shins and rebounds are also marked here. The direction of Norio-Khashmi anticline axe is West, North-West- East and South-East. From the river Ashatri ravine to the river Aragvi ravine the anticline is covered by the sediments shinned from the North Miocene and Oligocene.


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The North wing of Norio-Khashmi anticline is of especially difficult tectonic structure, with the oil display. The typical meridian cross cut is constructed using the materials of extracting, structural and exploitation holes of Norio oil mining (meridian of Kvakalo mountain), according to which it is apparent that in contrast to the quiet South part of the cross cut, the North part of it is complicated with the disorganization structures. The disorganizations are tilted to the North with comparatively small angle (350-500) than the rocks of the North wing of the wrinkle (75-800). Because of the mentioned, the middle Miocene sediments of the North wing cover the arch of the anticline and the South wing rocks of the same wrinkle. Together with the depth the tilt angles of the disorganization plane increase importantly. The sum shift of the masses from the North to the South is 2,000-3,000 meters. Besides large disorganizations revealed in the region the small disorganizations are also notable, remarkably making the North wing of the wrinkle more complex. The steep tilts to the South are notable in the layers of the South wing of Norio-Khashmi anticline, though there is no trail of the disorganization structures. The tilt from the West to the East is fixed in the comparatively young sediments. The wide syncline of Ormoiani is spread over 50 km (village Norio, Tsitelubani). The spread of its wings in early Miocene sediments reaches 8 km. The syncline is getting narrow to the East, getting straight and it is ended at the territory of village Mughanlo, in the sediments of the Maikopi line. From the beginning the syncline is comparatively widening in the West (village Zemo Avchala) at the expense of Zemo Avchala dislocation, and after it is narrowing though the tilt of its wings does not lessen. The syncline is spread in the sediments of Oligocene and late Eocene sediments and it is ended at the South slope of the Armazi-Zirtivi anticline. This syncline has athwart direction in general. Only to the West its axe slightly undergoes the extroversion to the South-East and it is characterized by skew construction- the scarp South and the sloping North wings. Seismic Features The corridor of the railway bypass and the adjacent territories thereto are located within the limits of sites, which differ from each other by morphological and structural features: in the eastern zone of the lower molasse of the South Kavkasioni and in Tbilisi–Aspindza zone. These zones are considerably complicated due to intercrossing tectonic destructions. The aforementioned zones are situated in the areas of high seismic risk, where the settlements (Tbilisi, Mtskheta, Sagarejo, Gardabani, etc.) are suffered by 8-point earthquake. According to the available statistical data, the earthquakes of high magnitude capable to cause a serious damage to the modern technical facilities and to have an influence on the morphological dynamic of the relief, have taken place several times both in old times and the last years (M. Papashvili, A. Akhalbedashvili, 2008; E. Tsereteli, 2003). The existing statistical data on repeatability of the earthquake are given below. The 6-9-point earthquakes in Mtskheta happened in 1275, 1283, 1318, 1656 and 1940; the 6-7-point earthquakes in Tbilisi happened in 1283, 1318, 1803, 1827, 1859, 1909, 1920 and 2002. By earthquakes happened during the XX Century, a duration of the underground pushes vary from 2.1 sec. to 3.6 sec. A nature and a direction of spread of the seismic waves depend mostly upon the position of the destroying tectonic structures. The dominated direction (sub-latitudinal) of spread of the seismic waves is from the north-west to the south-east A special attention should be paid to the fact that the earthquakes cause not only deformation and destruction of the technical facilities, but a jump-like activation of both the new and existing gravitational and landslip processes, as well. It is established that after the earthquakes in Racha-Imereti and Pasanauri-Barisakho (of 1991-1992) and Tbilisi (2002), more than 2,000 gravitational and landslip processes have occurred with further reflection on the morphological dynamic of the current relief of these territories. The geodynamic changes caused by the earthquakes are most clearly expressed in the morpho-structural blocks placed between the tectonic destructions, where the pulse movements (both up and down) are reported even nowadays.


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Below, we introduce the data of maximal horizontal acceleration of the seismic waves calculated for the settlements located within the territorial limits of and nearby the region to be studied:

1. Village Lilo – 0.14 m/sec2;

2. Village Norio – 0.16 m/sec2;

3. Village Gldani – 0.16 m/sec2;

4. Village Mamkoda – 0.16 m/sec2;

5. Village Zahesi – 0.16 m/sec2. For projecting single sections of the railway line, the requirements of CN & R II-7-81 (Construction Norms and Rules) shall apply. According to the corrected scheme of the temporary general seismic zoning as developed in pursuance with the Order No.42 dated 7.06.1991 of the Ministry of Architecture and Civil Engineering of the Republic of Georgia, the project territory is included in the zone of intensity of 82-point earthquakes (Index 2 indicates a probability of repeating the earthquake twice per 1,000 years). Engineering and Geological Conditions and Weighted Physical and Mechanical (Geotechnical) Features of Grounds of the Territory of the Bypass Railway Design Track The design track of Tbilisi Bypass Railway will be jointed with the existing railway line at the Zahesi Station, cross the rivers Gldaniskhevi, Khevdzmara, the Kvirikobiskhevi and their tributaries, pass round the Tbilisi Pond from the north-east side and (Tbilisi Sea) and connected to the existing railway. Description of the engineering and geological conditions of the design track of Tbilisi Railway Bypass by 100-meter marks (DM), are given below. From DM0+00 to DM 37+00 the railway track passes on the plane surface of the II fluvial terrace of the left bank of the Mtkvari River, with a slight slope to the south. In some places, the sections of the railway track become insignificantly complicated due to artificial barriers (technical communications, residential houses, summer cottages, etc.) and as a result of crossing the Jokhtani River and Usakhelo canyons at the east. A prevailing part of this area is covered by grass and cultivated fruit gardens. In the geological structure of this territory participate the inclusions of the alluvial shingle beds (5-10%) and the coarse sand fillers (20%). The sedimentations are covered by the deluvium loams with the inclusions of the grit and the rock debris (15-20%) of various thicknesses. The river sedimentations are placed on the Sakaraulo horizon rocks (N1

1SC) of the old Neogene period and introduced as the sandstones (70%) and the substrata of the non-carbonic loams. According to the Obligatory Annex No.10 to the CN & R 1.02.07.87-I, the aforementioned section belongs to the I (simple) category of complexity, by its engineering and geological features. Morphologically, the DM37+00 - DM 47+50 section of the design track of the railway is introduced in a form of the 634,2m unnamed slopes developed to the west and south directions and consists of the Kotsakhuri horizon (N1

1CZ) rocks of the old Neogene period, lithologicy introduced as the sandstones and carbon loams. The said rocks are covered by thin light brown inclusions of loam, rock debris and grit of the deluvium genesis (15-20%) and the sediment products (mainly the shingle beds) of the fragmental rock from the top of the unnamed hill, participating in the structure of the fluvial terrace of the left bank of the Mtkvari River. The aforementioned section belongs to the II (moderate) category of complexity by its engineering and geological features (the coefficient of strength of the participating rocks is not high).


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The DM47 – DM53+50 section of the design track of the railway is introduced in a form of the sloped hill-side lowering to the zone of the Gldaniskhevi River bed. Geologically, the hill-side is structured by the fillers of the light brown loam and the rock debris (10-15%) of different thickness, of deluvial genesis. As to the zone of the Gldaniskhevi River bed, it is construed by the alluvial sedimentations – well and moderately processed shingle beds and the inclusions of small-granule boulders (10%) and sand-and-gravel fillers (10-15%). By engineering and geological features, the section belongs to the II (moderate) category of complexity. Morphologically, the section from DM53+50 to DM 63+00 is introduced in a form of the 588.1 m unnamed upland situated on the southern slope of the mountain, the geological structure of which is formed by the Kotsakhuri horizon (N1

1CZ) rocks of the old Neogene period. The said rocks are covered by the different thickness loams of the deluvium genesis and the remainder terrace sedimentations – the shingle beds, the boulders inclusions and the sand-and-gravel fillers (10-15%). Morphologically, the territory of DM 63+00 – DM 79-50 section of the design track of the railway where the roadbed should be arranged, is semi-oval lowland formed as a result of the suffusion processes, with insignificantly complicated by not-depth dry gaps in the peripheries thereof. The so called “Great Lake (Didi Tba)” with 5.0 m, 340-400 m width and 100-1,200 m length is formed in the central part. The railway track will pass round the lake from the north and the north-east sides. Certain sections of the line strip are boggy. Geologically, the territory consists of the lake-genesis clays and loams of the low bearing capacity. By engineering and geological features, a prevailing part of this territory (DM63+00 – DM75+00) belongs to the III (complex) category, while the rest part – to the II (moderate) category of complexity. Within the limits of the DM79+50 – DM93+00 section, the roadbed of the design track of the railway passes alongside the partially planed surface of the right bank of the Khevdzmara River. The eastern part of the section is complicated with dry gaps. The territory is mainly covered by the grass plants. A geological structure of the area consists of the Kotsakhuri horizon (N1

1CZ) age rocks – sandstone and carbon clays covered by the deluvium loams of different thickness. Starting from DM79+50 the railway track goes up to the right-side bank of the Khevdzmara River and crosses the aforementioned dry gaps in their eastern part. Among the geologically dangerous processes, the in-depth erosion (gully erosion) and the surface washing outs should be mentioned. By engineering and geological features, the section belongs to the II (moderate) category of complexity. Within the limits of section DM93+00 – DM98+00, the design track of the railway crosses the Khevdzmara River. Morphologically, the riverbed is of “V” shape, with 40-45 m height of the right board and up to 90 m height of the left board. The river’s width at the head is 200 m and 50 m at the end. In some places there are big-size stones in the riverbed. A geological structure of the area consists of the Chokral horizon (N2

1tvc ) rocks of the old neogene age, lithologically introduced as the

clays, marlstones and sandstones covered by loams, shingle beds and grits of deluvium-alluvial genesis. On the both slopes (boards) of the river and well as on the crossing and adjacent areas, both the young (dynamically active) and the already stabilized landslip bodies are fixed, which are developed in the modern sedimentations and in the zones of the active weathering of the main rocks. Owing to an easy inclination of the main rocks to the erosive processes, both the in-depth and the side erosive processes are carrying out actively, in the river talweg, an influence of which promotes to formation and activation of the landslip processes. A clear evidence of complexity of geological conditions of the site is the existing section of the road at the north-east part of the territory with the same geological conditions. During the period from 1980s (when the roads was put into operation) up to now, the said road has damaged seriously several times, due to influence of the landslide processes. As a result, the estacada became inoperable and the road is moved to the north of the site. Recently, a new version of the auto-road project has been developed. Taking into account all the above mentioned, the section of the Khevdzmara River of the design track of the railway belongs to the III (complex) category of complexity, by engineering and geological features Morphologically, the section DM98+00 – DM109+30 is a watershed between the Khevdzmara River and its parallel unnamed gap, where the planed surfaces are in some places substituted by slightly


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sloped hill-sides. A geological structure of the area consists of the Koncure horizon (N21kn) rocks of

the old neogene age, lithologically introduced as the sub-strata of clays, sandstones, marlstones, and rare inclusions of conglomerations. On the southern slope of the section a non-deep, currently stable landslip body is fixed. By engineering and geological features, the section belongs to the II (moderate) category of complexity. Morphologically, the section DM109+30 – DM128+50 is a monocline hill-side rather deeply dissected as a result of erosive processes (gully erosion). Within the limits of this section, the roadbed of the design railway track crosses the left-side unnamed gaps of the Khevdzmara River and of the head of the Saaptrekhevi canyon. A geological structure of the area consists of the Kotsakhuri horizon (N1

1CZ) rocks of the old neogene age, lithologically introduced as the sandstones and the carbon clays. Among the geologically dangerous processes, the gully erosion, the superficial erosion and existence of the avalanche-type non-deep landslips in certain places) should be mentioned. By engineering and geological features, the section belongs to the III (complex) category of complexity. A central part of section DM 128+50 – DM 142+00 is the fluvial terrace of the left bank of the Khevdzmara River and at the same tome – the watershed between the Saaptres Gele River directed to the north-west and the Kvirikobiskhevi directed to the south-west. As to the south-west edge of the terrace, it serves as the water collector for the head of the Saaptres Gele River, while the south-east edge thereof is the sharp sloped right-side board of the Kvirikobiskhevi River. Geologically, the territory is structured by the Kotsakhuri horizon (N1

1CZ) rocks of the old Neogene period, lithologicy introduced as the substrata of the carbon clays and sandstones covered by alluvial shingle beds, inclusions of boulders (10%), sand-and-gravel fillers (the terrace sedimentations), and the fillers of the deluvium loam, road metal and grit (15-20%). By engineering and geological features, the section belongs to the II (moderate) category of complexity. Morphologically, the DM142+00 – DM189+060 section, from the left board of the Kvirikobiskhevi River to the right board of the right-side unnamed tributary of the Pshatiskhevi River, is the plane surface of the fluvial terrace (the Makhata terrace) of the left bank of the Mtkvari River, with a slight slope to the south-west and the south directions. On crossing point, a depth of cut of the canyon of the Mtkvari River makes 50-50m. The width in its head is 80 m and the width in its bottom – 30 m. The width of the river bed in this place is 5-6m. Geologically, the territory is structured by the alluvial sedimentations of the Quaternary Age – shingle beds with the grit inclusions and the sand-and-gravel fillers, which, in their part, are covered by deluvium loams of various thicknesses. There are the clay and the sandstone strata of the Oligocene Age (Pg2+3

3), under these sedimentations. By engineering and geological features, practically the whole part of the section belongs to the I (simple) category of complexity. Morphologically, the DM189+060 – DM208+00 section is the surface of the fluvial terrace of the left bank of the Mtkvari River, complicated with the Pshatiskhevi River, its right-side unnamed tributary and by influence of in-depth erosion of several unnamed dry gaps. Starting from the right-side unnamed tributary of the Pshatiskhevi River, the section is oriented to the bottom of the south-west slope of an unnamed hill (711.5 m). A depth of cut of the unnamed canyon on crossing point makes 30-40 m, width in the head point – 80 m, in the bottom – 8-10 m, while the width of the riverbed is 2-3 m. The depth of cut of Pshatiskhevi River makes 20m, its width in the head point is 20-25 m, in the bottom – 4-5 m. Geologically, the territory is structured by the terrace sedimentations, alluvial shingle beds with the grit inclusions and the sand-and-gravel fillers, which, in their part, are covered by deluvium loams of various thickness, as well as by main rocks, loams and sandstones of the Oligocene Age (Pg2+3

3) and upper Oligocene Age (Pg13) – the so called “Tbilisi Nummulites Line”

introduced in a form of substrata of clays and sandstones. By engineering and geological features, the section belongs to the I (simple) category of complexity, except for the crossing points of canyons and single places of the south-west slope of the unnamed hill, belonging to the ii (complex) category of complexity. Morphologically, the DM208+00 – DM 292+00 section is the surface of the fluvial terrace of the left bank of the Mtkvari River, with a slight slope to the south and weakly dissected with the Tetri Khevi


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River, an unnamed canyon and the Zemo Samgori Main Channel. Geologically the section is structured by the sedimentations of deluvium-alluvial genesis of the Pleistocene Age and respectively introduced in a form of the shingle beds with the grit inclusions covered by the loam, coarse stone and grit fillers. No dangerous processes are fixed within the limits of this section. The geotechnical parameters of the ground are also acceptable. By engineering and geological features, the section belongs to the I (simple) category of complexity. Below, the weighted physical-mechanical (geotechnical) characteristics of the soils spread over the target territory are provided. Conditionally, 7 (seven) engineering-geological elements (EGE) can be singled out:

1. Clay soils (loam, clay) of the delluvium-alluvial genesis (dpQiv)

2. Clay soils (loam, clay) of a lake genesis (IQiv)

3. Shingle beds with the grit inclusions and the sandstone fillers, of the Alluvial genesis (aQ)

4. Sea-origin conglomerates;

5. Marlstones;

6. Sandstones;

7. The main age clays The weighted geotechnical characteristics of the 1st EGE (clay soils) are as follows: Compactness (P) – 1,750 kg/m3, Porosity (n) - 40-50%; Conditional resistance on compression (Ro) – 25 kg/cm2; Module of deformation (E0) – 100 kg/cm2; Angle of the inner friction () – 20; Bond (c) – 0.3 kg/cm2; Strength Index (fkp) – 0.86; Back-pressure Coefficient (K0) - 40 kg/cm2; Processing category – II. The weighted geotechnical characteristics of the 2nd EGE (clay soils of a lake genesis) are as follows: Compactness (P) – 1,800 kg/m3, Porosity (n) - 60%; Conditional resistance on compression (Ro) – 15 kg/cm2; Module of deformation (E0) – 50 kg/cm2; Angle of the inner friction () – 10; Bond (c) – 0.2 kg/cm2; Strength Index (fkp) – 0.6; Back-pressure Coefficient (K0) - 30 kg/cm2; Processing category – II. The weighted geotechnical characteristics of the 3rd EGE (shingle beds) are as follows: Compactness (P) – 2,100 kg/m3, Porosity (n) - 30%; Conditional resistance on compression (Ro) – 4.0 kg/cm2; Module of deformation (E0) – 500 kg/cm2; Angle of the inner friction () – 35; Bond (c) – 0.01 kg/cm2; Strength Index (fkp) – 1-1.5; Back-pressure Coefficient (K0) - 50 kg/cm2; Processing category – IV. The weighted geotechnical characteristics of the 4th EGE (conglomerates) are as follows: Compactness (P) – 2,250 kg/m3, Porosity (n) - 20%; Max. strength (Rc) – 100 kg/cm2; Module of deformation (E0) – 20,000 kg/cm2; Angle of the inner friction () – 38; Bond (c) – 0.3 kg/cm2; Strength Index (fkp) – 4.5; Back-pressure Coefficient (K0) – 100 kg/cm2; Processing category – V. The weighted geotechnical characteristics of the 5th EGE (marlstone) are as follows: Compactness (P) – 2,700 kg/m3, Porosity (n) - 7; Max. strength (Rc) – 400 kg/cm2; Module of deformation (E0) – 3,000 kg/cm2; Angle of the inner friction () – 33; Bond (c) – 10 kg/cm2; Strength Index (fkp) – 2.0; Back-pressure Coefficient (K0) - 300kg/cm2; Processing category – VI. The weighted geotechnical characteristics of the 6th EGE (sandstone) are as follows: Compactness (P) – 2,300 kg/m3, Porosity (n) – 22%; Max. strength (Rc) – 200 kg/cm2; Module of deformation (E0) – 3,000 kg/cm2; Angle of the inner friction () – 36; Bond (c) – 10 kg/cm2; Strength Index (fkp) – 4-5; Back-pressure Coefficient (K0) – 300 kg/cm2; Processing category – V-VI. The weighted geotechnical characteristics of the 7th EGE (the main age clays) are as follows: Compactness (P) – 2,000 kg/m3, Porosity (n) - 40; Conditional resistance (Ro) – 4.0 kg/cm2; Max. strength (Rc) – 50 kg/cm2; Module of deformation (E0) – 300 kg/cm2; Angle of the inner friction () –


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15; Bond (c) – 0.5 kg/cm2; Strength Index (fkp) – 2-3; Back-pressure Coefficient (K0) – 50 kg/cm2; Processing category – IV. 5.1.4 Hydrology and Hydrogeology 5.1.4.1 Hydrology The adjacent territory of Tbilisi bypass railway that is characteristic with the humid subtropical climate, is situated on the south frontline mountains of Saguramo and Ialno slopes and is represented with hilly undulating relief with altitude varying from 500 to 850 meters. The frontline mountains of Saguramo and Ialno slopes are separated by small rivers and deeply curved gorges of dry ravines. The projected railway route crosses 31 water pipelines, among them the following rivers: Tetriskhevi, Porakaantkhevi, Kvirikobiskhevi, Khevdzmara, Djachviskhevi, Gldanula and Mtkvari, the upper main pipeline of the irrigation system of Upper Samgori and 23 unnamed ravines. Out of the above mentioned crossings, the biggest river is Mtkvari, which originates from Turkey and joins the Caspian Sea on the territory of the Republic of Azerbaijan. The river Mtkvari is the biggest river in the east Georgia. Before the crossing of the railway route, river Mtkvari is joined by almost all the major rivers of east and west Georgia – Paravani, Potskhovi, Uraveli, Didi Liakhvi, Ksani, Aragvi and others. Following the railway project route, at the crossing site the length of the river Mtkvari is 478 km, total water fall 2,295 m, average inclination 4.8, and the total volume of the water reservoir is 20,800 km2. At the crossing site, river Mtkvari falls as a single string, in the waterbed created from the main inclinations. At this site the width of the river course is 80-90 meters, depth 3.5-4.0 meters, and speed 1.0-1.2 m/sec. The regime of the water quantity in the river depends on the floods caused by the melted snow in spring as well as rains in summer-autumn period that causes inundations and the unstable droughts in winter. River Gldanula originates from the eastern edges of Saguramo slope at the height of 1,160 m and joins river Mtkvari from the left side, at the railway station of Kvemo Avchala. The length of the river from course to the crossing site of Zahesi route is 13.9 km, total water fall 638 m, average inclination 45.9, and the total volume of the water reservoir 56.0 km2. Several tributaries join the river ahead of the above mentioned crossing site. At the crossing point the width of the river’s gravel riverbed varies in the range of 50–100. At this point the river breaks into branches and forms small sized, short islands. The regime of the water quantity in the river depends on floods in spring, inundations in summer-autumn period and droughts in winter. River Khevdzmara originates from southern frontline mountains of Ialno slope at the height of 920 meters and joins river Mtkvari from the left hand side. The length of the river from course to the crossing site of the by-pass railway project route is 6,48 km, total fall 362 meters, average inclination 55.9%, and the total volume of the water reservoir 19.2 km2. Several tributaries join the river ahead of the above mentioned crossing site. At the crossing point the width of the riverbed’s bottom line varies in the range of 5-7 meters and the width of the water flow varies in the range of 3-5 meters. The regime of the water quantity in the river depends on floods in spring, inundations in summer-autumn period and constant droughts in winter. River Kvirikobiskhevi originates from the south frontline mountains of Ialno slope, from the spring situated about 500 m from the north-western part of the mountain Kashvetis Gori, at the height of 985 meters, and joins Tbilisi water reservoir from 750 meters south-west of Zhinvali water pipeline.


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The length of the river from the headwork to the crossing site of the railway project is 3.68 km, total fall - 337 m, average inclination - 91.6%, and the total volume of the water reservoir is 7.40 km2. Before the above mentioned crossing site, the river is joined by three dry tributaries. At the crossing site the width of the riverbed’s bottom line is 30-40 meters and the width of the water fall varies in the range of 5-7 meters. The water quantity regime in the river depends on the floods in spring, inundations in summer-autumn period and constant droughts in winter. River Porakaantkhevi originates from the south frontline mountains of Ialno slope at the height of 990 meters, joins Tetrikhevi and with the name of River Orkhevi joins River Mtkvari from the left side. The length of the river from course to the crossing point of the railway project route is 6.30 km, total water fall 342 m, average inclination 54.3% and the total volume of the water reservoir 2.27 km2. Before the above mentioned crossing, the river is joined with two dry tributaries. At the crossing point the width of the riverbed’s bottom line varies in the range of 5-7 meters and width of the water course varies in the range of 1-3 meters. The water quantity regime of the river depends on floods in spring, inundations in summer-autumn period and constant droughts in winter. River Tetriskhevi originates from the southern frontline mountains of Ialno slope, at the height of 1,050 meters, joints river Porakaantkhevi and in the name of River Orkhevi joins river Mtkvari from the left side. The length of the river from source to the crossing site of the railway project route is 6.12 km, total water fall 605 m, average inclination 98.8%, and the total volume of the water reservoir 7.34 km2. Before the above mentioned crossing, the river is joined with several dry ravines. At the crossing point the width of the riverbed’s bottom line varies in the range of 6-10 meters. At the moment of reconnaissance mission the river was dry. The water quantity regime of the river depends on the floods in spring, inundations in summer-autumn period and constant droughts in winter. The above mentioned rivers dry out in certain low rainy seasons. Other unnamed rivers and ravines are dry in the most part of the year. The water appears in the riverbeds only when snow melts and rainy seasons start. In certain years, during intensive rains, the above mentioned rivers as well as other small rivers and ravines are characterized with sudden catastrophic inundations and big destructive power. Special attention should be paid to the Tbilisi Reservoir, so called Tbilisi Sea, situated on the discussed territory. The bypass railway route is supposed to be built in the water reservoir. The reservoir went into exploitation in 1953. It is used to irrigate Tbilisi and has other compound functions. It is supplied with water from the upper main pipeline of Upper Samgori Irrigation System, which receives water from river Iori, regulated by Sioni Water Reservoir, by means of headwork situated in Paldo village. In 1985, the construction of Zhinvali Hydro-technical complex was finished. The project planned to supply Tbilisi reservoir with water equal to 15,0m3/sc from river Aragvi, but due to the unsatisfactory technical condition of the Zhinvali water supply tunnel, it failed to supply the amount of water envisaged by that project. That is why the three big districts of Tbilisi are supplied with water pumped from Tbilisi Water Reservoir. Therefore, Tbilisi Reservoir is utilized to irrigate 20,000 h. of agricultural land and is one of the major sources of Tbilisi water supply, used also for recreation purposes of the city.


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Therefore, it could be concluded that Tbilisi Water Reservoir and its feeding source - upper main pipeline of Upper-Samgori Irrigating System as well as river Kvabiskhevi, which directly joins Tbilisi reservoir, represent the most sensitive areas out of surface water objects in the study area. Relatively less sensitive rivers are: Gldanula, Khevdzmara, Porakaantkhevi, and Temkheni because these rivers cross river Mtkvari far from the Railway project route. 5.1.4.2 Hydrogeology Along the Tbilisi bypass railway project route, from the Zahesi settlement till the crossing point of river Khevdzmara, due to the relief’s separation and development of erosion ravines, ground waters are intensively drained and therefore their circulation depth is more than 5 meters. From this standpoint, Gldani surrounding is an exemption, where the project line is getting close to the place of dislocation of salty lakes and wetland areas. On this section, the estimated depth of the ground water is 2.0 – 2.5 m. On the same section, particular attention should be paid to the spreading of clay grounds with plaster ingredients; there is a high probability that this can originate the chemical suffusion. Starting from the Saint George summer houses settlement, until southern periphery of the village Patara Lilo, the project route is a straight line, with the light crossings of small ravines. The relief separation here is normal to hillier. The geological substrate is built by the same Maikop sequence, which are covered up with delluvial clay masses (width 5 – 10 m) enriched with gypsum and yarosit. The depth of the groundwater circulation is more than 5 meters. The highway is 2 km away from the north-eastern boarder line of Tbilisi Reservoir. Technically this line is the north-western branch of the Lisi anticlone, within the boundaries of which the layers inclination is 50 – 60 degrees and the lines joint are sharply submerged. Under those circumstances the filtration of the water from the reservoir along the layers inclination (towards the projected railway route line) is certain, besides the fact that the layers are sharply submerging and accordingly, the filtrate moves in the deepness. Within the field reconnaissance process of hydro-geological indicators of the Tbilisi bypass railway adjacent territory, 21 typical points were identified; their location in relation with Tbilisi bypass railway project route is given on the topographic plane-table. These points are discussed successively from west (Zahesi settlement) to east (projected Lilo Station). The observation point #6 is situated near the crossing site of Railway project and river Gldani ravine’s gorge.

Figure 5.1.4-1. The crossing of the highway with River Gldani Ravine At the crossing site, the riverbed is quite wide, covered with modern pebble rocky structure.


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Figures 5.1.4-2 - 5.1.4-3. Riverbed of the river Gldaniskhevi at the crossing site of the Railway project

At the discussed site, river Gldaniskhevi ravine’s slopes upper oligocene – lower miocene Maikop sequence are structured with rocky sand and clay masses. The territory is dry, and from Hydro geological standpoint the place is acceptable for the construction of the railway route and its exploitation. The observation point #7 is situated south-west of Tbilisi bypass railway, approximately 300 meters away from the route. Great Lake (Didi Tba) in Gldani is situated to the west of this point (with azimuth 270 degrees).

Figure 5.1.4-4. The site of the Great Lake (Didi Tba) in Gldani from the observation point Little stream that joins the lake runs nearby. The territory between the Railway route and the lake is characterized with the plain relief, covered with frequent grass and is fragmentally bogged up, which is an indication that ground waters are rather high (~ 1.m).


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Figures 5.1.4-5 - 5.1.4-7. Bogged fragments on the north periphery of the Great Lake (Didi Tba) in Gldani

This factor gives a special significance to this particular site from the standpoint of planned activities. It is noteworthy, that on the northern line from Gldani River there is quite a high risk of the ground water and the lake water pollution should some serious accidents take place during the railway exploitation process. At the north of Tbilisi Sea, the main route line has an important crossing with the River Kvirikobiskhevi ravine. Observation point #14 is quite far away from the crossing point and is situated between this site and the reservoir edge. Around 300 m south-west of this point is the local depression (30X10 m) that is covered with water.

Figure 5.1.4-8. Local depression covered with water Presumably, the ground water under the studied territory that is to be connected with delluvial clay masses, is discharged in Tbilisi reservoir. Moreover, the depth of ground water should not be more than 4 meters. The major substrates constructed oligocene-miocene inclines, are falling north of the reservoir, which is opposite to the reservoir.


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Figures 5.1.4-9 – 5.1.4-10. Oligocene-Lower Miocene denudation at north periphery of the reservoir

After crossing the river Kvirikobiskhevi, the main line follows the edge of the land parcel used as the hay land and getting at most close to the Tbilisi water reservoir at the observation site #16.

Figures 5.1.4-11 - 5.1.4-12. The project line on the edge of the hay land/territory The depth of the ground water here is so low that quite wide wetlands are formed. The hydro-geological conditions of this site clearly indicate that the above-mentioned consideration about the possible pollution of the ground water and, therefore, the Tbilisi water reservoir itself is well proved.


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Figures 5.1.4-13 - 5.1.4-14. Bogged Plot in North Periphery of the Reservoir (Railway ↔ Reservoir Interaction Zone)

In case the irrigation canal situated in the northern part of the study area along the railway, was in the working condition, it could be assumed that the areas were bogged due to the loss of water from the filtration on the channel. However, the irrigation canal is inactive, covered with grass, filled with various waste, and on small sections one can see notice signs of old repair works. Therefore, the reason for the delluvial ground water’s succulence under the channel can not be caused by the losses of water filtration.

Figures 5.1.4-15 - 5.1.4-16. The inactive irrigation canal along the railway project When discussing the hydro-geological environment, it is very important to take into consideration that this territory has been used as an agricultural land for many years (mainly the vintages) and is covered with underground irrigation system. The water is still being discharged from one of the remained hydrant of this system that points out the existence of underground system.


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Figure 5.1.4-17. One of the hydrants of the former Varketili Kolkhoz irrigation system

Today those territories are covered with frequent grass and are mainly used as hay land. The ground water is close to the surface (~3m), especially on the area, where after the railway’s crossing point with upper Samgori Irrigation System, it remains in the hydraulic zone of the latter. 5.1.5 Flora Tbilisi bypass railway corridor and surrounding areas, together with Tbilisi depression, on the basis of similarity of landscape, botanic-geographic and phytocenologic features, form Tbilisi entire physical-geographical district. Diversity of relief of this physical-geographical district, complex geological structure, peculiarities of climatic conditions and variety of ecosystem determine floristic diversity. Flora of the region includes about 1,650 species of tracheophytes (ferns, gymnosperms, metasperms) (in total, there are about 4,200 species in Georgia). Among them, in terms of quantitative and population diversity, the rare, endemic and relict species are of the greatest significance. Typological variety and floristic diversity conditioned the fact that from the second half of 18th century it became the subject of increased interest of the botanists and, generally, natural scientists. It should be noted that over 90 species of the plants were first discovered and described in the vicinity of Tbilisi and were recognized internationally (Kutateladze, 1971). It is clear that at this stage, maintaining of the green cover – diversity of the plants is of vital significance for Tbilisi and its population, as impact of urbanization on natural environment of Tbilisi and surrounding areas is extremely unfavourable. Implementation of the bypass railway project would cause decrease the level of biodiversity at some extent. For determination of the scales of this, within the scopes of environmental impact assessment study, it was necessary to describe the major types of the plants within the railway corridor and surrounding areas, as well as to reveal the species significant for maintaining biodiversity. On the basis of analysis of the materials collected through desk studies (Ketskhoveli, 1935; 1960; Makashvili, 1952; 1953; Kutateladze, 1971; multivolume set of Georgian flora, 1971-2009; Sakhokia, 1958; Kikodze et al., 2009) and field studies, there were identified the major types of the plants spread in the areas along the railway route, as well as the rare species, gene pool of which shall be protected. Almost two thirds of the territories along the bypass railway corridor are occupied by agricultural landscapes and settled areas. Therefore, natural vegetation is represented along the railway route as fragments of separate habitats of various sizes:


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Flood plain forests habitat – developed in a form of narrow strip on separate areas of the river gorges. Along the railway route it is located at the crossing with Mtkvari River (territories in the vicinity of Mukhadgverdi and Zahesi). Derivates of flood plain forests are located as well at the crossings with rivers Gldaniskhevi, Khevdzmara and Kvirikobiskhevi. Mentioned derivates of the flood plain forests are greatly modified, though in structural and functional view, they play significant role for maintaining equilibrium of the ecosystem. Some species in the flood plain forests are relicts of the thermophilic flora of the Tertiary period with the high conservation value, being critically endangered and are given the special protection status by the law. Among the species of this category within the railway construction corridor and adjacent territories there are: Field Elm (Ulmus minor): This species, according to the international criteria of IUCN, since 2006, is given the status VU (it is regarded as species subject to high risk of disappearance). This species is included in Red List of Georgia. In the territories along the railway bypass, the places of spreading of this species are: 1st and 2nd above valley terraces at crossing with Mtkvari River at Zahesi, as well as crossings with rivers Gldaniskhevi, Khevdzmara and Kvirikobiskhevi. Within the corridor of the bypass railway and its adjacent zone, Field Elm is also spread in Zahesi areas – along Tbilisi bypass road. Zahesi settlement – at section of Gldani village (before crossing of Gldani River), basically at the north side from main railway line there are degraded groups of hornbeam-oak (Quercus iberica-Carpinus orientalis) and chemixeropolum shrubs (Elaeagnus angustifolia, Paliurus spina-christi, Carpinus orientalis, Berberis vulgaris, Lonicera iberica, Rhamnus pallasii, Ulmus minor, etc.) in complex with steppe vegetation (Bothriochloa ischaemum, Teucrium polium, Xeranthemum squarrosum, Thymus transcaucasicus, Gypsophila elegance, Cynodon dactylon, Alyssum murale, etc.). Population is presented by few Elms at the southern slope of Naserali mountain ridge (to the east from the bridge on Gldaniskhevi River), at the southern side of the road, along the western bank of the Great Lake (Didi Tba) in Gldani, in Lilo Settlement area, from where Tbilisi bypass railway starts. Habitat of steppe vegetation – steppe habitats are represented almost in all vegetation complexes along the bypass railway, though its typical ecosystems are basically spread at dry, eastern and transitional expositions, at 300-700 m over the sea level, basically developed on the deforested areas and therefore, almost entire steppe vegetation is secondary. In its creation, some role have plaid the species of mat-grass (Stipa pulcherrima, S. lessingiana, S. capillata, S. stenophylla), fescue (Festuca valesiaca) and yellow bluestem (Bothriochloa ischaemum). In the target territory, the steppe vegetation is fragmented, from the areas adjacent to Patara Lilo to the crossing of Khevdzmara River, though, the classical areas with dominating yellow bluestem are located from Giorgitsminda settlement to Aptriskhevi. Habitat has no conservation value. Semi-arid habitat – in the saline soils, in a form of small area spots, in the north from Giorgitsminda cottage settlement. In this habitat, the following have leading phenological significance: absinthe (Artemisia fragrans), species of Salsoal ericoides, S. glauca, S. dendroides, goat's-wheat (Atraphaxis caucasica), etc. Habitat has no conservation value. Lacustracl floodplain habitat – this habitat is located to the south in 100-150 m from Gldani section of the bypass railway route. This type of ecosystems, with respect of sensitivity is always significant, as in addition to the plants specific to water and marshes provide shelter to numerous other live organisms and niches for their propagation. The habitat is of conservation value and relevantly, it is significant to be maintained.


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5.1.6 Fauna

5.1.6.1 Wildlife Fauna of Tbilisi bypass railway corridor and adjacent territories is rather depleted. This is the result of extensive development of this territory for long ago. Small section of the bypass railway corridor contains small part of visitor zone of Tbilisi National Park, within the borders of Kvirikobiskhevi Gorge. Currently, in the territories along the bypass railway corridor, there are 22 species included in the National Red List (2006). Among the species included in the Red List (Annex 1), there are 4 species of mammals, 7 species of birds, 3 species of reptiles. It is also possible that there are: 1 species of amphibian, 7 species of insects. As the corridor consists of two zoo-geographic sections, the table 5.1.6-1 specifies in which section various species could be met. Table 5.1.6-1. Georgian Red List Animals

Latin name English name Status West East

Mammals

1 Rhinolophus euryale Mediterranean Horseshoe Bat

VU + -

2 Rhinolophus mehelyi Mehely's Horseshoe Bat VU + -

3 Cricetulus migratorius migratory hamster VU + +

4 Mesocricetus brandti Turkish hamster VU - +

Birds

1 Ciconia nigra Black stork VU + -

2 Buteo rufinus Long-legged buzzard VU + +

3 Aquila heliaca Imperial eagle VU + +

4 Neophron percnopterus Egyptian vulture VU + +

5 Aegolius funereus Boreal owl VU + +

6 Grus grus Common crane EN - +

7 Panurus biarmicus Bearded reedling VU + +

Reptiles

1 Testudo graeca Greek Tortoise VU + +

2 Eryx jaculus Eurasian Sand Boas VU - +

3 Eirenis collaris Collared Dwarf Racer VU - +

Amphibians

1 Pelobates syriacus Eastern Spadefoot To EN - +

Insects

1 Pterogon gorgoniades Pterogon gorgoniades VU + +

2 Callimorpha dominula Scarlet tiger moth VU + +

3 Parnassius apollo Apollo VU + -

4 Polyommates daphnis Meleager’s Blue VU + -

5 Bombus eriophorus Stone humble-bee VU + -

6 Xylocopa violacea Carpenter bee VU + +

7 Onychogomphus assimilis Dark pincertail VU - +


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For these species, the territory adjacent to the bypass railway corridor is not the key location. Most large birds of prey and cranes may stay here for short time, in the period of migration. All birds species included in the table are described in the literature, though many of them were not seen here for the decades (e.g. no one has seen Bearded Reedling - Panurus biarmicus for long time, in the vicinity of the design corridor territory). Certain number of the small mammals and reptiles may be killed, if their location occurs within the railway construction area. Primarily this deals with Greek Tortoise (Testudo graeca), if the rails pass the places of laying of eggs; Turkish hamster (Mesocricetus brandti); if railway passes the place of their colonies; eastern spadefoot toad (Pelobates syriacus), if the temporary ponds where they are propagated are dried in the process of works implementation. Bats are especially sensitive to the loss of shelter. In Georgia, there are 29 species of cheiroptera; each of them is protected by the Agreement on the Conservation of Populations of European Bats (2000) (Annex 1). Within the territories adjacent to the bypass railway there are also: Table 5.1.6-2. Bat species found in the study area

# Latin name English name Status

1. Rhinolophus ferrumequinum Greater horseshoe bat

2. Rhinolophus hipposideros Lesser horseshoe bat

3. Rhinolophus euryale Mediterranean Horseshoe Bat VU

4. Rhinolophus mehelyi Mehely's Horseshoe Bat VU

5. Eptesicus serotinus Serotine bat

6. Myotis blythii Lesser Mouse-eared Bat

7. Myotis mystacinus Whiskered bat

8. Pipistrellus pipistrellus Common Pipistrelle

9. Pipistrellus pygmaeus Soprano Pipistrelle

10. Pipistrellus nathusii Nathusius' Pipistrelle

11. Plecotus auritus Brown long-eared bat

It should be noted that the territories adjacent to the railway include the places attractive for the tourists, ornithologists, hunters. The following mammalian species are found in the area: Table 5.1.6-3. Mammalian species found in the study area

Latin name English name

1 Canis lupus Wolf

2 Vulpes vulpes Fox

3 Meles meles Eurasian Badger

4 Martes martes Pine Marten

5 Felis silvestris Wildcat

6 Lepus europaeus European Hare


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Territory adjacent to the bypass railway, taking into consideration the zoo-geographic characteristics, could be divided into two sections.

1. Western part of the territory from Zahesi Settlement to Gldani village, inclusive belongs to Caucasus side of circumboreal (or western Eurasian) sub-region of holarctic area. Here are spread the animals related to the forest. This section includes north-western suburb of Tbilisi. Adjacent territories out of the city are sued as grazing lands for the cattle. The fragments of secondary mixed forests maintained in the gorges (oak, hornbeam, poplar, elms, etc.). At the forests and gorges dominate shrubs. Forest and shrubby areas are located in mosaic way.

2. Eastern part (up to Samgori settlement of Gldani village), in zoo-geographical view, belong to

Mtkvari District of Iran-Thuran province of Mediterranean zoo-geographic sub-region. Here are spread the animals, which prefer open arid areas. Currently, the territories within this section are occupied with agricultural lands. The 7-8 km length end of the corridor crosses the plain with irrigated lands and orchards strongly transformed in result of anthropogenic impact.

5.1.6.2 Ichthyofauna The baseline information on ichthyofauna is based on recent research conducted in 2007. It has to mentioned that the below list is not exhaustive. In the surface waters of the project influence area, the following species of ichthyofauna can be found:

Salmo trutta caspius morpha fario (Linnaeus, 1758) – Caspian population, included in the Georgian Red List, conservation status: VU;

Salmo mykiss (Walbaum, 1792) – introduced species;

Leiciscus cephalus orientalis (Nordmann, 1840) – endemic for the Caucasus region;

Rutilus rutilus caspius (Yakovlev, 1870) – endemic for the Caucasus region;

Varicorinus capoeta (Güldenstädt, 1773) – endemic for the Caucasus region;

Barbus lacerta cyri De Filippi, 1865 – endemic for the Caucasus region;

Barbus capito (Güldenstädt, 1773) – endemic for the Caucasus region;

Barbus mursa (Güldenstädt, 1773) – endemic for the Caucasus region;

Gobio persus (Günther, 1899);

Chalcabrinus chalcoides (Güldenstädt, 1772);

Rhodeus sericeus amarus (Bloch, 1782);

Alburnus filippi (Kessler, 1877) – endemic for the Caucasus region;

Acanthalburnus microlepis (De Filippi, 1863);

Alburnoides bipunctatus eichwladi (De Filippi, 1863);

Cyprinus carpio (Linnaeus, 1758);

Carassius carassius (Linnaeus, 1758) – Invasive species;

Nemachilus brandtii (Kessler, 1877) – endemic for the Caucasus region;

Sabanejewia aurata aurata (De Filippi, 1863) – included in the Georgian Red List, conservation status: VU;

Neogobius constructor (Nordmann, 1840) – endemic for the Caucasus region;

Silurus glanis (Linnaeus, 1758).


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5.1.7 Protected Areas The proposed Bypass crosses the territory of Tbilisi National Park. The Park was created on the bases of the adjacent Saguramo Nature Reserve under the Law of Georgia on Tbilisi National Park, which entered into force on January 1, 2008. According to the law, the total area of Tbilisi National Park is 24,327.8 hectares. It consists of Strictly Protected, Traditional Use, Visitors’ and Administrative zones. Tbilisi Railway Bypass crosses the territory of the park in its current Visitor’s Zone (territory of which will be changed according to the amendments planned to the Law on Tbilisi National Park) at two places from the north-east side of the “Tbilisi Sea”:

Section of Kvirikobiskhevi gorge, approximately 1 km;

The Tbilisi Sea’s east-east side, at the 18th km of the proposed Bypass track, approximately 350 meters.

On the territory of Zahesi settlement, the 2 km section of Bypass is located along the Tbilisi National Park’s Traditional Use zone. The distance between the track and the Traditional Use zone is 100-200 meters. 5.1.8 Land use Land ownership in Georgian legislation designates four modes of ownership:

1. Private (with individual and collective/co-ownership),

2. State,

3. Municipal, and

4. Church ownership. All of the aforementioned modes of ownership are affected in the Tbilisi Bypass Railway project (please refer to the Resettlement Framework report on more details about land tenure regimes and land use in the project-affected area). In general, around 75-85% of affected land in all the alternative routing options is used for agricultural purposes (individual farming, gardening, etc.), while about 15-25% is used as non-agricultural or urban land, mostly for residential housing as well as for businesses. Preliminary analysis of the available information on land surveys and legally registered titles shows that in all alternative routing options the major part of land is not currently legally registered, which means that legal titles to the land are not formally recognized. Moreover, part of this non-registered land within the alternative routing options will likely include land parcels with recognizable legal rights or land to which ownership titles can be obtained legally. Also, all available routing options will probably encompass some informally occupied land with no recognizable legal claims or land with informal occupants. However, it is unknown how much land and how many informal users will be affected until the final route selection and preparation of the relevant Resettlement Action Plan (RAP). Furthermore, there are likely to be cases when sharecropping practices may be identified (during the full census, including surveys and detailed resettlement action plan development) as it is a common traditional practice in areas that have rather large agricultural lands for farming activities.


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Please, see the maps of the land use in Appendix M (Land use maps). 5.1.9 Soil and Soil Geography 5.1.9.1 Sectioning and classification of soil along the railway bypass The sectioning and classification of soil is conditioned by the geologic construction, climate, hydrologic regime, vegetation and anthropogenic features of the territory. The basis of Georgia’s soil layers sectioning is the scheme of the geomorphologic districts and areas. The division and classification of soils along the railway project route is based on the above mentioned conditions. The soils of the research area combines east Georgia’s soil district, eastern Georgia’s mountainous lowland and field highlands sub district, as well as the Caucasus frontline mountain’s transitional forests and fields and forest soils zone. According the lower scheme, the Railway route is situated in the Gldani-Lilo-Martkopi (frontline mountains of Saguramo slope) gray- cinnamonic, cinnamonic and gypsum containing soils sub districts. 5.1.9.2 Soil formation rocks (general description) The major soils formation rocks of Tbilisi bypass railway new route soils are sediment stones, sandy stones, salty clay, conglomerates, alluvial-delluvial, old alluvial-prolluvial and road metal layers. North-east of Tbilisi reservoir on the south-western slopes of the height, especially well are represented carbonate rocky clay masses, sandy rocks, gypsum clay and conglomerates with sandy rocks and marl in which limestone layers are sometimes found as well. 5.1.9.3 Classification of the Soil During the classification process of the soil cover, FAO classification was used as the taxonomic entity. The following types of soils are mostly spread along the bypass railway corridor:

Cinnamonic Calcareous

Raw Humus Sulphate

Meadow Cinnamonic

Alluvial Calcareous Coming out of the soil formation conditions (relief, erosion, flora, fauna, rock, anthropogenic factor), among the mentioned sections, above mentioned soil types are common as well as their various sub types, genera and variations.

Cinnamonic Calcareous soils

The cinnamonic calcareous soils are the most wide spread soil type in East Georgia. This vary type has the biggest spread along the railway project route. Coming out of the soil formation conditions (relief, erosion, flora, fauna, rock, anthropogenic factor), among the mentioned sections, different sub types, names and variations of cinnamonic calcareous soils are spread. Cinnamonic calcareous soil is characterized with a well formulated profile. Humus (accumulative) layer is usually dark brown and has high structural characteristics (cloddy).


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Usually the depth of its profile is 50-85 cm, sometimes even more. It is distinguished with low density and good water conductivity. As far as the new route of the bypass railway passes different relief forms and inclinations (hilly), where the various processes of erosion are developed, the mechanical consistence of the soil, capacity and humus layer width is different.

Raw Humus Sulphate soils

This soil belongs to the group of gray-cinnamonic salty soils. According the FAO classification, it is referred as Raw Humus Sulphate soil. This soil is characterized with the existence of lime layers, on different intensity, in the profile. The raw humus sulphate (limey) soils are represented in plain, slightly inclined and slightly waved relief conditions (Gamarjveba, Samgori-Vaziani, Lilo, Tbilisi Sea areas). The gypsum layer stands for the ground powder type of mass and contains a lot of gypsum – CaSO4. 2H2O. The gypsum layer in this soil is situated on different intensity. Together with gypsum the gaji layer contains a lot of carbonate. The distribution of the gypsum and carbonates in the profiles of these soils is distinguished with certain regulation. The upper layers are richer with carbonate and in the lower layers, gypsum is more dominant. The depth variation of the gypsum layers has a big influence on the characteristics and productivity of Samgori plain soil. The existence of gypsum layer close to the ground surface diminishes the thickness of fertile (accumulative) layer of the soil and lowers the fertility of the soil. The raw humus sulphate soils are characterized with high conductivity of water, relatively low density and less stability towards erosion.

Meadow Cinnamonic soils

Generally Meadow Cinnamonic soils are minor humus soils, although it spreads quite deep in the profile and creates deep humus profile. Usually these soils consist of heavy mud and mechanic clay masses. The middle section of the profile is especially distinguished from this standpoint, where the clay formation process intensively goes on, because of this fact the narrow dispersal part is enlarged. The physical clay often reaches 70-80%. Accordingly the consistence of the sedimentation fraction (<0.001mm) is increased. Usually it is in the range of 40-50% on average, but in the centre of profile, where the clay masses are formed it is more than 50%. Because of such type of mechanical consistence, the given soils are characterized with high density, low water conduciveness, and bad physical and physical-mechanical features. The Meadow Cinnamonic soils are carbonate from the surface, their consistency throughout the entire depth is unequal and their growth in numbers is represented with intensity. In some cases new formations of carbonate, in the face of mycelium and concretions are visually seen. Because of above mentioned features those soils have alkali reactions. The pH index is always higher than seven and in certain cases higher than eight.


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Alluvial Calcareous soils

Alluvial type of soils belongs to the intra-zonal soils. They are usually found in the river grove and on the first terrace of the river. Those soils are characterized with light clay and sandy mechanical consistence. The mother rock is represented with the alluvial, rocky layers. They are rarely represented on the railway project route, usually in the narrow line at the crossings of rivers and ravines. In our case, the alluvial soil is represented in the modified form on first terraces. Fragmentally alluvial soils different varieties can be found in Gldani, Khevdzmara, Kvirikobiskhevi and Pshatiskhevi ravines narrow depressions.

5.1.9.4 Characteristics of soils along the railway corridor The characteristics of the railway corridor soils are presented in natural-geographic boarders and divided into separate sections.

Section – kp 0+00 – kp 37+00

In Avchala, the railway project corridor passes river Mtkvari first terrace from the connection place of the existing railway. On this territory the enterprise buildings as well as private houses are situated. Fragmentally, in the railway corridor we can see small bare places, in the face of squares and gardens, where together with the small width alluvial, skeletal soils we can find anthropogenic and cultivated soils (artificially ricked). On this section the railway corridor crosses several ravines.

Section – kp 57+00 – kp 79+00 (II tunnel portal – Gldani Castel)

On this section the railway route corridor draws in at Gldani Great Lake (Didi Tba) from north. The relief is slightly inclined towards the lake and represents delluvion. The soil is meadow cinnamonic, of medium to large thickness, carbonate, heavy clay and mechanical clay structure. The humus layer’s thickness is 20-25 cm, which is mainly developed on lake’s clay layers (see Figure 5.1.9-1).

Figure 5.1.9-1. Soil: section – kp 57+00 – kp 79+00


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Section – kp 79+00 – kp 94+50 (Gldani Castel – Khevdzmara ravine)

In this section, the railway route corridor draws in the Gldani prison from the north, follows the medium inclined slope and reaches “Vakis settlement” from south/west, till the right slope’s edge of Khevdzmara ravine. The soil is cinnamonic, carbonate, small and medium thickness, skeletal, the surface weakly rocky, clay is of mechanical subsistence, slight humus, developed clay and rocky layers (see figure 5.1.9-2). On the territory of Vakis settlement, the territory before the crossing point of Khevdzmara ravine, is polluted with municipal as well as industrial waste.

Figure 5.1.9-2. Soil: section – kp 79+00 – kp 94+50

Section – from Khevdzmara ravine to the third tunnel

The railway route corridor passes the mountains and hills of different exposition and inclinations, with quite a big amount of ravines and micro depressions. The territory is of middle erosion, mainly the water caused and wind caused erosion is developed. The soil is cinnamonic, slightly salinized, skeletal, heavy clay and mechanical subsistence clay, the humus layer’s thickness is 10-12 cm (see Figure 5.1.9-3). In depressed places the thickness of humus layer of the soil is thicker.


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Figure 5.1.9-3. Soil: section – from Khevdzmara ravine to the third tunnel

The section – the exit portal of the third tunnel – Kvirikobiskhevi – from the left edge (650 – 850m) beginning of the terrace on top of Tbilisi Sea

On the given section, the cinnamonic, carbonate, low and middle thickness, skeletal, clay and mechanical subsistence clay soil is developed.

The section – Beginning of the terrace on top of Tbilisi Sea – the unnamed ravine on the right of the Pshati ravine (kp191+00) and Pshati ravine (Patara Lilo)

The railway corridor route passes Tbilisi Sea from east, in about 1 km. The railway route passes the south-west exposition weakly and medium inclined relief shapes. The biggest part of the territory is the arable land (hay land). On the given section, cinnamonic, carbonate, medium and low thickness, skeletal, clay and mechanic consistence clay soil is developed.

Section – Pshati ravine (Patara Lilo) – Tetri Khevi (kp 222+70) – Lilo (kp 285 + 00)

This section represents the mildest relief form, on the whole territory of the Railway route. The corridor, mainly passes the slightly inclined and curvy relief, where irrigation canals and small ravines are found. The given section is an agricultural zone. The route passes state as well as private properties. Because of relief and soil formation conditions, the given section is characterized with cinnamonic carbonate and salty (row humus sulphate) soil types. Carbonate and salty, medium thickness, skeletal and rocky at some places, heavy mud and mechanical subsistence clay soil is developed. The fertile soil thickness is usually 10-15 cm (see Figure 5.1.9-4), at the depressions and cultivated areas the thickness is 15-20 cm. There are no active erosion processes found on the given section.


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Figure 5.1.9-4. Soil: Section – Pshati ravine (Patara Lilo) – Tetri Khevi (kp 222+70) – Lilo (kp 285 + 00)


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5.1.10 Air quality Regular monitoring of air quality is one of the most important tools providing objective and reliable information about the actual state of affairs. There is a special state structure (the Environmental Monitoring Agency) for implementation of this task. The availability of reliable and timely information about the state of air quality in specific settlements depends on the effectiveness of this agency. Until the 1990s, the network consisted of 7 observation points across Tbilisi taking samples 3 times a day. Assessments of air quality were conducted on the basis of processing and analysis of this received data. Unfortunately, the current monitoring network in Tbilisi consists of only one point (located at the crossing of Tamar Mepe Bridge and David Aghmashenebeli Avenue), the data of which can not be extrapolated to the whole territory of the city. No measurements have been undertaken along the study route, however specific hydrocarbon smell is noted at oil transportation areas and train stations (near the settlements), which is caused by the disrepair and improper operation of certain elements of tank cars (cover, vapour balancers and flow valves). In general, the ambient air quality along the existing route can be considered satisfactory. In general, environmental pollution along the proposed Tbilisi Railway Bypass route can be assessed taking into consideration the proximity of ambient air polluting industrial facilities located on the adjacent territories, their profile and capacity. There are no high-capacity enterprises manufacturing toxic substances along the proposed route. Generally there are small construction and infrastructural enterprises, which due to their profile will not have a significant influence on air quality 5.1.11 Environmental pollution Assessment of chemical and physicochemical pollution of the Project impact area is based on: visual inspection of GR premises located in Tbilisi and the route of the new railway bypass and analysis of GR’s relevant documentation and information obtained from the Georgian Ministry of Environment Protection and Natural Resources. 5.1.11.1 The Selected Route and Adjacent Territories The absence of industrial enterprises and similar establishments along the proposed route of the Bypass (100-150 meter line on both sides of the railway track) proves that there are no major sources of chemical pollution. According to the information obtained from the Ministry of Environment Protection and Natural Resources of Georgia, the following can be stated regarding Mtskheta Nuclear Reactor (official name: Applied Research Centre), which belongs to a Legal Entity of Public Law: the E. Andronikashvili Physics Institute, administered by the Georgian Ministry of Education and Science:

Operation of Nuclear Test Reactor IRT-M has been suspended since 1988. Reactor fuel

(new, as well as used) has been exported from Georgia. Within the framework of two projects (GEO/4/002, GEO/3/002) of the International Atomic Energy Agency (IAEA), the active zone


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of the reactor has been sealed with concrete and the cooling system has been uninstalled (together with auxiliary equipment) and transported to safe controlled storage for radioactive objects. Currently running, a new project GEO/3/004 anticipates the dismantling of remaining contaminated equipment.

According to the Presidential Decree #840 of 18 September, 2004, a storage site for radioactive waste was constructed (with assistance of US Energy Department) on the territory of the Applied Research Centre, where part of radioactive waste is kept. The storage is well reinforced and resistant to leakage of any harmful sources of contamination in nearby area. The storage is being improved permanently. Within the limits of project GEO/3/003 the storage safety has already been improved. At present, a number of indicators of the storage are being improved with assistance of the US Energy Department. There are negotiations with EU to conduct safety assessment of the storage (formal procedure).

In 2000, IAEA aided in aerogramme-testing of several Georgian territories, including several kilometre radius of the vicinity of the reactor site. This research has shown that surface distribution of radionuclide particles (concentration in soil) is on average the following:

Radionuclide Activity

137Cs 7 kBq/m2

40K 440 Bq/kg 214Bi 45 Bq/kg 232Th 20 Bq/kg

These concentrations are low, which means that there is no sign of contamination. The intensity of radiation in open environment is within natural limits everywhere, which is confirmed by the following researches of our specialists.

Considering the above statements, the Applied Research Centre (Reactor) perimeter and adjacent territory is in natural condition in terms of ionizing radiation and does not represent a hazard to human health and environment. 5.1.11.2 Areas to be Freed up in Tbilisi The Tbilisi section of the Georgian railway counts more than 130 years of history. The significant part of its infrastructure has been created in the period when ecological issues were not paid appropriate attention. Most part of the Tbilisi railway territory is occupied by technical premises, including storages, reservoirs, so called “watch-dogging gutters”, and drainage channels that are significant sources of chemical pollution of ground with substances such as oil and oil products (petrol, maze, other types of oils). According to the data of Ecology and Technical Supervision Centre of Georgian Railway LLC, there are several big sources of railway pollution in the Project area, including:

Area of locomotive depot: 7 units of 60-ton oil reservoir, watch-dogging gutters and drainage channels;

Area of wagon depot: 5 units of oil reservoir with the capacity of 0.6-1.5m3, 20 units of settlement well, oil reservoir of 180m3 capacity;

Area of wagon section of “Transportation of Passengers” branch 5 units of 60-ton wagon-tank buried in land; at present it is filled with industrial and household waste;


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Area of the Tbilisi locomotive depot of “Transportation of Passengers” branch: 2 units of 7-ton petrol container buried in land, 2 units of 45- and 60-ton tank for oils stored in shed, 7 units of watch-dogging gutter, and 1 unit of drainage channel.

In addition, there are sections of ground along the railway track that are polluted with oil as a result of leakage of oil and oil products. It does not have an evident local character; pollution is more or less distributed along the route, which, in terms of eliminating the pollution, is related to certain difficulties. Such pollution is also visible in the spots were tanks are standing in the wagon depot and also at other locations. Accurate data on scales of pollution and respective quantitative characteristics are not available at the Georgian Railway LLC. Absence of such data hinders the calculation of soil clean up and re-cultivation costs. Considering the above, we consider it expedient to carry out appropriate surveys at the polluted section of the Tbilisi railway territory to define qualitative and quantitative characteristics such as nature of pollution and composition of polluting components in the ground (oil products, toxic metals), area of polluted territory, depth of pollution at various sites, volume of ground subject to removal, etc. Technically and economically justified methods of processing and possible reuse or conservation of removed soil layer shall be elaborated. Such surveys can be conducted by a competent organization or with the assistance of a special temporary team, which will be staffed by respective specialists. As to the sanitation issue, various sanitation approaches can be used, namely: a) biological remediation that is successfully used in Georgia in recent years and is not related to significant expenses; b) chemical sanitation that means flushing and collecting of oil hydrocarbons from polluted ground; and c) complex use of both methods.


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5.1.12 Noise and vibration 5.1.12.1 Baseline Noise Conditions The existing railway line crosses populated urban area. Along other technical problems, the railway traffic flows generate high levels of noise spreading over the adjacent areas.

Figure 5.1.12-1. Noise: T. Graneli Street

In the areas from the Didube station to the Tbilisi-junction station, residential houses (especially multi-storey buildings) are located at a distance comprised between 100 and 200 m from the railway tracks. However some lower buildings are located at a distance of only 30-70 m from the outer line of the track.

Figure 5.1.12-2. Noise: Western Side of Sameba Church in Tbilisi

Figure 5.1.12-3. Noise: The end of the Shavi Zgva Street, western side


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During the movement of a freight train the average value of noise level at such buildings is between 74 and 79dbA depending on the speed of the train and the relief of the surrounding territory.

Figure 5.1.12-4. Noise: Environs of Shavi Zgva Street, eastern side

Figure 5.1.12-5. Noise: Didube

According to the existing data, about 19 freight trains travel across Tbilisi during nighttime (from 11 PM till 7 AM) and generate a high level of noise.

Figure 5.1.12-6. Noise: North to the Tbilisi Passenger Station

Figure 5.1.12-7. Noise: North-east side of Tbilisi Passenger Station

For example, the noise equivalent levels at the buildings located at a distance of 50 m from the railway track, in nighttime, are 60dbA, which exceeds the allowable limits. It is noteworthy that certain sections of the railway tracks within the limits of Tbilisi are surrounded by protecting dams which partially play the role of acoustic screens and prevent noise spreading , to a certain extent. The warehouses and other supporting buildings located along the railway play a similar role. The measurements of noise baseline have been carried out at a distance of 2 m from the front walls of the outermost residential houses located in the urban areas adjacent to the railway. The expected noise levels have been calculated for these points, called calculation points.


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The measurements have been carried out in daytime and partially during nighttime using a 00026 type phonometer. The results are presented in the Table 5.1.12-1.

Table 5.1.12-1. Noise baseline values

LLAeq, 15 - minutes (dB) Number of the points on the map

Measurement point Day Night

1. The entry into Avchala 47 40

2. The middle part of Avchala 45 38

3. The entry into the tunnel I 42 39

4. The end of the tunnel I 44 40

5. The entry into the tunnel II 43 39

6. The western part of the Gldani Great Lake (Didi Tba) 44 38

7. At the lake 45 37

8. At the prison 44 39

9. Suburban settlement I 39 -

10. Suburban settlement II 37 -

11. Patara Lilo 42 -

12. Northwards to the entry into Varketili 43 -

13. At the railway bridge I 42 -

The wind speed during implementation of measurement works was comprised between 2 and 5 m/sec. The microphone was equipped with noise protecting cover. According to the results, the territory along the proposed railway line is not “polluted” by noise and the population does not suffer from the harmful influence of excessive noise levels. Traffic flows moving on the Tbilisi bypass motor road crossing the territories of Zahesi and Gldani generate noise that spreads over large areas (covering the territories adjacent to the proposed railway route). Therefore the characteristics of the motor road noise have been studied using the standard methodology. It has been established that the noise equivalent level at a distance of 7.5 m from the axis of the outermost lane is 71dbA in daytime and 66dbA in nighttime. 5.1.12.2 Baseline Vibration Conditions According to the existing data, the vibrations may exceed the allowable limits by10 times in the buildings located in the vicinity of the railway line. In some cases, the distance between some residential houses and the railway line crossing the Tbilisi urban area is 25-30 meters. The results of a sample survey show that the residents of these houses feel the influence of vibrations especially during the night time. Today, there is no vibration problem along the planned route of the Railway Bypass Project.


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5.1.13 Epizootological Conditions The Epizootological baseline was prepared on the basis of collected and analyzed historical-Epizootological and veterinary-sanitary data on zoo-anthropological diseases. This means consideration of infections occurrence within the project area since the earliest records. The issues to be considered are: the disease outbreak frequency, number of diseased animals, types of diseased species, risk-factors, infectious disease provoking and spreading species (wild animals, rodents, ticks, and insects). The research found that only for Anthrax, there have been 19 cases in five residential settlements (Zahesi, Gldani, Mamkoda, Leninisi and Patara Lilo). The Anthrax infection has broken out in different places each year and has become endemic, which means that the disease has been recurring. Years and locations Anthrax infection within the project area are following: Zemo Avchala – 1950; Gldani – 1889, 1911, 1923, 1924, 1927, 1928, 1948; Leninisi – 1928; Mamkoda – 1928; Patara Lilo – 1950; Didi Lilo – 1905, 1989. These territories represent pastures for livestock possessed by residents of Tbilisi peripheral zone villages and roads here have retained special livestock grazing passages until now. It’s noteworthy, that the route of this passages had been changing due to spontaneous and uncontrolled grazing practices and dislocation of livestock, which complicates the situation and increases the area of risk zones and probability of activation of Anthrax outbreak sites (as well as of other diseases such as: Carbunculus emphysematicus, Bradsot, Enterotoxaemia infectiosa, Tuberculosis, Brucellosis, Hydrophobia, etc.). Dangerous zoo-anthropological diseases like Anthrax and others (Carbunculus emphysematicus, Bradsot, Enterotoxaemia infectiosa) were observed in Avchala, Gldani, Mamkoda, Patara Lilo-Varketili livestock farms. According to the conclusion of Agrarian Radiology and Ecology Institute and information obtained from the Ministry of Agriculture of Georgia settlements located along the railway route have a chance of threatened by the risk of outbreak Anthrax, because there is a lack of precise information about burial-places, risk zones and outbreak site locations. It is possible that these locations are crossed by the railway route and earthworks works may provoke the outbreak and activation of infections.


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5.2 Baseline Socioeconomic Conditions The planned project affects the following administrative-territorial units situated in Tbilisi (Municipalities of Didube-Chughureti, Gldani-Nadzaladevi, Isani-Samgori) and Mtskheta Municipality: The project crosses the following settlements in each Municipality:

Gldani-Nadzaladevi

Zahesi

Zemo Avchala

Gldani

Giorgitsminda country cottage settlement

Mukhiani country cottage settlement

Isani-Samgori

Patara Lilo

Tetrikhevhesi

Samgori

Lilo

Mtskheta town The socio-economical profile of the project target area was prepared based on the following sources:

Department of Statistics Under the Ministry of Economic Development of Georgia

Information provided by the Municipalities of Didube-Chughureti, Gldani-Nadzaladevi, Isani-Samgori (Tbilisi) and Mtskheta Council

Ministry of Labour, Health and Social Affairs of Georgia

Tbilisi City Municipality 5.2.1 Demographics The Demographic data includes the following information: size of population, age distribution, ethnical structure, education level. Number of households The overall number of households in the project area is 233,784; of these, 215,639 are within Tbilisi Municipality. The number of households in Mtskheta Municipality is 18,145. Table 5.2-1 presents the number and size of households in the target municipalities of Tbilisi. As the table shows, four (4) and or higher member households predominate in these areas. Table 5.2-1. Number and size of households according to Municipalities

Size of household (number of members) Area /

Municipalities of Tbilisi Number of

households 1 2 3 4

More than 5 members

Average size

Didube-Chughureti 42,631 7,777 8,098 8,605 9,320 8,831 3,2

Gldani-Nadzaladevi 89,595 13,586 13,742 16,662 21,454 24,151 3,6


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Size of household (number of members) Area /

Municipalities of Tbilisi Number of

households 1 2 3 4

More than 5 members

Average size

Isani-Samgori 83,413 13,748 13,899 16,361 20,460 18,945 3,4

Size of population and sex structure The total number of population is 809,328. The sex distribution of this population fully complies with the present gender balance ratio in the country. The number of women outnumbers the number of men in the settlements. Table 5.2-2 reflects the size of population and sex distribution in the area. Table 5.2-2. Size of population and sex structure

Area Men Women Total

Municipalities of Tbilisi

Didube-Chughureti 60,828 78,619 139,447

Gldani-Nadzaladevi 146,156 174,205 320,361

Isani-Samgori 130,956 153,735 284,691

Municipality of Mtskheta 31,067 33,762 64,829

Total number 369,007 440,321 809,328

Age structure As table 5.2-3 reveals, people in the 25-34 and 35-44 age groups are most represented in the project area. Table 5.2-3. Age structure of the population

Didube-

Chughureti Gldani-

Nadzaladevi Isani-Samgori

Municipality of Mtskheta

Total number of population

139,447 320,361 284,691 64,829

Distribution of population age groups age groups

% Number % Number % Number % Number

0-4 4.9 6,965 5.5 17,511 5.3 15,112 5.6 3644

5-9 6.1 8,524 6.7 21,391 6.3 17,973 6.9 4488

10-14 7.3 10,305 8.3 26,435 8.5 24,152 8.7 5702

15-19 7.4 10,355 8.0 25,673 9.2 26,213 8.3 5411

20-24 7.3 10,271 8.1 25,834 8.9 25,432 7.4 4852

25-34 14.7 20,512 15.8 50,658 14.6 41,706 14.1 9188

35-44 15.6 21,806 16.3 52,330 16.4 46,660 15.2 9896

45-54 12.9 18,128 13.0 41,596 14.0 39,746 11.9 7719

55-64 10.4 14,595 9.1 29,234 7.9 22,528 9.2 6024

65 and above 12.8 17,981 9.3 29,690 8.8 25,136 12.1 7902

Age not indicated 0.003 5 0.0 9 0.0 33 0.0 3


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Ethnical structure As table 5.2-4 presented below shows, the area is mainly settled by Georgians. In addition, the ethnical composition of the area includes a small proportion Armenians and Russians. Table 5.2-4. Ethnical structure of Population

Are

a

Siz

e o

f P

op

ula

tio

n

Geo

rgia

n

(%)

Oss

etia

n

(%)

Arm

enia

n

(%)

Ru

ssia

n (

%)

Syr

iac

peo

ple

(%

)

Aze

ri (

%)

Gre

ek (

%)

Yaz

idi

(%)

Municipalities of Tbilisi

Didube-Chughureti

139,447 87% 1% 6% 3% 0% 0% 0% 1%

Gldani-Nadzaladevi

320,361 88% 2% 4% 3% 0% 1% 0% 1%

Isani-Samgori 284,691 73% 1% 16% 5% 0% 1% 1% 0%


64,829 90.7% 2.2% 0.6% 0.8% 1.2% 3.4% 0.1% 0.1%

Education

In Didube-Chughureti municipality, as it is found across the country, most of the population has formal Higher Education. In Isani-Samgori and Gldani-Nadzaladevi municipalities, residents with Higher and Complete Secondary education are presented almost equally. In the Municipality of Mtskheta, 28.5% of population has a Complete Secondary education. Table 5.2-5. Distribution of population according to educational level Area Distribution of population according to educational level

Siz

e o

f p

op

ula

tio

n o

f 6

year

s an

d

abo

ve

To

tal

Siz

e o

f P

op

ula

tio

n

Hig

her

E

du

cati

on

Inco

mp

lete

H

igh

er

Ed

uca

tio

n

Sec

on

dar

y V

oca

tio

nal

E

du

cati

on

Co

mp

lete

S

eco

nd

ary

edu

cati

on

Ele

men

tary

G

ener

al

Pri

mar

y G

ener

al

Mu

nic

ipal

itie

s o

f T

bili

si

Nu

mb

er

Nu

mb

er

%

Nu

mb

er

%

Nu

mb

er

%

Nu

mb

er

%

Nu

mb

er

%

Nu

mb

er

%

Didube-Chughureti

130,940 57,575 44 5,985 5 15,697 12 23,644 18 6,620 5 11,915 9

Gldani-Nadzaladevi

298,796 87,805 29 12,139 4 44,733 15 74,271 25 20,712 7 31,984 11

Isani-Samgori

266,269 66,045 25 10,588 4 37,572 14 75,077 28 22,462 8 30,981 12


60,307 8,170 13.5 1,463 2.4 8,802 14.5 17,234 28.5 8,020 13.2 10,107 16.7


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5.2.2 Economic conditions Employment Based on the data of the Department of Statistics of Georgia, 29.8% of the active population in Tbilisi is unemployed. In the Municipality of Mtskheta, the unemployment level stands at 17.7%. In Tbilisi, out of the employed population 79.6% is employed by different organizations and 20.3% is self employed. In the Mtskheta-Mtianeti region, 63.2% of the population is self employed. Table 5.2-6. Distribution of population 15 years and above, according to economic

activities (thousands of people)

Tbilisi Mtskheta-Mtianeti Georgia

Total number of active population (labour force)

430.1 39.9 1,917.8

Working 302.1 32.9 1,601.9

Employed 240.6 12.1 572.4

Self employed 61.4 20.8 1,028.5

Uncertain 0.1 0.0 1.1

Unemployed 128.0 7.1 315.8

Level of unemployment (percent)

29.8% 17.7% 16.5%

Income and source of income According to the 2008 data of the Department of Statistics of Georgia, the average monthly monetary income in Tbilisi is 663.7 GEL per household and 179.5 - per person. The main source of income for the residents of Tbilisi income comes from employed work (51.2%), 0.4% from agricultural activities and 12.2% from self employment. In Mtskheta Municipality, the average monthly income per household is about 155-200 GEL. The main sources of income are trading, domestic service (restaurants, hotels) and working on construction sites. Additional income comes from the selling of agricultural products. According to the data of Department of Statistics of Georgia, the main sources of income in Mtskheta-Mtianeti are employed work (28.5%) and pension, scholarship, and financial benefits 17.7%. The average monthly monetary income in Mtskheta-Mtianeti is 370.2 GEL per household and 107.9 - per person. Table 5.2-7. Sources of income in Tbilisi and Mtskheta-Mtianeti according to 2008 data (per

household per month)

Tbilisi Mtskheta-Mtianeti

Sources of Income Income (GEL)

Share in total income

(%)

Income (GEL)


(%)

Monetary income and transfers

Employed work 339.5 51.2 105.6 28.5

Self employment 81.1 12.2 22.9 6.2


89

Tbilisi Mtskheta-Mtianeti

Sources of Income Income (GEL)


(%)

Income (GEL)


(%)

Pension, scholarship, financial assistances 59.4 9.0 65.7 17.7

Financial support from relatives 58.5 8.8 33.8 9.1

Financial support from abroad 23.3 3.5 8.4 2.3

Renting, saving interests 6.1 0.9 1.5 0.4

Selling of agricultural products 2.8 0.4 17.5 4.7

Other monetary sources

Selling of property 20.8 3.1 8.1 2.2

Money lending or using savings 56.5 8.5 45.9 12.4

Total monetary income 647.9 309.4

Non monetary income 15.8 2.4 60.8 16.4

Total Monetary and non monetary sources 663.7 100% 370.2 100%

5.2.3 Infrastructure Electricity and gas supply pipelines (in particular, the Saguramo gas pipeline is crossed by the project route in 5 locations) and the associated infrastructure as well as water, sewer and telephone line facilities are situated on the territories of the Tbilisi bypass railway project implementation area. In addition, the following facilities are located on the territory of the Central Railway Station:

Small business enterprises (shops, cafés, etc.);

Large industrial factories using the terminals of the Central Railway Station;

Some unofficial agricultural markets;

Some hundreds (or more) of unofficial open-air traders;

The regional minibus station;

Other transport facilities operating on this territory. 5.2.4 Health According to the data of the Ministry of Labour, Health and Social Affairs of Georgia of 2007, the average life expectancy in Georgia at birth is 72 years. Due to the privatization of health facilities, poorly developed insurance schemes and growing prices for health services, the health condition of the population largely depends on the ability to pay and on donor assistance9. In 2005, the index of visiting the doctors in medical-preventive institutions equalled 2.1 per one resident in Georgia. In 2005, the number of appeals to medical-preventive institutions increased to 9.9% in comparison with the 2004 figures. In spite of this increase, the index of loading of primary medical institutions is 38.0%.

9 http://www.unfpa.org.tr/georgia/countryinfo.htm


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The data reveals that the general index of all category illnesses (the number of illnesses) has been increased10. According to data from the Ministry of Labour, Health and Social Affairs of Georgia, the average number of medical staff for 2004 was 21,396; the average number of doctors (physical persons) in 2004 was 21,622. Despite the sharp decrease in the number of unintended pregnancies and abortions over the last decades (according to official statistics the number of abortions in 1991 was 89,091 and in 2007 49,476) and fast growth in the contraceptive prevalence rate (CPR) (20% in 1999 and 27% in 2005), unmet needs in family planning are still high (22% in 2005) and the Total Induced Abortion Rate (TIAR) is 3.1 (2005); Maternal Mortality Ratio (MMR) dropped from over 45.3 per 100,000 live births in 2004 to 20.2 in 2007. Birth rate according to 2008 estimations is 10.62 births/1,000 population11. 5.2.5 Tourism Tbilisi Sea has to be mentioned from a tourism perspective and its future importance in Tbilisi City Hall’s vision of the area. Currently, work is underway developing a Plan for Tbilisi Sea alongside territory development. It is also important to note that Tbilisi National Park is located at a distance of 25 km from Tbilisi and included in the green zone of the city. Tbilisi National Park covers an area of 24,328 ha and is situated near two important cities in Georgia – Tbilisi and Mtskheta. The tourist potential of Mtskheta Municipality should also be noted. Tourism is one of the main sources of income for the Municipality. The most significant tourism sites in Mtskheta District are:

Health Resorts:

Prophylactic and cardiologic resorts in Saguramo and Karsani

Prophylactic and climatic resorts in Tskhvarichamia, Zedazeni, Tsitsamuri and Tserovani

Reserves:

Saguramo Reserve occupies 5,300 hectares and is mostly covered with forest. The dominant trees in this area are beech, hornbeam, oak, maple, and elm. Saguramo Mountain is called “The Island of Kolkheti Forest” as it is the site in Eastern Georgia where a number of the following relic plants of the third period have survived: bilberries, Kolkhuri ivy, box wood, clematis, etc. In Saguramo Reserve, mammals such as deer, roe deer, bears (in small numbers), wolves, foxes, etc. can be found along with various types of bird.

Natural monuments:

The Cheremi Rocks (550-600 above sea level) are located in Mtskheta District along the military highway, 17 km from Tbilisi between the villages of Digomi and Mukhadgverdi. These rock formations consist of Oligocene-Miocene sandstones. Unusual pseudokarstic formations were created as a result of seismic and atmospheric factors. The Cheremi Rocks are named after the old village of Cheremi. One of the most attractive sites here is the natural arch (width 3.2m, height 2.6m, thickness 0.7-1m) that is locally known as

10 http://moh.gov.ge/ge_pdf/statistics/2005/04.htm 11 CIA World Factbook


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“Chakiduli”. In the vicinity of the arch there are several cave-like pits of diameter 0.5 -1.5 m. A 3 meter long natural bridge stretches over the dry ravine nearby.

View overlooks:

The adjacent territory of Jvari Monastery

Zedazeni area

Camping areas:

Samtavro Monastery area in Mtskheta.

Teatroni area in Mtskheta

The area of Zedazeni Monastery in Saguramo A number of cultural monuments that attract tourists (such as Svetitskhoveli Cathedral, Samtavro Monastery, St. Nino’s Church, etc.) and museums (The Archaeological State Museum-Reserve of Great Mtskheta and the Ilia Chavchavadze House Museum in Saguramo) are also located in the area.


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5.3 Cultural Heritage and Archaeology 5.3.1 Methodology Information on cultural heritage sites in the potentially project-affected area has been obtained from publications, museum archive records and surface archaeological surveys of the area. The identified sites have been mapped on an aerial photo of Tbilisi. Some Remarks on the Methodology of Diagnostics Connected with the Specifics of the Study Area:

The exact location of those archaeological sites that came from chance discoveries (known from archival records made on the arrival of finds in museums) cannot be identified in densely populated areas.

Therefore, the exact locations of these sites are not shown on the map.

Due to the geological specifics of the Tbilisi area, identification of those archaeological sites, which are mostly located on a plain, is difficult. Most of these localities are erosive and archaeological sites are located at a depth and are not visible from the surface.

Therefore, thorough archaeological monitoring of the construction work is very important in order to prevent the destruction, or damaging of archaeological sites which are not currently visible on the surface.

5.3.2 Short Overview of Cultural Heritage in Tbilisi and its Environs Tbilisi, the capital city of Georgia, has witnessed a long history of human occupation, due in large part to its favourable location on the crossroads of ancient Eurasian trade routes. Today, we have more than two hundred archaeological sites in the city and its outskirts, ranging from the Chalcolithic period to the Middle Ages, which attest to Tbilisi's importance as a unique capital city, since its territory was inhabited continuously for about 6,000 years. Archaeological investigations in the city show that the territory of Tbilisi and its environs was the meeting point of the Bronze and Iron Age cultures of the Caucasus, as well as a bridge for long distance trade relations between the Orient and the Occident, the Near East and the Eastern European steppes since the Bronze Age through to the Medieval Period. Therefore, the archaeological sites of Tbilisi provide evidence not only for reconstructing the history of Georgia and the Caucasus region, but also for puzzling out some cardinal issues of the ancient history of Eurasia. The archaeology of Tbilisi provides a good background for synchronizing the ancient cultures of Europe and Asia and offers the opportunity to build up a common Eurasian chronology. Tbilisi and its environs was also an important trading centre during the Medieval Period, one of the main reasons for moving the capital from Mtskheta to its territory. Due to its geopolitical significance, Tbilisi became a target for various empires and conquerors. Therefore, the cultural heritage of Tbilisi, its art and architecture, comprises syntheses of various cultures and religions. 5.3.3 Cultural Heritage Study Results In the initial stages all possible alternative project routes were studied and 40 cultural heritage sites identified including archaeological and architectural sites ranging from the Early Bronze Age to the Medieval Period, and modern churches, sanctuaries (“nishi”) and cemeteries. After the final route selection, there are 16 sites in the project area which may be affected. These are - 1 site of the Early Bronze Age, 1 possibly of the Middle Bronze Age, 3 of the Late Bronze, 3 of the Classical Period, 4 Medieval and 4 modern sites. Please refer to the Map of Cultural Heritage in the Appendix M.


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N1 and N2 - Medieval graves in stone boxes apparently represent two areas of one cemetery of the

Medieval period, which is currently divided by the Tbilisi-Mtskheta highway and the existing railway. The site may be affected by the project if a new railway station is built in the area.

According to archival records, an N3 Early Bronze Age Settlement and a N4 Classical Period

Cemetery have been discovered on the territory of Zahesi hydropower plant. Although their exact location is not determinable from the surface archaeological survey, they may be affected by the construction works.

N5 Late Bronze Age Cemetery - a Late Bronze Age collection of grave goods was discovered close

to the Zahesi buss stop. Since it implies the existence of other graves in the area and the size of the cemetery is unknown, the site may be affected by the project.

N6 Medieval Cemetery - according to archival records Medieval graves in stone boxes were

discovered towards north of the Avchala highway, which may belong to the same Medieval cemetery N7 with graves in stone boxes discovered south of Avchala railway station.

N8 Modern Cemetery – The projected railway runs close to the modern community cemetery in

Avchala and may have an impact on the graves located in the south-western part of the cemetery. This will create resentment in the community, especially among the relatives of those buried in these graves.

N9 Medieval Cemetery – according to the local population living north of Avchala’s modern cemetery,

graves in stone boxes (presumably Medieval) were discovered when some of the private houses in the area were built. Although these graves are located some 300 m to the north of the projected railway, if the cemetery spreads southwards it may fall under the project’s influence.

N10 Late Bronze Age Settlement – the remains of a stone structure, presumably belonging to the

Late Bronze Age settlement, were visible during our survey at the southern edge of Gldani Village cemetery; this site could be affected by project construction works.

N11 Modern Cemetery – The projected railway route runs near to the modern cemetery in Gldani

Village. The cemetery has a tendency to expand southwards and by the time of the projected construction, the cemetery may be located even closer to the railway. Therefore, the project may create resentment in the village community.

N12 Late Bronze Age Cemetery – This cemetery (“Patara Vakis Samarovani”) was partially

excavated by the Tbilisi Archaeological Expedition of the Centre for Archaeological Studies in 1990 at the site of a new prison. The graves had no stone architecture and therefore were not visible. The projected railway runs close to this prison to the north and consequently its construction could have an impact on graves which have not been excavated yet.

N13 Classical Period Cemetery and N14 Classical Period Settlement– these two sites were

discovered during the surface archaeological survey conducted by M. Abramishvili and G. Mindiashvili. Although the sites are not located close to the projected railway, construction work, namely the movement of big machinery in order to access the railway, can still have impacts upon the sites.

N15 Modern Cemetery – The projected railway runs close to the modern cemetery in Patara Lilo

village and may have an impact on this site. Therefore, the project may create resentment in the village community.


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N16 Middle Bronze Age Kurgans – Kurgan type graves, presumably from the Middle Bronze Age, were detected on a hilly place during the surface archaeological survey conducted by M. Abramishvili and G. Mindiashvili. Although, the graves are not located close to the projected railway, other graves which are not currently visible from the surface could be affected by the project if the kurgan valley spreads southwards on a plane where, due to the geological specifics of the area, the graves may be located deeper in the ground.


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6.0 Potential Environmental and Socioeconomic Impacts (during construction and operation phases)

6.1 Potential Environmental Impacts 6.1.1 Potential Impacts on Land Use The preferred route is about 43.45 kilometres long, crossing three municipalities (Tbilisi, Mtskheta and Gardabani) and 8 administrative units and settlements (Didi Lilo, Martkopi, Gamarjveba, Aghtaklia, Gldani, Zahesi, Avchala and Gldani Village). The total area falling within the route, including the construction corridor and auxiliary sites, amounts to approximately 188.42 hectares of land. From this, around 11.65 hectares of land are required for temporary access roads and construction sites by the project. In addition, 8.13 hectares of the 188.42 hectares are above underground tunnels planned within the proposed “Central” railway route. Therefore, around 180 hectares of land have to be acquired for the project. Approximately 34 hectares of land are currently legally registered within the National Agency for Public Registry (NAPR – state agency responsible for title registrations) while a larger area of around 146 hectares along the “Central” route is not registered with the NAPR. From the legally registered 34 hectares about 8.20 hectares are urban land (non-agricultural) and 25.80 hectares agricultural. The land tenure regime for the registered land parcels within the preferred route is the following: i) about 80% of the land is privately owned by physical and legal entities; ii) around 20% of land is in state ownership, part of which is owned by the Georgian Railways LLC, and the remaining part is administered and managed by Georgia’s Ministry of Economic Development. Another part of the land is under the ownership of Tbilisi municipality. Approximately 85% of the registered agricultural land is arable, while 15% is hayfields. The land tenure regime for the non-registered land parcels (146 hectares) along the route is the following: i) approximately 57% of affected land is privately owned by physical and legal entities; ii) about 43% of the land is either state-owned or municipal property. The non-registered private land (83.22 hectares) comprises around 15% private urban or non-agricultural land and 85% agricultural land. Agricultural land (both legally registered and non-registered) is mostly used for individual gardening, including fruits (about 30%) and vegetables (approximately 35%). Moreover, wheat (about 5%) and hay (around 30%) production has also been observed along the ”Central” route during field visits. A total of 5 residential settlements (Gldani, Gldani Dachas, Gldani Village, Centroliti settlement, Avchala) are crossed in 8 areas (Gldani – 350m length of crossing, Gldani Dachas – 400m length of crossing, Gldani Village – 300 m length of crossing, Centroliti settlement – 350m length of crossing plus 350m crossed by underground tunnel) and Avchala – with 500m, 800m and 300m length of crossings. The magnitude of resettlement will be substantial and will include a very rough estimate of 48,000 square meters of constructed area, according to preliminary field visits and calculations based on the data obtained from the World Bank land registry project. Of this area, resettlement will have an impact on roughly around 77% of individual houses and auxiliary constructions such as small warehouses, garages, fencing, etc. (around 100 private houses – roughly 37,000 square meters of constructed area, of which 20 houses covering roughly 7,000 square meters will be above the underground tunnels). In addition, approximately 23% of the affected immovable property will be small and medium enterprises including storage facilities, office buildings, 1 gas station and a newly constructed mill, to name a few (about 30 commercial buildings with a constructed area of roughly 11,000 square meters of which around 5 buildings of around 2,000 square meters will be above the underground tunnels). It should also be mentioned that the largest underground tunnel on the


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preferred route will pass through 1 large cemetery in the Avchala administrative district (Centroliti settlement). Below are the results received through an analysis of the urban zoning information in the approved Tbilisi Master Plan, data on gas pipeline routings received from the Georgian Railways LLC as well as the zoning of natural reserves/parks obtained from the Ministry of Environment Protection and Natural Resources: The preferred route currently intersects with the existing gas pipeline (700 mm diameter pipeline called 700-Saguramo) in 6 areas. Moreover, the route crosses the 30-km long Gardabani-Navtlughi gas pipeline (1,000 mm diameter of pipeline) at 1 location. Tbilisi National Park is crossed in 2 areas by the route. Limitation zones (adjacent territories) for 3 cemeteries and major gas pipeline routes (adjacent territories) are intersected by the railway route in 4 places, according to the Tbilisi Master Plan information. In addition, the route intersects one site where a limitation on construction has been set by the Tbilisi Master Plan prior to the completion of road modernization activities (please refer to the maps presented in Appendix M for visual aids).


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6.1.2 Potential Impacts of Noise and Vibration

Methodology for Measuring Noise Levels In order to assess the likely impact of noise generated at the stage of operation of the new railway section on the environment the noise characteristics of moving trains and the traffic volumes during an 8-hours period have to be determined. Usually the assessment of noise impact on the environment has to be made for daytime (from 7 AM till 11 PM) and night time (from 11 PM till 7 AM) periods. The night time period covers one 8-hours period. Since the daytime period consists of two 8-hours periods the assessment can be made on the data of one, relatively noisy 8-hours period. Given that the traffic schedule is not yet available, it is deemed appropriate to use anticipated data and assume that the same quantity of trains travel through the given section of the railway during the daytime and night time 8-hour periods. The method for determination of noise generated by railway traffic flows is specified in the National Standard 20444-85. This method allows calculating the equivalent level of a separate train on the basis of the following data: sound levels LAi at measurement points located at a distance of r0=25m from the axis of the outermost track of the main railway line, the speed of the train and the time of passing the measuring microphone. Noise equivalent levels generated by the train flows LAeq(25) for both daytime and night time periods are calculated through summing of sound equivalent levels of separate trains LAeqi Noise equivalent levels at calculation points have to be calculated using the following formula

LAeq= LAeq(25) – 10log rn/r0 (1)

where rn is a minimal distance from the axis of the track to a calculation point; r0 = 25m.

The above formula is given in a simplified form, since in this specific case the noise absorption by green plantations, air and surface of the ground is insignificant and there are no screens, dams or reflecting surfaces and therefore the directing coefficient can be considered as equal to one. Thus, the described method gives the possibility to calculate the noise equivalent levels at calculation points on the basis of the noise equivalent levels of separate trains. The method of measurement requires study of baseline noise levels at measurement points. The noise characteristics may be determined if the values of average baseline noise at measurement points are less by 10 dBA or more than the average noise level during the movement of a train. Georgian Legal Requirements The Georgian legislation in the field of noise impact on the environment relate only to impact on humans. Regulatory documents related to the noise impact assessment on flora and fauna have not been yet developed. The Law of Georgia on Environmental Protection is a basic legislative document for environment according to which citizens have the right to live in healthy environment. According to the Construction Norms and Rules (CN and R 2.07.01-89, Urban Development. Planning and Development of Urban and Rural Settlements”, article 6.8) the distance between the zone of development and the axis of the outermost track shall be more than 100 m. It is noteworthy that according to the international recommendations this distance shall exceed 150 m.


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The allowable sound levels for residential and public buildings, as well as areas of residential development are specified by the by-law of Georgia on Approval of Qualitative Norms of the State of Environment in the form of Sanitary Norms (SN 2.2.4/2.1.8.000-00). Abstract of this document is given below in the Table 1. The Table shows that the noise at the residential houses shall not exceed the allowable equivalent and maximum sound levels, i.e. the both normative requirements shall be met. Table 6.1.2-1 presented allowable equivalent and maximum sound levels (abstract from the Sanitary Norms SN 2.2.4/2.1.8.000-00).

Table 6.1.2-1. Allowable Equivalent and Maximum Sound Levels

Type of area, Time

Equivalent sound levels, dBA

Maximum sound level, dBA

Areas bordering residential houses, schools and other educational institution buildings

7 AM - 11 PM

11 PM - 7 AM

55 45

70 60

Areas bordering hospitals

7 AM - 11 PM

11 PM - 7 AM

45 35

60 50

To determine the anticipated noise impact generated by the traffic flows on the environment, the characteristics of present traffic flows shall be calculated. For this purpose the standard 20 444-85 has to be used. The Georgian legislation also establishes vibration norms in residential and public buildings which specify the values and levels of vibration allowable for human health. Table 6.1.2-2. Georgian General Admissible Vibration Values in Residential Houses,

Hospitals and Rest Houses, Sanitary Norms 2001

General Admissible Vibration Values in Residential Houses, Hospitals and Rest Houses

Allowable Values X0,Y0, Z0

Vibro-acceleration Vibro-speed

Average geometric frequencies of octave zones

(Hz) m/sec2 dB m/sec * 10-4 dB

2 4.0 72 3.2 76

4 4.5 73 1.8 71

8 5.6 75 1.1 67

16 11.0 81 1.1 67

31.5 22.0 87 1.1 67

63 45.0 93 1.1 67

Corrected and equivalent corrected values and their levels 4.0 72 1.1 67

Note:

It is allowable to exceed vibration normative values during daytime by 5 dB

In this table of inconstant vibrations, a correction for the allowable level values is 10dB, while the absolute values are multiplied by 0.32.

The allowable levels of vibration for hospitals and rest houses have to be reduced by 3dB.


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6.1.2.1 Potential Impact of Noise during Constructions Phase The construction machinery and other equipments are the main sources of noise during the construction phase. This section is discussing the influence of noise generated by these sources on the environment. Noise is also being generated during the operation of concrete and gravel producing supporting enterprises, camps and parking areas, warehouses, etc. These facilities shall not be arranged near residential houses and educational facilities. Moreover, noise is being generated during the transportation of construction materials. It is obvious, that these works shall be done during daytime. To make the assessment of the influence of machinery and equipment on the environment during construction works the list of equipment to be used and the relevant noise characteristics shall be specified. In this specific case the data of the machinery usually used for the construction of railways are considered. Noise has been estimated for the ground extraction-discharge and land work stages. The list of machinery used for open extraction of ground and transportation of extracted materials to discharge areas is given in the Table 6.1.2-3. The list of machinery and equipment used for land works is presented in the Table 6.1.2-4. These tables also contain the noise characteristic relevant to this machinery/equipment. Table 6.1.2-3. Sound level and number of heavy construction machinery and equipment used

for the ground extraction-discharge stage

Type of equipment Foreseen number Sound level

[dbA] Duration of application

bulldozer 10 90 long-term

compressor 5 80 short-term

grader 10 83 long-term

water jet machine 5 87 long-term

truck 45 85 short-term

trampling machine 5 90 long-term

drilling machine 5 85 short-term

stone drilling machine 5 120 short-term

concrete pump 3 110 short-term

concrete mini-factory 3 95 short-term

Table 6.1.2-4. Sound level and number of heavy construction machinery and equipment used

for the land work stage

Type of equipment Foreseen number

Sound level [dbA]

Duration of application

distributer 3 83 long-term

finisher 3 83 long-term

trampling machine 3 90 long-term

truck 4 85 linear movement (short-term)


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Type of equipment Foreseen number

Sound level [dbA]

Duration of application

watering machine 3 87 long-term

electrical welding machine 10 95 short-term

metal plate cutting machine 5 95 short-term

pneumatic drill 5 85 short-term

Based on the above tables, the noise levels at various distances from the construction site have been calculated

a) for ground extraction, transportation and discharge (Table 6.1.2-5)

b) for earthworks (Table 6.1.2-6).

Table 6.1.2-5. Noise levels at various distances from the construction site during ground extraction and transportation stage

Distance from the construction site to the

calculation point [m]

Sound equivalent level [dBA}

40 81

60 78

80 76

100 74

200 68

300 64

400 62

500 60

Table 6.1.2-6. Noise levels at various distances from the construction site during earth

works stage

Distance from the construction site to the calculation point

[m]

Sound equivalent level [dBA]

40 73

60 71

80 68

100 66

200 60

300 57

400 54

500 52


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The calculation is made for the most unfavourable conditions. In particular, it is assumed that all construction machinery to be used for a long period of time is operating concurrently. Actually, they will be dispersed along the railway section under construction. Each group of machines will operate during short period of time. Therefore actual influence of the noise on the environment will be less than the calculated influence. Recommendations During the construction of the railway section certain urban areas may suffer excessive noise. To protect the population from the noise during the construction phase, mitigation measures are proposed among which the requirement of implementation works during daytime is the most important. In the areas neighbouring settlements the work hours can be restricted (for instance, till 6-7 PM) if needed. Mobile acoustic shields can also be used. Another important possibility to reduce the noise during the construction phase is to use machinery and equipments, but also to choose construction processes and methods which correspond to the state-of-the-art in terms of noise reduction. The mentioned activities usually take place during implementation of international projects and the local population shall not complain about the short-term influence of excessive noise during the construction works. 6.1.2.2 Vibration during Construction Phase Heavy construction works will generate noise and vibrations, especially if there are underground works like soil reinforcement, tunnelling, etc. Depending on the soil characteristics and on the distance to the next urban settlement, other works could also produce critical vibrations. Depending on the soil characteristics, on the range of vibrations and on the distance, the propagation of vibration waves can damage existing buildings in the vicinity of the construction site. The Tbilisi Railway Bypass plans to build several tunnels, so that the problem of generating harmful vibrations will be very present, as soon as a construction site will be near residential zones. Preventive Measures To avoid and reduce the generation of vibrations during the construction phase the following preventive measures are recommended:

Integration of special requests concerning vibration control in the call for tenders

Choice of construction processes and methods with low vibration levels, especially for tunnelling and soil reinforcement are neighbouring critical areas

Environmental survey of the construction works, including vibration monitoring if needed. To be able to apply an objective control of the construction works concerning vibrations and its effects on existing buildings, it is recommended to carry out a cracks inventory in the existing buildings before starting the construction works. The importance of this inventory depends of course on the state of the exposed buildings.


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6.1.2.3 Potential Impact of Noise during Operation Phase

Noise Measurements In order to establish the noise characteristics of rolling stocks, measurements of noise levels and other parameters needed for calculation were made in the field, in compliance with the standard methodology (GOST 20 444-85. Noise. Traffic Streams. Methods of measuring noise characteristics). On the basis of the existing data, mainly freight trains, with speed comprised between 45 and 80km/h will be running along the railway bypass. On the straight-line haul selected for measurements, trains were running with speed between 40 and 70 km/h. Planning figures are that on the section from Zahesi to Gdani Great Lake (Section I, conditionally), the freight trains speed will be comprised between 45 and 60 km/h, as for the section from Gdani Great Lake to Didi Lilo (Section II, conditionally), it will be between 60 and 75 km/h. At the measurement point, at a distance of 25 meters from the middle line of outer rail and at a height of 1.5 m from the rail surface, noise did not exceed 53 dBA. Table 6.1.2-7. Measurement of parameters needed for calculation of equivalent noise

levels produced by the trains at a distance of 25 meters from the railway

Type of Rolling Stock Train Speed

Vi [m/s]

Running Time by microphone

ti [s]

Sound Level LAi [dBA]

Max. Sound Level

LAmax [dBA]

Freight (Oil wagons) 12,6 28 78 82



Freight (Mixed) 16,9 33 83 86

Freight (Oil wagons) 18 31 82 85













Passenger (Mixed) 16,5 33 83 86

Passenger 16,6 30 75 79

Passenger 15,3 33 74 79



Electrical Train 13,7 15 78 83

Electrical Train 16,7 12 79 85


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Traffic Flow on Bypass Railway Line According planning figures, it is forcasted to run 14,415 rolling stocks via Tbilisi Railway Bypass (after putting it into operation) during the year 2013. This number will increase in the course of the next years and is foreseen to reach 20,188 in 2017. Thus, it is expected that 40 freight trains will run daily through the railway bypass in 2013. Besides, two passenger trains will run on this route per 24 hours (seasonally). According to received data, at present 18 to 20 freight trains run on Tbilisi-Passenger Station and Tbilisi – Junction haul during night. Taking into account some considerations, it can be presumed that 18 freight trains will run in both directions of railway bypass during the night-time hours (from 11 PM till 7 AM) in 2013. Sound Level along the Bypass Railway Line Taking into account the above-mentioned as well as calculations made based on measurements presented in Table 6.1.2-7, equivalent sound level during 8-hour night period at Section I (Zahesi-Big Lake) of railway bypass at a distance of 25 meters from outer rail will be within LAeq(25)=64 - 66dB(A). The values of the same parameter for Section II will be within LAeq(25)=66 - 68dB(A).

11 freight trains will run on the railway bypass during 8-hour periods of the day and the same number during night in 2013 (taking into account the received datay). In this case, equivalent sound levels will be lower by 2 dBA compared to the ones of the night-time hours. In the course of the next years, all specified values of equivalent sound levels will increase gradually by 2-3 dBA in 2017, compared to the 2013 level. This is also true for noise levels calculated results and norm values will be exceeded at different distances from the railway line, as shown in Table 6.1.2-8 below. Table 6.1.2-8. Calculated equivalent sound levels and values of norm exceeding at

different distances from the railway line in 2013 Equivalent sound level,

LAeq [dBA] * Norm exceeding [dBA]

Name of the settlement (marking of the railway line on

the map, see Appendix M)

Distance from the railway

line to middle line of the

outer rail [m]

during daytime hours

during night-time

hours


during night-time

hours

1. Zahesi, Gldani Settlement 25 63 65 8 20

2. The same 50 60 62 5 17

3. The same 100 56 58 - 13

4. Fence of Prison (8.150 km)

100 58 60 3 15

5. Dacha Settlement I (9.700 km)

200 52 54 - 9

6. Dacha Settlement II (12.800 km)

700 42 44 - -

7. Patara Lilo (19.000 km) 400 47 49 - 4

8. North part of Varketili settlement (28.700 km)

550 44 46 - -

9. Suburban houses close to Lilo Market (30.250 km)

125 56 58 - 12

* Note: This implies norms established for the territories adjacent to residential houses.


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Values of the maximum sound levels at different distances from the railway line and values of the relevant norm exceeding are presented in Table 6.1.2-9 below. Table 6.1.2-9. Calculated maximum sound levels and values of norm exceeding at

different distances from the railway line

* Norm exceeding, [dBA] Name of the settlement (marking of railway line on the map, see Appendix M)

Distance from the railway line to

middle line of the outer rail [m]

Maximum sound level LAmax [dBA]


during night-time

hours

1. Zahesi, Gldani Settlement 25 86 16 26

2. The same 50 80 10 20

3. The same 100 73 3 13

4. Fence of Prison (8.150 km) 100 73 3 13

5. Dacha Settlement I (9.700 km) 200 64 - 4

6. Dacha Settlement II (12.800 km) 700 50 - -

7. Patara Lilo (19.000 km) 400 57 - -

8. North part of Varketili settlement (28.700 km)

550 53 - -

9. Suburban houses close to Lilo Market (30.250 km)

125 71 - 11

Calculation Points for Zahesi and Gldani settlements are conditionally picked up at distances of 25, 50 and 100 meters from the railway line, since the width of the protecting (buffer) zone is not known yet. For other cases, points of calculation were positioned in settlements, by the nearest houses from the railway. While calculating the maximum levels, the noisiest part of the train was considered as point source of noise when it was located at minimum distance from the settlement. Conclusion and recommendations Outcomes of calculating the expected noise impact on environment in 2013 are shown in the Tables above. As per these data, at a distance of 100 meters from outer rail of Tbilisi Railway Bypass equivalent and maximum noise levels considerably exceed allowable limits both during daytime and night-time hours. This requires mitigation measures, to reduce the noise impact and allow solving the problem of having norm exceeding in critical areas. If, in compliance with the Construction Norms and Rules (Construction Norms and Rules 2.07.01-89. Urban Development. Designing and construction of urban and village settlements), a 100-meter noise protecting zone on both sides of the railway is considered in advance, protection of population from harmful impact of noise will be possible by using acoustic screens (Construction Norms and Rules II-12-77, Part II, Section 2. Norms of Designing. Protection from Noise, 1978, page 45) and strip of greenery. If a 100-meter noise protecting zone is not considered, a “residual” noise impact comprised between 3 and 13 dBA (depending on distance to the railway line) is expected at the level of the nearest (first row) residential houses located at a distance of less than 100 meters from the railway line, even in case of introducing mitigation measures.


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Considering the above, construction of “noise-proof” residential houses in front row from the railway line or increase of sound proofing of the existing houses will additionally be necessary (by using modern soundproof windows, front walls, roofing, etc.). High equivalent and maximum noise levels are arisen also at the prison fence located close to Gldani. As a rough estimate, the existing high fence partially ensures a noise protection for the prison building. In spite of this, additional measures will be needed at the edge of the railway (from the side of prison) such as protective screens (attachment) or embankments and strip of greenery. The same measures have to be taken close to the Dacha Settlement I, along the railway from the side of the settlement. The mitigation measures nearby Patara Lilo are even simpler. Therefore, planting of wide (of 50m width) strip of greenery from the side of village should be enough for protecting population from noise. Reduction of noise nearby suburban houses existing close to Lilo Market will be possible by using screens and planting the strip of greenery from the side of the settlement. In general, railway traffic stream on Tbilisi Railway Bypass will produce noise on a 550-meter zone on both sides from the railway line. Equivalent levels of noise during night-time hours will exceed the allowable limits established for human health. Limits of natural hum noise will be exceeded along 2-3 km zone from both sides of the railway. Widely recognized methods for assessing the noise impact on fauna do not exist until now. It is considered, that birds and mammals are sensitive to noise. For example, if the equivalent noise level exceeds 50 dBA, it impacts the population of birds (Recommendations for assessing impact of the railway transport on environment, P004. International Organization of Railways’ Employees, 2001, page 16). It is also considered that small size mammals (mice, rabbits, bats) are sensitive to weak sounds and waving. The scientists do not exclude the possible impact of noise on reproduction of small size mammals.

6.1.2.4 Potential Impact of Vibration during Operation Phase Actual levels of vibration depend on the type of sub-soil, structural features of buildings, etc. Moreover, measurements of vibration in a specific building would not be representative for the area adjacent to the given section of the railway. As vibration level estimate is difficult without extremely detailed data, it is proposed to concentrate on preventive measures which should contribute to reduce or avoid possible vibration generated by the new railway line. The two main sources of vibration by a railway line are:

the railway infrastructure itself which can have construction defaults generating harmful vibrations

the rolling stock whose state is significant for the generation of vibrations.

Preventive Measures The design and the construction of a new railway infrastructure should meet the request of the state-of-the-art, especially if the project is financed by an international organization like EBRD. In critical


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areas of the Bypass Project route, it is also recommend to use standards technologies avoiding and reducing vibration generation (for example continuous rails). As written above, the state of the rolling stock plays an important role in the generation of vibrations. On the Tbilisi Railway Bypass the most part of the traffic consists of freight trains. It is known, and mainly confirmed. that this rolling stock is not in the best state and is difficult to manage as coming from large number of countries where modern equipment still does not prevail. Nevertheless it is recommend that the rolling stock belonging to the Georgian Railway will be constantly well maintained and periodically renewed. The distance to the railway line (that means to the source of vibration) is logically another possibility to reduce the effects of vibrations. International studies showed that if the distance between the railway and the building is more than 100 m, the influence of vibration can be excluded. This requirement has been reflected in current Georgian Construction Norms and Rules 2.07.01-89 and can be used by the planning and design of new settlements. 6.1.3 Potential Impacts on Air Quality Methodology The following work’s methodology was based on the provisions and regulations of the Law of Georgia on the Protection of Ambient Air. An assessment of the influence of construction and operation of a proposed facility has to be done on the basis of an analysis of the project and pre-project decisions. If a complete set of these documents is unavailable, the assessment shall be prepared by the “analogue” method (using an existing report on the assessment of the influence of a facility with a similar profile and equivalent capacity). In this case the “analogue” method was used, since the project’s organization of the construction of the Tbilisi bypass railway had not been provided. Generally an assessment of the anticipated characteristics of the ambient air during construction and operation can be done on the basis of the quantity and capacity of the machinery and equipment, and the specific emissions of their relevant nameplate data. The conformity of the anticipated quality of ambient air with the relevant legislation can be further established through modelling. This report is based on the relevant current regulations and methodological documentation, as well as relevant sources listed in the references. Potential Impacts on Air Quality At the construction stage possible influences are expected across the axis of the railway (at a distance of ± 100 m) as a result of the operation of machinery and equipment with combustion engines (emission of exhaust and dust). The dispersion area of exhaust and dust (up to standard levels of air quality) depends on the concentration of machinery and equipment at the site and the capacity of their engines. Usually, 1 or 2 bulldozers, 1-2 excavators and 2-3 dump-trucks work concurrently at the site. The emission rates calculated on the basis of the above assumption are presented in Appendix F. Track laying will start after preparation of the railway embankment (land works). Welding equipment (welding machinery) will be used during this process. The volume of emissions will depend on the type and consumption of electrodes (during calculations the relevant electrode type УОНИ-13/80 and


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the maximal nameplate consumption of electrodes per hour for one machine (1.5 kg/hour according to its nameplate) were considered). The total consumption of electrodes was determined using the conservative approach (continuous work – 4 hours per day) during the whole period (3 years). Therefore the total consumption is 1.5 kg/hours * 4 hour/day * 365 day/year * 3 year * 10-3 = 6.57 tons. The emission rates12 calculated on the basis of the above assumption are presented in Appendix F, Technical Part 2. Air quality modelling13 has been carried out separately for the land work and welding work periods using the calculated emission rates. The graphical part of the calculation is given below. Hereinafter the numbers between the concentric ellipses (circles) depicted in the graphical part represent the aggregate of equal concentrations along connecting curves in units of the portions of standard (allowable) concentrations (e.g. a curve with the figure 0.8 means that in the area surrounded by this curve the concentration of a specific substance is an 0.8 portion (i.e. 80%) of the allowable concentration. The relevant tables of these calculations are presented in the Appendix F, Part 3 and 4. Mitigation Measures Construction process The calculations showed that the area of excessive pollution in limited within a radius of 100 m from the axis of the railway line, however this area can be reduced in case of use of modern machinery with high environmental standards (machinery manufactures in EU, USA and other developed countries). This issue shall be incorporated into the tender conditions for selection of the candidates for implementation of the construction process. Environmental monitoring The control/measurement of concentrations of nitric oxides near the settlements during construction process shall be a part of the Environmental Monitoring Program, since the report on their current spread revealed their excessive concentrations within a radius of ≈ 100 m. Implementation of the monitoring in unpopulated areas is not deemed appropriate.

12 The method of calculation of pollutant emissions (dispersion) into atmosphere during welding operations, Scientific-research institute Atmosphere, Saint-Petersburg, 1997 (in Russian). 13 УПРЗА ЭКОЛОГ, version 3.00, firm “Integral”, Saint-Petersburg, 2001-2005 (in Russian).


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Figure 6.1.3-1. Air quality modelling during implementation of land works: Nitrogen dioxide (code-301)


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Figure 6.1.3-2. Air quality modelling during implementation of land works: Nitric oxide (code-304)


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Figure 6.1.3-3. Air quality modelling during implementation of land works: Soot (code-0328)


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Figure 6.1.3-4. Air quality modelling during implementation of land works: Sulphur dioxide (code-0330)


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Figure 6.1.3-5. Air quality modelling during implementation of land works: Carbon monoxide (code-0337)


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Figure 6.1.3-6. Air quality modelling during implementation of land works: Oil fraction of saturated hydrocarbons (code-2732)


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Figure 6.1.3-7. Air quality modelling during implementation of land works: Non-organic dust (code-2909)


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Figure 6.1.3-8. Air quality modelling during implementation of land works: 6009 group of cumulative influence (codes – 301 + 330)


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Figure 6.1.3-9. Air quality modelling during implementation of land works: 6039 group of cumulative influence (codes - 330 + 342)


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Figure 6.1.3-10. Air quality modelling during implementation of land works: 6046 group of cumulative influence (codes - 337 + 2909)


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The check points (# 1 – 4) were selected across the axis of the railway line northward. The distance between check points is 50 m (accordingly #1-50, #2-100, #3-150 and #4-200 meters). The numbering is oriented bottom-up. As the air quality modelling showed, the area of excessive exhaust pollution during the land works will be limited to a circle of ≈ 100 m radius from the axis of the railway line. Taking into consideration the fact that the influence will be short-term, it will not have a significant impact (according to the tentative schedule, daily works will cover 40 linear meters on average, it means that a 200 m long section will be completed in 200/40=5 days). Then the field of operation will be moved by 200 m. Table 6.1.3-1. Codes of Substances

Check points

Codes of substances

Nitrogen dioxide

Nitric oxide Soot Sulphur dioxide

Carbon monoxide

Oil fraction of saturated hydrocarbons

Non-organic dust

cumulative influence (codes – 301 + 330)

cumulative influence (codes - 330 + 342)

cumulative influence (codes - 337 + 2909)

# 301 304 328 330 337 2732 2909 6009 6039 6046

1 1.34 0.05 0.10 0.02 0.02 0.02 0.54 1.36 0.02 0.02

2 1.11 0.04 0.09 0.02 0.02 0.02 0.35 1.13 0.02 0.02

3 0.83 0.03 0.06 0.01 0.01 0.01 0.22 0.85 0.01 0.01

4 0.66 0.02 0.05 0.01 9.0E-3 0.01 0.15 0.67 0.01 9.0E-3


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Figure 6.1.3-11. Air quality modelling during implementation of welding operations: Ferric oxides (code – 123)


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Figure 6.1.3-12. Air quality modelling during implementation of welding operations: Manganese and oxides of its compounds (code – 143)


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Figure 6.1.3-13. Air quality modelling during implementation of welding operations: Volatile fluorides (code – 342)


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The air quality modelling showed that development of an area of excessive exhaust pollution in adjacent areas to the welding operations is not expected. Operation stage At the operation stage no significant influence is expected since the trains will have electric traction and freight transportation shall observe the rules of safe transportation in accordance to the goods being transported14. 6.1.3.1 Air pollutant dispersion in case of accidents Despite the existence of a number of regulations and guidelines the probability of accidents occurring is high, proven by the statistics. The relevant documentation has been provided to analyze the possible emergency situations15. The following document contains an assessment of the consequences of a possible explosion and combustion of an oil-product (petrol) tank car (radius of the air blast16, strength of heat radiation17and the spread area and concentrations of pollutant emissions as a result of the fire18); as well as a calculation of the area of possible hazardous pollution19 as a result of the spill of toxic substances (liquid ammonia) from a tank car during transportation. Scenario 1: Possible explosion of the petrol tank The influence of the explosion of a petrol tank is assessed according to “The Method of Calculation of Pollutant Emissions (dispersion) into Atmosphere during Welding Operations” (Scientific-research institute Atmosphere, Saint-Petersburg, 1997) and the main results are presented below:

within a radius of 100 m the 100% destruction of buildings is expected;

the area within a radius of 300 m is characterized as a zone of medium destruction;

the area within a radius of 400 m is characterized as a zone of minor destruction;

buildings located at a radius of 700 m are outside the blast zone. The degree of expected damage caused to people outside buildings is:

within a radius of 100 m – extremely high (with lethal outcomes);

within a radius of 300 m – medium (brain injury with loss of consciousness, damage of acoustic organs, bleeding from nose and ears, injury and limb breakage);

14 Order of the Georgian Railway LLC #269/g made on June 20, 2005 on Approval of railway traffic safety instructions and regulations (in Georgian). Order of the Georgian Railway LLC #30/n made on April 15, 2000 on Change of the classifier of violations of railway traffic and shunting safety rules (in Georgian). Order of the Georgian Railway LLC #mugi-4 made on June 20, 2005 “Regulations on elimination of consequences of faults, accidents and derailment of trains at the Georgian railway and organization of rehabilitation works (in Georgian). Order of the Minister of Transport and Communications of Georgia #52 made on September 8, 2003 on Approval of the rules of transportation of hazardous goods (in Georgian). 15“Georgian Railway” LLC, Reports on Railway Crashes, Accidents, Significant Defaults and Defaults, 2003-2009. 16 Explosion safety; Directory, A.N Baratov at al., Moscow, 1987 (in Russian). 17 ГОСТ Р 12.3.047-98, Fire safety of Technological processes (in Russian). 18 The method of calculation of emissions of harmful substances into air during free burning of oil and oil products, Samara, 1996 (in Russian). 19 РД 52.04.253-90 “The method of prognosis of the scales of pollution with virulent toxic substances during accidents (destruction) at chemical and transport facilities” (in Russian).


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at a distance of 400 m – low (slight contusion, temporary hearing loss, injury and limb breakage);

at a distance of 700 m – safe zone. Calculations of the influence of explosions are presented in Appendix F, Part 5. Scenario 2: Heat radiation during fires

The influence of heat radiation during fires was assessed according to the method presented in “Fire Safety of Technological Processes”, ГОСТ Р 12.3.047-98; calculations showed that the safe distance from the outer perimeter of a fire would be 40 m. Calculation of the influences of heat radiation during fires is presented in Appendix F, Part 6.

Scenario 3: Dispersion of harmful substances from fires

The influence of dispersion of harmful substances from fires is assessed according to Allowable Concentrations of Air pollutants in Settlements (2003) and the main indices of emissions are presented in the table below. Table 6.1.3-2. Dispersion of harmful substances from fires Substance

code Substance

Maximal emissions (g/sec)

Cumulative emissions (t/year)

0301 Nitrogen dioxide 83.265 0.099919

0304 Nitrogen oxide 13.53 0.016237

0317 Hydrocyanic acid 6.892 0.008271

0328 Soot 10.339 0.012407

0330 Sulphur dioxide 8.271 0.009926

0333 Hydrogen sulphide 6.892 0.008271

0337 Carbon monoxide 2,143.672 2.572407

0380 Carbon dioxide 6,892.837 8.271405

1325 Formaldehyde 3.446 0.004136

1555 Acetic acid 3.446 0.004136

The calculations show that the duration of fires from an open surface is 11 minutes. The dispersion is calculated with УПРЗА ЭКОЛОГ, version 3.00, firm “Integral”, Saint-Petersburg, (2001-2005) using the abovementioned data. A graphical presentation of the anticipated air quality is given below. Calculations of the influences of dispersion of harmful substances from fires are presented in Appendix F, Part 7. Calculations made using special software are given in Appendix F, Part 9.


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Figure 6.1.3-14. Dispersion of harmful substances from fires: Nitrogen dioxide (code - 301)

The distance from the source to the boundary of the air quality standard parameter is 5.27 km.


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Figure 6.1.3-15. Dispersion of harmful substances from fires: Hydrogen sulphide (code - 333)



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Figure 6.1.3-16. Dispersion of harmful substances from fires: Carbon Monoxide (code - 337)



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Figure 6.1.3-17. Dispersion of harmful substances from fires: 6009 group of cumulative influence (codes – 301 + 330)



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129




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Scenario 4: Pollution due to possible spillage of ammonia from a railway tank car The influence of pollution due to possible spillage of ammonia from a railway tank car is assessed according to the method given in Explosion safety; Directory, A.N Baratov et al., Moscow (1987); the main results of the calculations are given in the table below.

Table 6.1.3-3. Impact of Meteorological Conditions

Meteorological conditions

Angle of the

spread area (0φ)

Wind speed (m/se

c)

Time since the accident

(hour)

Theoretical radius of spread R

(km)

Theoretical area of spread

(km2) Stheor

Actual area of spread (km2) Sact

Time t (min) for pollutant to reach the settlement

(0.9 km)

Inversion 90 2 1 2.514 4.96 0.512 5.4

Inversion 90 2 2 2.527 5.011 0.588

The spread of a hazardous area of pollution (toxic cloud) as a result of the spillage of a pollutant (ammonia) from a railway tank car depends on meteorological conditions


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Figure 6.1.3-20. Possible pollution due to a spillage of ammonia

The probable sector of the spread of ammonia in prevailing wind conditions (north-west). A calculation of the influence of pollution due to a possible spillage of ammonia from a railway tank car is presented in Appendix F, Part 8.


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6.1.4 Potential Impacts on Surface Water and Groundwater 6.1.4.1 Potential Impacts on Surface Water Construction of the Tbilisi bypass railway has both positive and negative aspects. Unloading the city and employing local people can be evaluated as positive, whilst negative aspects can be described as follows: It is envisaged to build a 40 meter-width construction corridor at unpopulated sites during the construction process of Tbilisi’s 2-line railway bypass. The arrangement of such corridor on hilly and mountainous relief will necessarily cause the destruction of soil and gravel rocks into small fractions, which will accumulate on the slopes of river and ravine gorges’ During snow melt and rains these fractions will clearly fall into their reservoir first and later enter the R. Mtkvari and Tbilisi reservoir, which is more serious. In addition, uncovered spots of gravel rocks that in natural condition are covered with a certain thickness of soil, represent one of major increases in the quantity of heavy metals absorbed by melted snow or rain water. This may cause the chemical pollution of surface waters. This factor needs special attention during railway construction at the water collection basin section of Tbilisi reservoir, as melted snow or rain water enriched with heavy metals discharged in the reservoir may cause pollution of the water and sediments and initiate eutrophication of the reservoir. During construction, special attention should be paid to the accidental spillage of oil and fertilizing substances from construction machinery since there is a huge possibility that the spilled oil products, melted snow or rain water is drained into surface water bodies. In this sense, almost every body of water is important, and especially Tbilisi reservoir where on the North-East slope, at about 150-200 meters above the surface, it is planned to construct the railway. The R. Kvirikobiskhevi running down from the above slope, dry ravines and the South-West exposition of the slope itself will all facilitate drainage of accidentally spilled oil and fertilizing substances leaked from construction machinery during rains. This is completely impermissible since the Tbilisi reservoir, among other uses, is a source of potable water for several large districts of the capital. When arranging the camps necessary for construction, for the location of water closets (if they are not connected to the central sewage network) should be selected in consideration of standing ground water. In addition, it is necessary to line the sewage holes with a cement solution so as to avoid discharge of excrements into groundwater. The sewage holes shall be cleaned regularly according to the size of work force living in the camp. During operation, it is expected that loads will accidentally fall from the carrier wagons. If the load contains chemical substances (non-organic fertilizers, chemicals, etc.), then it is expected that rivers, ravines and channels, and the R. Mtkvari or Tbilisi reservoir will afterwards be polluted with chemicals. When transporting scrap, it is expected that tin pieces or tin products will be accidentally discharged into surface water bodies causing their pollution, and the R. Mtkvari or Tbilisi reservoir afterwards, with cadmium. The Tbilisi reservoir section should be declared a sanitary zone during regular train movements on the bypass, where the use of water closets will be prohibited. Special attention needs to be paid to possible accidents where it is possible that tanks full of chemical substances or oil products turn over. In this case, catastrophic events may develop in the Tbilisi reservoir section since the railway passes through the water collecting basin and oil spilled on its slope will definitely enter the water reservoir. If oil is spilled into the R. Kvirikobiskhevi, with 10-yearly occurrence of maximum flooding, the oil will discharge into the reservoir within a maximum of 40 minutes, while chemical substances will dissolve in water within 50 minutes. It is known one litre of oil may spoil one million litres of pure water. Therefore, spillage of even half a tank, i.e. 30,000 litres of oil, will spoil approximately 50% of the volume of the reservoir leaving the population of three districts of Tbilisi without potable water and around 20,000 hectares of agricultural arable lands in Gardabani region without irrigation. The Environmental Action Plan (EAP) has been elaborated in accordance with Georgian legislation and EBRD’s environmental requirements. It is considered necessary that a construction contractor recruits an environmental specialist during construction phase, who will monitor the implementation of the EAP. According to the EAP, it is necessary that:


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carrier and construction machinery of the contractor is technically in order during the construction phase;

vehicles fuelling station must be specific protected areas. These areas have to have a waterproofed floor and waterproofed trenches to collect eventual spillages. The area must be properly supplied with hydrocarbon absorbent product;

fuel and oil storages must be secured by proper retention tanks;

trucks, machines and car wash areas have to be fenced with embankment and waterproofed floor. Wastewater must be collected in an oil/water separator, and treated with two stage decantation tank. Washing cars and machinery in the river or other surface water has to be prohibited;

in the construction phase, during rainy days the movement of carrier vehicles shall be limited to the construction corridor so as to avoid furrowing and damage to the ground layer;

during the construction phase special squares for vehicles shall be arranged near to the construction corridor to avoid extra damage to soil humus layer. As the construction is completed, these squares shall be removed and returned to their regular state;

during construction phase, when the construction corridor is being arranged the removed earth shall be carried away by closed self-discharge vehicles to avoid pollution of the nearby area and roads with soil falling from vehicles;

layers of soil polluted by oil spilled from construction machinery shall be removed and carried away to a place agreed in advance with the Ministry of Environment Protection and Natural Resources;

cement and concrete to be used locally shall be prepared in special tin containers to avoid soil pollution and destruction of the grass layer;

during painting works, mainly metal constructions, all necessary measures have to be taken to avoid dispersing paint on the soil and in the water;

water and sanitation facilities of the construction camps must be connected to the next municipal sewage system, or, if not possible, to wastewater tanks to be emptied on a regular basis.

the wastewater tanks must be waterproofed in order to avoid groundwater contamination.

at the end of the construction phase, the wastewater tanks have to be cleaned, dismantled and backfilled properly;

along sensitive area, the railway track must be built in a concrete gutter across the sensitive areas;

the gutter must be equipped with proper draining channels, leading to flood amortisation ponds, equipped with oil separators, hydrocarbon detectors and alarm system;

it is necessary to build a 1.5 meter high concrete wall in the same section, on the Tbilisi water reservoir side so that to avoid turn over of oil tank and, therefore, the spillage, during the operation phase. Length of this wall and the cell is about 5.3 km, approximate construction cost of which (of only concrete wall) is 2.5 million GEL. Construction of this wall will also be justified in terms of noise reduction;

along sensitive section of the Tbilisi water reservoir, it will be better to construct a tunnel as proposed in the Project since there is no chance the tank completely turns over in the tunnel, the oil spills and drains into the water reservoir as described in the geological conclusion of the Project. In addition, it will be necessary to arrange the above-mentioned cell and gutters in the tunnel.

During operation phase, it is necessary that the Tbilisi Sea sensitive section is considered as a sanitary zone, where water closets of civil trains will be closed when passing through. In addition, speed of trains shall be limited at this section, which will reduce the possibility of tanks full with oil or chemical substances to turn over.


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Two new stations will be built along the Tbilisi railway bypass – one in village Mukhadgverdi and another in village Lilo. The new railway stations must be connected to the next municipal sewage system, or, if not possible, to wastewater tanks to be emptied on a regular basis. Additionally, the wastewater tanks must be waterproofed in order to avoid groundwater contamination. Visual observation methods, unit inspections documenting facts on violation, measurement of controllable parameters and analysis of [monitoring] results shall be used during monitoring process. The monitoring results during the construction phase are used to make corrections (if needed) to the environmental plans, as well as for periodic environmental reporting to any interested individual. During the construction phase, environmental monitoring shall be provided permanently, in parallel to construction, by an environmental specialist recruited by to be engaged by the construction contractor. During operation phase, environmental monitoring, its frequency and schedule shall be developed by the environmental service of the Georgian Railway LLC. Various type of emergencies may occur during construction works: stone falls as high slopes are cut, unexpected floods as a result of heavy rains at rivers, fires at petrol stations or if vehicles blaze themselves, turn over of vehicles or if they slip at highly inclined slopes, and other. To avoid such emergency situations, it would be expedient that the contractor organizes appropriate HSE trainings and that workforce is equipped with personal HSE protection equipment during construction works. The turn over of oil tank or wagons transporting chemical substances may be considered as an emergency during the operation phase. The resulting soil and water pollution may severely endanger the water catchment basin Tbilisi water reservoir. The R. Kvirikobiskhevi, which directly joins the Tbilisi water reservoir, may be considered as the most sensitive section. In the worse case of oil spills in the R. Kvirikobiskhevi (decennial maximum discharge level), the pollutant will reach the water reservoir in some 40 minutes maximum, while the chemical substances dissolved in water will discharge into the Tbilisi water reservoir in 50 minutes and will leave several large districts of Tbilisi without potable water. To prevent this situation, it is requested that an emergency contingency plan is developed and updated while the section operation service of the railway is provided with the oil catching floats and special training is organized about the application of floats in case the oil is spilled. To summarise:

During construction and operation, special attention has to be paid to the Tbilisi water reservoir section to avoid its pollution. Pollution of this section by oil or chemicals, considering the exposition of slopes and ravines, will, by all means, cause long-term pollution of water supply source of Tbilisi’s several large districts;

Restrictions shall be arranged in small canyons and dry ravines during construction to avoid discharge of solid materials s, which could negatively impact migration of ichthyofauna and their living environment;

The construction of a tunnel along the Tbilisi water reservoir section, as proposed by the Project will reduce the risk of pollution due to turn over of oil tanks or wagons;

In case the tunnel is not constructed, it will be necessary to build the railway track into a concrete gutter, properly equipped with draining channels, flood amortization pond, oil separator, hydrocarbon detector and alarm system along the Tbilisi water reservoir section.


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Tbilisi Sea This chapter describes potential influence of geologic and geomorphologic features of “the Tbilisi Sea” its ecological Safety in the conditions of construction and operation of Tbilisi Railway Bypass Project and pollution prevention measures

The railway bypass route along “Tbilisi Sea” PK129-PK141 passes through a 1200m tunnel. After the tunnel the route crosses the Kvirikobiskhevi Gorge within PK143 and 149, where it is housed in a deep ditch so that movement of trains is not visible from “Tbilisi Sea”. Constructing the railway route in this channel will protect the “Tbilisi Sea” and adjacent areas from noise and dust as much as possible. Forest lines will be planted along this channel on both sides for a similar purpose. The Kvirikobiskhevi ravine and every other small ravine that is crossed by the railway and joins “Tbilisi Sea” will be roofed with reinforced concrete structures. This will protect the ravines from possible pollution during railway construction and operation. Along the railway gutter, channels made of reinforced concrete of the relevant fraction will be arranged on both sides in order to collect spilled oil products. According to the inclination (relief inclination) of railway gutter ground, these channels will incline towards the R. Khevdzmara and the village Patara Lilo, preventing “Tbilisi Sea” from pollution by liquids containing various amounts of toxic chemicals. With a similar purpose, oil product collecting wells will be arranged on both sides of the gutter. According to the Project, “Tbilisi Sea” from the R. Khevdzmara railway crossing site to the village of Patara Lilo, falls under the Project railway impact area. In this section of the route, the surface morphology is inclined and affluent is directed towards “the Tbilisi Sea” creating a risk of pollution of “the Tbilisi Sea”. Based on geological archive materials and the outcomes of surveys undertaken in this assessment, the geological structure of the “Tbilisi Sea” site is a positive factor in avoiding risk of pollution with affluent. Namely, the area along the railway route from the Khevdzmara gorge to Patara Lilo is structured by Oligocene and Miocene sediment rocks, which are lithologically represented by an irregular sequence of sandstones and non-carbonate clay (sandstone layers exceed). The rock layers are inclined towards the North – in the opposite direction to “Tbilisi Sea” excluding the possibility of drainage of discharged oil or other liquid containing toxic substances into the reservoir. Discharged liquid will move only in the holes of sandstone layers. Meanwhile, there are waterproof clay layers in between the sandstone layers, thus making it much more improbable that liquid is filtrated in the direction of the reservoir. In the R. Kvirikobiskhevi, there is a minor risk of polluted liquids from the railway gutter leaking through the sandstone layers at the left slope of the ravine. The polluted liquid may leak from these layers and discharge into the ravine and then enter the water reservoir. This occurrence should be avoided by cementing the gutter on the left slope of the ravine. 6.1.4.2 Potential Impacts on Groundwater At the intersection of projected railway track and River Gldani ravine, the riverbed is quite wide, characterized with new shingly gravel surface. Plateaus on the territory of River Gldani ravine are built with upper Oligocene – lower Miocene (Maikop Sequence) sandstone-clay formations, which makes construction of the railway here difficult. The main complicating factor is that Maikop sequence rocks are not solid and, therefore, are a source of hazard in the form of landslides and avalanches. From the hydrogeological point of view, the area is deeply cut and due to this, the depth of circulation of groundwater is below the riverbed. The area is dry and from hydrological point of view, there are no hampering factors for construction and exploitation of the railway here. Gldani Great Lake (Didi Tba) section has special significance geologically for construction. The territory between the Tbilisi bypass railway and Gldani Lake (where railway construction is projected) is characterized by plain surface, covered with dense grass and bogged in some fragments, which shallow groundwater.


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It is important to elevate the railway embankment. One more factor to consider is that on the north of the Gldani Great Lake (Didi Tba), there is a high risk of contamination of groundwater and the lake itself - in case of serious railway incident. Another issue worth attention is that spreading of extracted material containing gypsum and yarosit creates a high probability of development of chemical suffusion. For this reason, use of local soil for building railway embankment here is not appropriate. This recommendation is equally true for all territories from Gldani Great Lake (Didi Tba) to River Khevdzmara Gorge intersection area. The projected rail route section passing along Tbilisi reservoir is important from hydro-geological point of view. Projected route line has an important intersection north to Tbilisi Sea, at River Kvirikoba ravine. Most probably, the groundwater in this area are discharged into Tbilisi reservoir and they should stream no deeper than 4 meters from the surface. Although base substrate-constructing Oligocene-Miocene sequence stratums lay north from the reservoir (opposite side of the reservoir), in case of railway incident, or in the process of construction, contamination risk of the reservoir is still high, because discharged oil would very easily penetrate the diluvial clay layers and will reach reservoir through groundwater streams. The projected railway route passes along the hay land edge after crossing River Kvirikoba Gorge and approaches the reservoir with maximum proximity. The depth of ground waters here is so low, that a number of territories in the vicinity are bogged. This fact once more reiterates the above statement about possible contamination of the reservoir vicinity due to its hydrogeology. If the irrigation canal adjacent to the projected railway route from the north were functional, one could anticipate the existence of bogged fragments due to water discharge, but the canal is non-functional for decade, covered with plants and stuffed with various waste. Only several sections reveal signs of old revetments. Therefore, humidification of diluvial soils beneath the canal could not be due to water filtration leakage. To prevent accidents and incidents during the construction and exploitation phase north of Tbilisi reservoir, number of preventive measures should be taken in order to avoid possible negative impact.. After crossing the south of Village Lilo the projected railway route diverts from Tbilisi Sea and keeps a general south-eastern direction. The route crosses an even-surfaced sloppy gully on the southeast edge of Village Patara Lilo, continues to former Soviet Economy territory of Varketili Vineyards, crosses Upper Samgori mainline irrigation canal on the north of TetriKhevHesi and joins active railway line on the territory of former soviet economy of Samgori. Considering the hydro-geological evaluation of impact on the environment, it is important to note that these territories had been representing agricultural lands (mainly vineyards) during long years and are being equipped with underground irrigation networks. Water still runs from one of the hydrants, which points to the existence of underground network. Today, these territories are covered with dense grass surface and are used as hay lands. Groundwater is close to surface (~3 m); especially at the junction of the hydraulic impact zone of the Zeda Samgori mainline irrigation canal. This factor requests the implementation of preventive measures during whole process of construction and exploitation to prevent contamination of shallow groundwater. From the point of view of impact on hydro-geological environment the most important issue is contamination of shallow groundwater on particular sections (Plain territory north of the Gldani Great Lake (Didi Tba), Tbilisi north periphery) during construction and exploitation processes. It is important that construction works on all such sections are carried out with strict consideration of all normative requirements (construction norms and regulations – state standards). For the same reason, the railway embankment surface should be elevated. Tbilisi Reservoir should be protected from contamination by laying the rail track in a concrete gutter fully equipped as described in other sections. At the intersection of River Khevdzmara, mobility of subtle diluvial plateaus and therefore activation of landslips is a hazard.


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Arrangement of railway embankment requires:

maintaining proper natural equilibrium angle when cutting plateaus;

Arrangement of berms and counterberms;

Creation of mountain surface canals for accumulation and drainage of water;

Creation of mudslide and rockslide resistant constructions. There is a possibility of revelation of sulphate-aggressive groundwater during construction and exploitation of tunnels. It is important to use sulphate and water resistant Tokret cement and hydro isolation materials during construction of tunnels. It is impossible to use the extracted gypsum and yarozit diluvial clay-soils for laying railway embankment between Gldani Great Lake (Didi Tba) and River Kvirikobiskhevi Gorge intersection where such soils prevail. Use of these soils will create a risk of suffusion and deformation of railway embankment. During monitoring, visual observation must be associated to groundwater parameters analysis.. During construction, environmental monitoring should be carried out constantly, in parallel with the construction by the contractor environmental specialist. During exploitation, frequency and schedule of environmental monitoring should be elaborated by the GR environmental office. Contamination of surface and underground streams at the junctions of bypass railway and surface rivers and gorges should be checked seasonally through laboratory analysis to detect eventual presence of hydrocarbon. Piezometer should be arranged in areas where groundwater is shallow (plain north of Gldani Great Lake (Didi Tba), north periphery of Tbilisi reservoir) to allow water quality monitoring.. Same type of piezometer should be arranged at former Soviet time farm territories of Varketili and Samgori.


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6.1.5 Potential Impacts on Habitats, Flora and Fauna 6.1.5.1 Potential Impacts on Flora and Vegetation Construction of railway will result in a complete elimination of green surface on the whole length of a 50-60 m wide corridor. This will result in a significant reduction of population of plants and degradation of micro ecosystems. Plants’ structural sequence will be affected. The process of recreation of the taxons and phytocenosis of conservational value will be hampered. All these will result in undesirable reduction of biodiversity. Construction waste (including chemicals) could contaminate construction site’s vicinity and adversely affect vegetation. Regeneration of contaminated green cover may take years. Construction and exploitation of the railway bear the risk of adverse impact of large scale spillages of oil and other chemicals which will be transported on the bypass. It is widely known that the soil contaminated by oil products takes long time to return to the original state. Areas affected by oil contamination are subject to successive change of vegetation and most cases this is a retrogressive process leading to serious damage to the ecosystem. Transportation of oil products by rail always bears the risk of inflammation and damaging of green surface. Intensive traffic of heavy machinery (especially caterpillar type) results in destruction and elimination of green surface.

Mitigation measures to avoid, minimize and compensate the adverse impact on flora and vegetation could be the following:

To carry out a Pre-Construction Survey to identify protected, rare, endemic and relic species along the RoW for their reproduction in appropriate alternative habitats: collection of seeds and bulbs, creation of small nurseries and other ex situ and in situ conservation methods.

After completion of the construction works, it will be necessary to develop and implement Flora and Vegetation Restoration Plan (together with Soil Restoration Plan, as a part of Habitat Reinstatement Program developed for the project), considering replanting the trees, bushes and vegetation, creation of nurseries etc.

Restriction of tree cutting in the vicinity of the construction territory.

Training of railway track construction technical personnel (workers, engineers, etc.) to prevent avoidable damage to the environment.

Provide means of prompt and adequate liquidation and rehabilitation of adverse impact in case spillages of chemicals.

Extraction of endangered Red List species for conservation.

Creation of permanent environmental monitoring group for strict monitoring of target territories.

Construction site goes though Tbilisi National Park and special compensative measures are to be taken in cooperation with concerning relevant authorities.

6.1.5.2 Potential Impacts on Fauna Below is a description of different sections of the RoW corridor, representing main biotypes of the area: Zahesi – Giorgitsminda Section, the Northern Part of the Gldani Great Lake (Didi Tba), Giorgitsminda - Patara Lilo Section and Patara Lilo - Lilo Station Section. The chapter describes four main sections of RoW and their ecological functions, outlines the most sensitive locations and proposes the measure to avoid and minimize the adverse impact on fauna. The chapter was prepared using the existing scientific materials and field works. Zahesi – Giorgitsminda Section The corridor of the RoW from Zahesi to Giorgitsminda settlement runs along Tbilisi suburbs and the border of Tbilisi National Park. Mostly it passes through land, which do not belong to the National Park and crosses the territory of the Park two times - with 350 meter and approximately 1 km sections. The


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whole suburban section is covered by sparse forest and shrubs. The track of inhabiting legally protected big mammals has not been recorded at the observation points. No high and hollow trees, with nests of legally protected birds and colonies of bats in hollows have been recorded along the route during visual inspection. In general, since animals can step back to the forestland, this section is less sensitive.

Figure 6.1.5-1. RoW in the Tbilisi National Park (Zahesi)

Figure 6.1.5-2. RoW in the Tbilisi National Park (Zahesi)

Key functions of the territory at this section of the railway route are:

Securing habitats of the common birds nesting areas;

Securing feeding areas for the birds, at a time of hatching and fall migration;

Securing the movement corridors and habitat for reproduction for the mammals in the zone at the edge of the forest.

Before starting works on this section, it is necessary to examine urban developments and hollows of trees and check if there are the shelters of bat colonies or nests of the birds.

Figure 6.1.5-3. Private houses in Zahesi


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All chiropterans of Georgia are protected under the Agreement on the Conservation of Populations of European Bats (2000). The end of spring, presence of the bat colonies can be detected by means of ultrasound detector. Special attention is to be paid t avoiding disturbance during reproduction and breeding periods. The Northern Part of the Great Lake (Didi Tba) in Gldani Great Lake (Didi Tba) in Gldani has been recently replenished with water. Its southern side is being developed for creation of a recreational complex with the beach. The northern beach is full of reeds and may serve as a shelter for migratory waterfowl and wetland birds.

Figure 6.1.5-4. Great Lake (Didi Tba) in Gldani from North, RoW

In order to determine importance of this place for conservation of biodiversity, it is necessary to make observations on waterfowl birds during spring (March-April) and autumn (September-October) migrations. Giorgitsminda - Patara Lilo Section From Giorgitsminda settlement up to village Patara Lilo the corridor runs through slopes of hills covered with grass and shrubby derivatives of the forest. The shrubs become more dense to the western of the RoW corridor. In the RoW, shrubs are mostly developed in the ravines. The vegetation developed in the groves provides the shelter and food for animals. The railway track corridor crosses several deep gorges covered with shrubs and the fragmented forest. These are: Khevdzmara, Saaptre, Kvirikobiskhevi gorges.


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Figure 6.1.5-5. RoW Saaptrekhevi gorge Figure 6.1.5-6. RoW Saaptrekhevi gorge Kvirikobiskhevi gorge enters the Visitors’ Zone of the Tbilisi National Park. Slopes of this gorge are covered with oak trees. The territory of this section between the gills is used for pasturing, while other part is used for mowing the grass. On 7th of August, 2009 during the field work two nestling places of a legally protected species - Buteo rufinus were found.

Figure 6.1.5-7. Kvirikobiskhevi gorge

Figure 6.1.5-8. Forest in NP – Kvirikobiskhevi gorge

The main functions of Giorgitsminda - Patara Lilo section are as follows:

transit point for migrating raptors and cranes;

place of the nestling for ordinary birds and raptors;

place for breeding and transit during autumn migration;

place of wintering for some migrating birds during mild winter seasons;

habitats for reptiles listed in the Red Book of Georgia – the Mediterranean turtle Testudo graeca and snake - Eirenis collaris;

The groves are the shelter and reproduction place for mammals. Sensitive areas are: deep gorges covered with shrubs and the fragments of the forest– Saaptrekhevi and Kvirikobiskhevi gorges.


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Figure 6.1.5-9. Oaks in Kvirikobiskhevi gorge

Figure 6.1.5-10. RoW - north bank of Tbilisi reservoir

Before starting the construction, it is essential to

make sure that there are no nests of protected birds and colonies of bats living in hollows along the construction corridor;

examine the corridor for the presence of Pelobates syriacus and places of reproduction of legally protected invertebrates (it is impossible to do it during summer);

examine the corridor for presence of the Mesocricetus brandti. If any of the protected species is found, it is necessary to develop measures for avoiding or minimizing disturbance during reproduction or breeding periods. After completion of the construction the integrity of water grids and forest is to be restored. Patara Lilo - Lilo Station Section The last 10 kilometres - from village Patara Lilo up to Lilo station - the corridor runs through agricultural lands, mainly abandoned gardens and vineyards, heavily compacted pastures and stony fields.

Figure 6.1.5-11. Small ravine and the gardens

The route crosses several windscreen zones and an irrigation channel. Burrows of Mesocricetus brandti and nests of the raptors were not found in any of the seven different observation areas. A trace of any legally protected species has been recorded neither directly within the corridor, nor in its vicinity.


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Figure 6.1.5-12. Typical landscape of last 10 km The main functions of this section are as follows:

transit point for migrating raptors and cranes;

place for breeding and transit during autumn migration;

the groves and the forest zones provide the way for movement and shelter for reproduction for inhabiting mammals and birds.

The presence of large number of street dogs in this section, makes presence of legally protected big mammals less probable. The other species must be pretty troubled by raptors. Crossings of rivers, channels and forest strips can be considered as sensitive areas in this section too. Before starting works in these places, it is necessary:

to make sure that there are no nests of protected birds;

to examine the corridor right along the construction zone for the presence of the Pelobates syriacus and invertebrates protected by law.

If any of the protected species is found, it is necessary to develop measures for avoiding or minimizing disturbance during reproduction or breeding periods. After completion of the construction the integrity of water grids and forest is to be restored. The most sensitive part of the corridor is the section which passes through the territory of Tbilisi National Park, along Kvirikobiskhevi gorge. Khevdzmara gorge, Saaptrekhevi gorge, other ravines and slopes covered with shrubs and forest fragments are also important shelters for animals and birds. Where fragmentation of critical habitats cannot be avoided, it is necessary to maximize the availability of animal crossings (e.g. bridges, culverts, and over-crossings) and provide jointing chambers to allow small animals a means of escape from the railway. The project designers have to consider these measures in the project planning and design process.


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Figure 6.1.5-13. Areas vital for conservation of wildlife biodiversity The following are the areas, which are vital for wildlife diversity:

The Tbilisi suburbs and border of Tbilisi National Park – bats in old houses;

The northern part of the Great Lake (Didi Tba) in Gldani –waterfowl during migration;

Saaptrekhevi gorge – the place of nesting for raptors;

Kvirikobiskhevi gorge – the place of nesting for raptors; and

Small ravines discharging into the Tbilisi Sea. The measures to avoid and mitigate the adverse impact on fauna during pre-construction and construction phases are:

To carry out preconstruction survey to inspect for the presence of protected species;

To train workers and construction site manager on how to avoid disturbance to the birds and animals;

To elaborate mitigation measure and agree them with the relevant authorities of the Tbilisi National Park; To fence the construction ditches to prevent animals fro falling;

To avoid disturbance during wintering or breeding periods;

To provide an alternative habitat to the species or their colonies, if they are found during the pre-construction survey.

To make sure that there is no individual section of any big mammal within the construction zone;

To check for the colonies of the bats and nests of the bird before construction;


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To keep the old trees in the areas adjacent to the RoW. After completion of construction, it will be necessary to: restore the integrity of water grids; restore forest strips; restore the layer of fertile soil; plant the shrubs along the corridor border; and carry out monitoring for the effectiveness of the “green passages” made for the small mammals. Potential Impacts on Ichthyofauna As mentioned before the ichthyofauna of the project influence area includes some Red List species and species endemic to the Caucasian ecoregion. The impact on ichthyofauna depends entirely on measures for prevention pollution of the surface and ground waters during construction and operation of the Bypass. The measures to avoid and mitigate the adverse impact on ichthyofauna are described in the part of the report regarding potential impacts on the Hydrology.


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6.1.6 Potential Issues Related to Geology and Geohazards Geological Hazards

Geological structure of the territory is prone to wide range of hazardous geological processes, but the morphological characteristics of the relief limits and localizes the risk of such hazards. The risk of their occurrence is not high. A special attention is to be paid to spatial and linear erosion, mudslide and landslides and suffusion processes and bogging. The risk of process intensification is at the central segment of the target area from the crossing of the River Gldaniskhevi until Village Patara Lilo. There are no potential geologically hazardous sections which could hamper safe functioning of the railway from Zahesi settlement until crossing the River Gldanula intersection. Except the effluents from the ravines during rains, which are mostly regulated, but additional attention is to be paid to control such processes. At the crossing of the River Gldanula ravine, special measures are to be taken due to the fact that this river is prone to transform into mudslides. As the track will be houses in a deep ditch from PK 53+050 (from eastern portal of the tunnel) until PK 56+00 and the rocks in this area have low resistance to the heaviness and are prone to landsides and erosion, it is important to select an optimal gradient for the slope stability when designing the engineering protection measures (berms, drainage channels, etc.). In section PK63+00 – PK 79+050, located near so called Gldani Great Lake (Didi Tba), geological hazard should arise in form of suffusion draughts and bogging and associated railway embankment deformation. It should be taken into account that due to the morphological condition of section PK 79+00 – PK 82+00, cutting the slope may cause its deformation. PK 86-050 – PK 93+00 sections are complicated by dry gorges with active deep erosion, periodical mudflow-type abrasive particles emitted from precipice and areal erosion, for which appropriate preventive measures should be taken. PK 93+00 – PK98+00 section, which is crossed by deep Khevdzmara gorge, represents one of the geologically hazardous sites. In the gorge of the Riv. Khevdzmara, there are intensive vertical and lateral erosion processes. This area has to be studied in details to develop the right engineering design, as a deep cut is to be made on the left side of the river. It has to be noted that some places in PK 98+00 – 109+03 sections are characterized by shallow and currently stable landslide zones, which could become active during construction of the embankment. PK 109+030 – PK 128+050 section, which transverses monoclinic hill area, is complicated by deep-cut erosive ravines. Geohazards can be caused by deep vertically developing ravines, which carry mud and solid affluent. On the slopes of these ravines, there are deformations caused by shallow erosion. The geological processes will get even more complicated during making deep vertical cuts. The risk has to be absolutely considered in the project design (berms, barrages, water diverting channels, etc.). There will be a tunnel built at PK 128+050 – PK 142+00 section. At the portals of the tunnels, during the construction, shallow landslide processes will be activated and some new one will be generated. This hazard should be considered during projection. Hazard of activation of shallow landslide processes and creation of new ones, as well as erosive processes at section PK 142+00 – PK 189+060 between the left bank of Kvirikoba river gorge and untitled right river junction at Pshatiskhevi gorge should be considered during planning and design.


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At section PK 189+060 – PK 208+00, at untitled high point’s (711.7 m) south-west slope, a slope will have to be cut for railway track structure. The deformation of the slope should be considered during planning and design. PK 208+00 – PK 292+00 sections is not related to any serious geological complications. The entire target area, as well as total territory of Tbilisi, falls in the seismic intensity zone of 8 magnitude (Richter). Along with above mentioned geological hazards, one cannot leave out the issue of possible contamination of Tbilisi water reservoir located northeast of projected route. There are number of ravines crossed by the route out of which water is discharged directly into to the reservoir. Such highly hazardous sections start from River Kvirikoba ravine until Upper Samgori irrigation canal intersection. Such complications are already considered in the Railway Bypass Project where special preventive measures are anticipated. Nevertheless, not only section between River Kvirikoba ravine and Village Patara Lilo are in danger, but a section southeast of this area until intersection of Upper Samgori mainline canal as well. 6.1.7 Potential Visual Effects on Landscape The landscape represents a unique combination of natural and anthropogenic components characteristic to this specific territory. Formation of site-specific landscape view is preconditioned by interaction of factors such as climate, relief, internal surface relief, geological construction of the territory, soil, plant surface, etc. There are important anthropogenic factors active in formation of the landscape: local land management experience, types of local economies and settlements, local architectural characteristics, etc. Change of quality properties of the landscape structure and characteristics provoked by planned activities is identified as impact on landscape. Tbilisi Bypass Railway Project will have impact on the landscape. Landscape fragmentation, meaning division of the landscape in small parts which will result in reduction of volume and quality of the habitat will be a serious side effect. The change will affect migrating species which need broad area and not a fragmented natural landscape. Apart from this, landscape fragmentation will result in alteration of hydrological routine, depression of recreational potential, etc. From this point of view, the project will have especially significant impact on River Kvirikoba ravine landscape which represents a visitor zone of Tbilisi National Park. Visual impact means alteration of landscape view and not the structural-quality factors which precondition this change. During evaluation of visual impact, the territory limits necessary for visual observation of Tbilisi Bypass Railway have been set. Receptors sensitive to the mentioned impact were also determined. These are: local population, Tbilisi Sea recreational zone beneficiaries, Tbilisi Bypass Railway passengers (i.e. Yerevan-Batumi), etc. Local Population Local population, which will be under permanent impact, is the most sensitive stakeholder group. Zahesi and Village Gldani population are of special interest, because these settlements will be intersected by projected route directly. Significant visual change will be experienced by the population who reside in the immediate vicinity of the rail track. The view of residents living farther from the railway will be restricted by residential constructions located near the rail track. The only exception is the multi-storey buildings with a view on railway for residents living on higher floors of the buildings. Although, there are very limited number of multi-storey residential buildings along the rail track except


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for River Gldanistskali intersection. This section of the railway passes through a tunnel and only river gorge route runs in the open air. Therefore, this section becomes visible to Gldani population. Second group of local population who are affected by changed landscape is Village Patara Lilo. South territory of this village is a plain used as hay land. There are no natural or artificial factors that would restrict the view on railway. Distance from projected route to the edge of residential area of the village is 400-500 m. From visual point of view, this will be a significant change for this population. People residing in southern and south-western edge of the village will be the most affected. In addition, Village Lilo is located on a sloppy plateau and the railway passes right below this plateau. Therefore, the railway will be seen from whole territory of the village. On the territory at the outer eastern edge of Tbilisi Sea, the railway approximates to northern residential buildings in Varketili settlement at its maximum, but due to the gap considered by the project (minimum 1.6 km) the visual impact will be insignificant. As for the last section of projected route, it is possible for Lilo settlement to fall under the influence area, but there are no residential buildings here, only industrial enterprises. There is no permanently residing population on this territory. Beneficiaries of Tbilisi Sea Recreational Resource Beached territory of Tbilisi Sea on the west bank will not fall under the area of altered view due to long distance from the railway. South bank of Tbilisi Sea where yacht club is located has greater chance to be impacted. Minimal distance from this section to projected route is two kilometres. In addition, it is considered that rational altitude of Tbilisi Sea bank and railway track is more than 150 meters. The track is located on the cliff, which is adjacent to the north-eastern part of the reservoir. Therefore, the view from the sea is quite vague in this case. Bypass Railway Passengers The most significant portion of the view of passengers travelling by bypass railway is Gldani waste dumpsite territory. Minimal distance from the railway is one kilometre. Projected route and the dumpsite are on almost same altitude here, therefore the view not quite accessible visually. Nevertheless, disturbing factors will be the smell and a smoke emerged due to waste incineration which is streamed by aggressive winds in direction of railway. The one mitigating factor here could be that government plans to terminate the Gldani dumpsite in near future. 6.1.8 Potential Impacts on Soil Soil Removal and Storage At the initial stage of construction, it is very important to remove the layer, primarily, fertile layer of soil. We do not meet soils of high capacity along the corridor other than exceptionally. Basically, soils with small and medium thickness and small and medium humus are represented. First of all, fertile layer of soil shall be removed, followed by the lower layer of soil and stored separately in a preliminarily selected area having a specific status for its further purposeful use that is determined by the Project, in accordance with the Georgian environmental law in force. In the event that these requirements are not met, subject of an activity will be responsible adherent to the rule established by the Georgian legislation (Order N. 113, Chapter IV, Paragraph 10 of the Minister of Environmental Protection and Natural Resources of Georgia dated May 27, 2005). Stored fertile layer of soil shall not be mixed with non-fertile soil, stones and gravel and other types of wastes. Stored soil shall be protected from flushing so that to preserve its structure, fertility and seed base. Height of stored soil shall not exceed 2 meters, and the slope’s inclination angle shall not exceed 30-350. Soil surface shall be processed relatively to avoid infusion of rain water into the stored soil but not that much that anaerobic processes develop. The construction contractor shall stop the removal of land surface and transportation activities if upper layer of soil is saturated with water.


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When removing the soil at plain and wavy relief, the impact will be low and it is expected to lose a small volume of fertile soil. When removing soil at slopes and water streams, impact on its major characteristics will be medium. For the construction phase, it is important to select the spot for storage of removed soil since the route passes through both private land-owners’ and state lands. With this regard, the issue of identification of land owners along the railway route needs to be considered. Outside the railway corridor, storing soils removed at the territory of a private land owner will cause the limitation of agricultural activities. Therefore, an appropriate spot shall be selected to store the removed soils, which will be selected adherence to the Georgian legislation in force. Erosion Regulation of erosion processes during construction of the railway route is important, especially at sites where cutting the slopes for the route will be necessary. At such places it is expected that erosion processes activate that may cause destruction of sustainability and integrity of railway embankment and rails. Therefore, it will be necessary to take erosion-prevention measures at cut slopes and in the bottom of the slope by arranging berms, stone mounds and gabions.

In order to stabilize cut slope and protect the rails from snowdrift during heavy snows in winter, it is necessary to arrange snowdrift-protection fences above the slope and to plant some seedlings.

It is particularly important to protect the removed and stored soil from erosion processes. Stored soil shall have drainage [system] to regulate erosion processes at the edge of cut slope, and it is necessary to take phyto-amelioration measures at the slope. Whilst to regulate surface waters, considering the slope inclination, berms and water channels shall be arranged at the edge of the slope that will be tied to natural tubes so that to avoid lateral erosion.

In terms of erosion, the most sensitive sections are the following: the Khevidzmari ravine crossing, territories located North-east of dacha areas, the Kvirikoba ravine crossing, the Pshati ravine, and crossings of its right and left nameless ravines. As soon as construction starts, environmental monitoring of the corridor shall be provided on systematic basis, the most sensitive sections of erosion shall be discovered at the initial stage and erosion-preventive measures shall be taken additionally. Mitigation Measures Following the land excavation and arrangement of rails, rehabilitation works have to be provided at nearby area of embankment. Such rehab works shall be carried out in favourable meteorological (dry) conditions and in the shortest possible time. Mechanical and physical and chemical features of soil shall be taken into consideration during rehabilitation process.

Rehabilitation shall be done to the condition that, at least, is not worse than the pre-construction status, and shall not serve to the observance of environmental safety principle, preservation of natural landscape and recreational value. Table 6.1.8-1 Proposed Mitigation Measures for Impacts on Soil

Land Excavation Works and Anticipated Processes at the Selected Route

Mitigation Measures

It is expected that erosion processes activate at the mentioned route, where slopes or edges of slopes will be cut

It will be necessary to carry out erosion-prevention measures, namely, arrangement of berms and gabions. It is not allowed to use humus layer of soil in order to arrange berms in the corridor.

At sections where slopes are cut and there is a ravine crossing, where excavation works have been carried out, water collection and transmission channels shall be arranged. Using these channels, surface water flow shall


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Land Excavation Works and Anticipated Processes at the Selected Route

Mitigation Measures

be regulated. Settlement basins (pits, sand bags, etc.) shall be arranged in the end of the water channel so that to avoid damage of areas nearby the right of way corridor by water flow. In order to stabilize slopes and edges of cut slopes, phyto-amelioration measures need to be taken in case of necessity.

Due to the fact that the railway route will pass through relief of various inclination and exposition, when removing the soil, it is expected that the fertile layer of soil will damage and bear losses.

Removal of soil at the construction stage is very important. First of all, fertile layer of soil and later the lower layer shall be removed from agricultural lands and stored separately.

When removing the soil, impact on its major characteristics (soil fertility, structure, chemistry, loss of soil accumulation) is expected.

In order to minimize the loss of fertile layer of soil and preserve its fertility, soil removal activities shall be carried out in the dry meteorological conditions. Inclination of stored soil layer shall not exceed 35-45 grades. Stored soil shall be protected from water erosion. Therefore, it is necessary to arrange drainage [system] in the bottom of the storage.

The main legislative environmental action plan of soil works (removal, storing, conservation) in the railway route corridor shall be based on active environmental legislations and charters of Georgia. During construction, the soil, one of the components of eco-systems, shall be protected in accordance with the active legislation of Georgia, namely:

Law of Georgia on Soil Protection

Article 4. Restrictions for the purpose of soil protection - Any non-agricultural activity without removal, conservation and non-purposeful use of fertile layer of soil.

Law of Georgia on Soil Conservation and Recovery and Improvement of Fertility, Article 1. Field of Regulation: Restoration and improvement of soil conservation and fertility, prevention of losses of soils as a result of erosion, landslips, landslides, soil pollution as well as anthropogenic impact. Article 3.

a) shall provide conservation and recovery and improvement of soils throughout the whole territory of Georgia.

Article 7.

b) terracing of slopes without preliminary selection and survey, and appropriate design.

Article 8. Restrictions g) any action that will deteriorate soil characteristics, and will create conditions for

desertification, swamping, salinization, alkalization, acidification and for the development of other negative processes.

Article 12.

State supervision in the field of soil conservation and recovery and improvement of soil fertility is carried out by the Ministry of Environment Protection and Natural Resources of Georgia, within its competence.

Article 16. Responsibility for violating the requirements as set forth by this Law is determined by the rule established by Georgian legislation.

Works, including rehabilitation, performed within the frameworks of the new railway route project shall ensure the protection of environmental safety principle, namely:


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preservation of natural landscape and recreational value.

renovation and preservation of, to their maximum extent, visual-esthetical original image of territories having changed their appearance after construction.

the construction shall not cause negative impact on environment around the railway route and outside the area.

it is absolutely necessary to carry out stabilization and design works of slopes at crossings of ravines by new railway route.

original appearance of land plots nearby a new railway route, and especially, land plots of private land owners shall be restored by preserving the soil fertility and natural characteristics.

erosion processes shall be controlled along and nearby a new railway route.

ecological and social safety shall be ensured nearby the Tbilisi Sea. The monitoring shall evaluate environmental activities of ongoing works. This is a practical method of evaluation and gives us information about improvement of environmental issues of works and activities. The monitoring improves performance of environmental issues, which, on its part, facilitates environmental safety and protection of social interests. Environmental monitoring is an inspection of fulfilment of previous recommendations under the environmental impact assessment. Monitoring of soil protection means protection of fertile humus layer of soil, control of erosion and recovery measures. The monitoring program shall include various inspections to be carried out with various frequencies. Monitoring of soil protection aims at ensuring the minimum damage to soil and soil layer, and, on its part, to bio-environment, during land excavation both along and nearby the railway corridor. Eventually, the environmental monitoring shall determine the compliance of Project activities with the environmental obligations (laws, requirements, rules, permissions, agreements and standards). Frequency of environmental monitoring depends on the duration of land excavation works in the railway corridor, on natural relief conditions and other factors. Frequency of monitoring in the operational phase will depend on the level of recovery. During land excavation works in the railway corridor, monitoring of removal of fertile humus layer of soil and its storage and conservation, as well as protection of parameters of slope cutting as set forth in the Project will be a guarantee to minimize the losses of soil and erosion processes. Possible emergency situations (accidents on railway, spillage of oil, fires, etc.) and their impacts As the bypass project is a key point of for oil and cargo trains, safe technical operation is crucial to avoid emergency situations (accidents). In case of accidents, in order to prevent ecological catastrophe, prevention measures need must be included already in the planning phase of the project engineering. As described in other section, bridges must be equipped as well as tunnels to collect any possible leakages. Along the sensitive are of the Tbilisi Sea, the railway track must be laid in a concrete gutter, properly equipped with flood amortization ponds, oil separator, detectors and alarm systems. After completion of construction works, it is absolutely necessary to make modelling of the direction of possible oil spill movement, as well as clarification of approximate area of pollution and development of respective cartographic map. Receptors that will fall under the risk of pollution or in case of fire shall be identified. For emergency situations (accidents) the railway department shall have a special emergency group. In order to avoid an ecological catastrophe, it is necessary to establish a well-trained and equipped team,


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which will be able to respond safely and urgently and carry out all necessary tactical operations. The emergency team, first of all, with the emergency plan shall provide the following:

Notification procedure

Safety evaluation procedure

Spillage evaluation procedure

Setting the emergency priorities

Options for localizing and clean up of spilled oil or other dangerous cargo

Selection of emergency equipment

Bioremediation and phyto-amelioration.

A guideline for localizing spilled oil includes the following sections:

Oil spillage risk assessment

Emergency first response

Selection of sites for spilled oil localization

Determination of ecologically sensitive spots below the stream Special emergency team is, first of all, responsible for:

Selection of appropriate location for staff and equipment.

Providing transportation to use in case of no-road or bad weather.

Coordinated cooperation with the operational team for effective use of equipment in case of accidents.

Providing necessary equipment for emergency response on land and in water. Primary aim of selecting spots to localize spilled oil is to protect sensitive receptors located lower to the stream, removal of ground (soil) polluted in the railway embankment and outside of it, and its transportation in accordance with the Georgia. 6.1.9 Waste Generation and Management This chapter suggests approaches to manage the waste generated during demolition of railway facilities, removal of old railway tracks in Tbilisi and operation of the new bypass railway. At present it is still unknown exactly which GR facilities will be subject to demolition (as GR is considering the option of selling part of its land complete with existing infrastructure), this chapter outlines key issues related to the hazardous waste that may be found and gives guidance for waste management. The objectives of proper waste management are:

(i) waste prevention or reduction;

(ii) material re-use;

(iii) materials recycling or recovery;

(iv) energy recovery; and/or

(v) disposal in a safe manner. In PR3 - Pollution Prevention and Abatement of EBRD Social and Environmental Policy (2008) waste is defined as a heterogeneous mixture of gaseous, liquid and/or solid substances/materials, which needs to be treated using adequate physical, chemical and/or biological processes before it can be safely disposed into the environment.


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6.1.9.1. Legislative Framework Georgian laws on waste management exist only in the form of drafts and have no legal force yet. The only legal document which addresses waste management is Act #36 of the Ministry of Labour, Health and Social Protection of Georgia on “Approval of arrangement of landfills for disposal of solid household wastes and adoption of sanitary rules and norms” dated 24 February, 2003. However, principles of sustainable waste management (such as waste minimization, waste recycling etc.) are considered in the Law of Georgia on Environmental Protection (1997). To ensure the Project’s compliance to PR3 - Pollution Prevention and Abatement of EBRD Social and Environmental Policy (2008), EU directives and best international practice are suggested as sources of guidance: Waste Framework:

Directive on Waste 75/442/EEC

Directive on Hazardous Waste 91/689/EEC Specific Waste Streams:

Disposal of Waste Oils 75/439/EEC

Sewage sludge 86/278/EEC

Disposal of PCBs and PCTs 96/59/EC

Waste electrical and electronic equipment 2000/95/EC and 2000/95/EC Treatment and Disposal Facilities:

Municipal Waste Incineration 89/429/EEC & 89/369/EEC

Hazardous Waste Incineration 94/67/EC

Waste incineration 2000/76/EC

Landfill of Waste 99/61/EC

Integrated Pollution Prevention and Control 96/61/EC (covers some recovery and disposal operations)

6.1.9.2. Demolition of Railway Facilities in Tbilisi Potentially Hazardous Waste There are likely to be hazardous materials (such as asbestos, PCB, high pressure mercury vapour lamps, neon tubes, etc.) found on industrial demolition sites. Hazardous waste should be removed from the site prior to demolition activities commencing. If they have become impregnated into the fabric of the building it may be possible to neutralise or treat them in situ prior to demolition.


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Table 6.1.9-1 Some Potentially Hazardous Elements in Construction and Demolition20

Product / material Potentially hazardous

component(s)

Potentially hazardous properties

Treatment and/or disposal options

Concrete additives Hydrocarbon solvents

Flammable Return to supplier, recycle, or remove for specialist disposal.

Damp proof materials Solvents, bitumen Flammable, toxic Return to supplier, recycle, or remove for specialist

disposal.

Allow to cure prior to disposal

Adhesives Solvents, isocyanates

Flammable, toxic, irritant

Return to supplier, recycle, or remove for specialist disposal.

Allow to cure prior to disposal.

Mastics / sealants Solvents, bitumen Flammable, toxic

Return to supplier, recycle, or remove for specialist disposal.

Allow to cure prior to disposal.

Seek alternative less hazardous products.

Use water.

Road surfacing Tar-based emulsions Toxic Return to supplier, recycle, or remove for specialist disposal

Asbestos, to be found in:

Cement fibre products

Ceiling panels, thermo insulation, noise insulation, electrical insulation, flooring, tile glue, etc.

Respiratable fibre Toxic, carcinogenic Remove under controlled conditions for specialist disposal.

Mineral fibres Respiratable fibres Skin & lung irritants Remove for separate disposal.

Treated timber Copper, arsenic, chrome, tar, pesticides, fungicides

Toxic, ecotoxic, flammable

Recycle.

Hazardous components bound into timber, low impact on landfill.

Toxic fumes and residue produced on burning.

Fire resistant wastings Halogenated compounds

Ecotoxic Possible low impact in landfill if bonded to substrate; high impact in product form; possible toxic fumes on burning.

Paint and coatings Lead, chromium, vanadium, solvents

Toxic, flammable Possible low impact in landfill if bonded to substrate; high impact in product form; possible toxic fumes on burning.

Power transfer Equipment (transformers, capacitors and switchgear)

PCBs Ecotoxic Contaminated transformer oils to be removed under controlled conditions for specialist disposal.

Lighting Sodium, mercury, PCBs

Toxic, ecotoxic Recycle or remove for specialist disposal.

Air conditioning systems CFCs Ozone depleters Remove for specialist recovery.

Fire fighting systems CFCs Ozone depleters Remove for specialist recovery.

Radionuclides Toxic Specialist decontamination prior to demolition or refurbishment.

Contaminated building fabric (including contamination due to previous use)

Hydrocarbons (oil, solvent)

Toxic Remove under controlled conditions for specialist disposal.

20 Report to DGXI, European Commission, Construction and Demolition Waste Management Practices, and Their Economic Impacts, Final Report, February 1999, Report by Symonds, in association with ARGUS, COWI and PRC Bouwcentrum, http://ec.europa.eu/environment/waste/studies/cdw/cdw_report.htm, 2009


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Product / material Potentially hazardous

component(s)

Potentially hazardous properties

Treatment and/or disposal options

Heavy metals including cadmium and mercury

Toxic Specialist decontamination prior to demolition or refurbishment.

Biohazards (anthrax)(1)


Animal products(1) Biohazards (anthrax)(1)


Gas cylinders Propane, butane, acetylene, etc.

Flammable Return to supplier.

Resins/ fillers, precursors Isocyanates, phthalic anhydride

Toxic, irritant Return to supplier, recycle, or remove for specialist disposal.

Plasterboard Possible source of hydrogen sulphide in landfill

Flammable, toxic Return to supplier, recycle, or disperse within landfill.

Glass Recycle.

Possibly physically hazardous to handle.

Road running surface Tar, asphalt, solvents Flammable, toxic Recycle if ‘cured’ and low leachability.

Separate for disposal if high leachability / solvent content.

Sub base (ash / clinker)

Heavy metals, including cadmium and mercury, radionuclides

Toxic Recycle if low leachability.

Separate for disposal if high leachability.

Note: (1) Horse hair was formerly used as a binder in plaster. Since the disease of anthrax was widespread up to the 19th Century, and the spores of anthrax are very robust and long-lived as well as being hazardous to human health, walls which had been plastered in/before the 19th Century must be treated with great care when they are demolished.

Very few materials may be classified as invariably hazardous as defined in Directive 91/689/EEC or Decision 94/904/EEC. One of the most obvious examples of this small group, and certainly the one which is most frequently cited, is asbestos-based insulation. However, some other materials may be hazardous because they display one or more of the characteristics used in the Directive’s Annex III to define hazardousness (such as toxicity or flammability). These characteristics may only be revealed under specific circumstances, and it may be possible to avoid those circumstances. Non-Inert Waste Some waste materials which are found in relatively small amounts in C&DW (such as paint and plastics), although not necessarily hazardous, are not inert either. For the sake of the much larger inert fraction, such materials should be kept separate from the inert fraction if at all possible. If they are not, it may not be possible to treat the main bulk of the materials as inert. Some materials may be inert or relatively non-hazardous in situ, but could become hazardous depending on the disposal method. For example some treated or coated timber can give rise to toxic fumes if incinerated. Untreated wood, while eminently suitable for incineration if it cannot be re-used or recycled, should be removed from the inert fraction if at all possible, because its presence in a crushed aggregate material will detract from the value of that aggregate. The same applies to many plastic and textile wastes which can be found on most demolition sites.


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Gypsum, when placed in a landfill, can generate hydrogen sulphide, an acidic gas. It can also detract from the quality of an aggregate if present in excessive amounts. There is no widely agreed figure for the maximum acceptable percentage of gypsum in C&DW-derived aggregate, nor are there widely agreed limit values for landfilling gypsum21. Other non-inert materials and products justify sorting and separate collection as a result of their economic (resale) value. Examples include carved wood panelling, doors, sealed double glazing units (especially those with hard wood or PVC frames). Inert Waste The main justification for sorting inert materials from the stream which will be crushed is economic. Metals have a well-established resale value, and materials such as old bricks and old tiles are in considerable demand. After the structure has been demolished it is normally possible to remove further steel (or possibly wooden) beams which were part of the basic structure (and therefore could not be removed previously). By using heavy duty mechanical ‘scissor’ crushers to break open reinforced concrete members, some of the steel reinforcing bars can also be removed. Some insulation materials which were inside walls can also be removed manually (or, possibly more accurately, by non-automated processes). If all of these actions have been taken, there will be a largely inert waste stream which is predominantly made up of concrete, bricks, some ceramic materials and (possibly) gypsum. It can be mechanically crushed and sorted. This waste stream can be further treated using a mechanical crusher and sorter. 6.1.9.3. Major Sources of Pollution Within the existing Tbilisi railway infrastructure that is subject to removal there are the following major sources of pollution which will need special attention:

Locomotive depot: 7 units of 60 ton oil reservoirs;

Wagon depot: 5 units of 0.6-1,6 m3 oil reservoirs; 20 oil wells and a 180m3 oil reservoir;

Passenger Transfer Branch’s wagon area: 5 units of 60 ton mazut tanks buried in the ground (currently filled with waste);

Passenger Transfer Branch’s locomotive depot: 2 units of 7 ton petrol storage tanks buried in the ground; a 45 ton oil tank in the cellar, a 60 ton oil tank – in the cellar.

The tanks must be emptied, degassed and cleaned before they can be turned into scrap metal or reused. The content, if clearly identified, can be reused or incinerated. If the oil contains PCBs, it must be handled as hazardous waste and cannot be reused. The contaminated soil around these tanks must be removed and treated as hazardous waste. 6.1.9.4. Removal of Old Railway Track Wooden Sleepers Wooden sleepers soaked in creosote have to be treated and disposed of as hazardous waste. Precautionary measures must be developed to prevent their incineration/burning.

21Report to DGXI, European Commission, Construction and Demolition Waste Management Practices, and Their Economic Impacts, Final Report, February 1999, Report by Symonds, in association with ARGUS, COWI and PRC Bouwcentrum, http://ec.europa.eu/environment/waste/studies/cdw/cdw_report.htm, 2009


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Many of the wooden sleepers exceed the critical creosote limit set by the European Union. Creosote has been used as a wood preservative for decades and contains toxic chemical compounds including polycyclic aromatic hydrocarbons (PAHs). Some of these are a danger to human health, being carcinogenic. (Creosote is therefore classified as potentially carcinogenic22). While sleepers remain embedded in railway tracks, the creosote is considered to be environmentally safe. However, upon removal, if the total creosote content is greater than the limit set by the European Union, of 1,000 ppm dry weight (1g per kg dry weight), the sleepers should be classified as hazardous waste and disposed of according to the regulations23. Under EU directives24 75/442/EEC, 91/156/EEC and 94/67/EEC, strict precautions are in place for the safe disposal of sleepers as hazardous waste 25. When sleepers are burnt as ordinary waste, some carcinogenic compounds are released. Therefore it is important to prevent incineration in inadequate installations. The creosote content varies, so the researchers suggest that a critical limit of 150 ppm PAH16 (dry weight) should be set to represent the lower limit of hazardous concentration of PAH16. Sleepers with levels of creosote content above this should be classified as hazardous waste. The general concentration of creosote is usually found to be significantly above the EU's critical creosote limit. Therefore, all creosote railway sleepers should be considered hazardous waste and disposed of accordingly. Concrete Sleepers and Rails Concrete sleepers in the GR mainline network are mostly mono-block, prestressed concrete of Soviet design. They can be crushed and recycled. Most of the rails in the GR mainline network are classified as R65 (65 kilograms per meter) and are manufactured to Russian specifications. This is a fairly heavy rail standard, which can be recycled and reused. Ballast Railway ballast can be cleaned (from hydrocarbons, heavy metals etc.) with ballast cleaning machines and reused if the granulometry of gravel and its properties are still acceptable. GR depth of ballast on the mainline network is approximately 300-500mm. GR uses two types of ballast, river run stone and crushed ballast. The river run materials (from Samtredia district) are generally not good railway ballast materials – its rounded edges make it impossible to compact properly26. The basalt-based ballast, from GR Dunkuri quarry near Tbilisi, is a good material for railway ballast and can be treated for reuse. (As GR estimates that about 60% of the mainline network needs ballast cleaning and replacement, deeper ballast could be used in the future. A ballast section of approximately 500 to 600 mm will provide sufficient lateral strength for concrete sleepers and welded rail, given the tonnage conditions found on GR. Improved ballast depth, the use of continuous welded rail, and an increased use of concrete sleepers will reduce maintenance costs and improve the railway27.) Contaminated Soil 22 European Commission DG ENV, News Alert Issue 115, July 2008 23 See: http://europa.eu/scadplus/leg/en/lvb/l21197.htm for a Summary of Waste Disposal Legislation. Directive 2006/12/EC of the European Parliament and of the Council of 5 April 2006 on waste. 24 See: http://ec.europa.eu/environment/waste/legislation/a.htm EU Waste Legislation - Framework Waste Legislation and http://ec.europa.eu/environment/guide/part2c.htm for the Overview of EU Environmental Legislation – Waste Management 25 See: http://europa.eu/scadplus/leg/en/lvb/l28072.htm for Directive 2000/76/EC of the European Parliament and of the Council of 4 December 2000 on the incineration of waste. 26 Booz Allen Hamilton, Technical Assessment of “Georgian Railway” LLC, 2005 27 Ibid


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The soil along the right-of-way has to be carefully examined and laboratory analysis of soil samples from locations adjacent to the sources of chemical pollution made. If results of the laboratory analysis show that soil contamination is above the permissible level (mentioned in Statement No.538 of the minister of Environment and Natural Resources of Georgia dated July 5, 2006 regarding Approval of Methodology for the Reports on Damage to Environmental. Article 3 – A Rule for Calculating Environmental Damage Resulted from Soil Pollution, Annex 4) the soil will have to be treated as a waste that must be disposed of or incinerated. The contaminated soil can be, under certain conditions, delivered to the Cement factory for incineration and reuse in cement production. 6.1.9.5. General Considerations for Waste Management Plan Some Issues to Consider Before Drafting a WMP Below are the issues that have to be considered before drafting a Waste Management Plan for the areas to be freed up in Tbilisi:

Definition of the scope of the plan: geographical scope, waste streams (household, hazardous etc.) and time horizon: a waste management plan may consist of immediate actions and later steps.

Participants in the planning process: representatives from the administrative level, waste experts, representatives from the waste management sector (collection, recycling, incineration, landfill).

Time Schedule for Planning Process: expected duration of the different steps.

Relationship with other plans of GR and policies: environmental, energy and occupational health.

Further steps for sustainable waste management Further steps for sustainable waste management would be to:

Analyze the waste anticipated in the construction and demolition, use available resources to help estimate the types/amount of waste include the other contractors, waste disposal records from previous projects, and materials estimates from bidding.

First target materials that are plentiful, easy to recover, and those with low recycling costs or high paybacks.

Dispose of all hazardous materials in cooperation with the Ministry of Environment Protection and Natural Resources.

Determine the appropriate waste processors, considering costs, procedures, convenience and other pertinent factors.

Plan on site procedures that will accomplish your goals.

Develop a Waste Management Plan

Designate a Recycling Coordinator, who will be responsible for developing the details of the plan and monitoring its progress.

Basic Waste Management Activities on Demolition Sites The sequence of basic activities found on demolition sites are as follows:

I. Remove selected materials from the existing structure(s), possibly after in situ treatment;


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II. Demolish the balance of the structure(s), sort into waste streams as appropriate, and treat each waste stream on- or off-site prior to recycling or final disposal;

III. Clear surrounding land surface(s) and any unwanted existing services/utility connections, broken down into two sub-activities:

a) Remove:

(i) hard surface coverings

(ii) any unwanted existing services and utility connections for recycling/disposal, and/or

b) Clear and dispose of unwanted surface vegetation;

IV. Treat/dispose of construction waste materials. Destinations of Waste A range of possible destinations/uses to which C&DW may go once they have been collected on-site include one or more of the following: on site or off site re-use, recycling or incineration and disposal. Incineration only applies to a few wastes such as uncontaminated wood waste and some plastics (including some packaging materials). In theory it may be possible to landfill C&DW in dedicated landfills with a view to future processing and recovery when market conditions are more favourable. In practice this option has seldom been used to date. The disposal of hazardous waste has to be agreed with the Georgian Ministry of Environment Protection and Natural Resources or with organizations accredited for treatment of the contaminated waste. Opportunities for waste recycling and reuse in Georgia have to be defined at the time of the demolition of the railway facilities in Tbilisi (which is planned after construction works of the Project are completed – expected to take some three years). 6.1.9.6. Construction of New Railway Track Solid Waste and Wastewater The table below shows the potential sources of waste during construction of the new railway track and proposed measures for their management. Table 6.1.9-2. Potential Sources of Waste during Construction of the New Railway Track and

Proposed Measures for Their Management

Sources of Construction Waste Proposed Measures

Waste from tunnelling and excavation works. To be addressed by WMP

Wastewater: The civil works will produce significant quantities of concrete wastewater. Such water is generally heavily loaded with suspended material, mainly silicates and sand, and has a pH usually over 12.

Such water must be collected, processed through a sedimentation tank and neutralized, usually with gaseous CO2, before it can be evacuated.

Vegetation waste from site clearance during construction

To be addressed by WMP

Dispose on site or remove waste vegetation off site to a suitable waste management facility, if applicable.

Waste from construction camps Provide toilet / shower facilities for site workers


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Sources of Construction Waste Proposed Measures

connected to a regularly emptied septic tank; emergency clean up equipment to be maintained on site.

Maintain adequate waste bin and collection system for disposal to landfill.

Mud from roads during construction Maintain road quality and pressure wash equipment regularly on site.

Hazardous wastes

Maintain an identified storage area appropriately protected from weather, accidental collisions from site vehicles, etc. for any hazardous or other non-acceptable wastes.

For further information about the treatment of potential hazardous wastes generated during construction, please see Table 6.1.9-1 Some Potentially Hazardous Elements in Construction and Demolition28. 6.1.9.7. Operation of New Railway Track Waste generated during normal railway operations are:

wooden sleepers, which have to treated as hazardous waste and disposed of as mentioned above;

waste oils from lubricants, etc. have to be collected and reused. If the oil contains PCBs, it must be handled as hazardous waste and cannot be reused.

metals have to be separately collected for reuse.

combustion air has to be cleaned with filters installed in the depot

waste water must be collected, processed through a sedimentation tank and neutralized, usually with gaseous CO2 before being evacuated.

household waste – has to be separately collected for disposal.

28 Report to DGXI, European Commission, Construction and Demolition Waste Management Practices, and Their Economic Impacts, Final Report, February 1999, Report by Symonds, in association with ARGUS, COWI and PRC Bouwcentrum, http://ec.europa.eu/environment/waste/studies/cdw/cdw_report.htm, 2009


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6.2 Possible Epizootological Impact Construction earthworks may provoke activation of Anthrax (also possibly Carbunculus emphysematicus, Bradsot, Enterotoxaemia infectiosa, etc.) burials. The existing infection become activated by harsh mechanical influence on the soil and contact with air. The infection-provocative agents present in the soil remain inactive for decades but become activated when they enter into contact with oxygen, which fosters outbreak of infectious diseases. If the soil is not excavated, these agents remain inactive. In the worst scenario, activation of risk zones may lead to announcement of the state of emergency due to quarantine and related restrictions. This kind of evens may cause serious economic impact to the country of outbreak and neighbouring states because quarantine is declared and transportation is suspended on infected territory: export-import of goods is also restricted, etc. The risk zones are considered to be - livestock grazing passages, livestock farms, pastures and nearby settlements where infectious diseases were spread in the past. For possible prevention of such problems it is necessary to set up a monitoring system near target areas determined on the basis of analysis of possessed data. This measure should be taken during initial, project design phase. The potential target areas are the above-mentioned villages, present and former farms and other sites, like – pastures, livestock grazing passages, etc. During construction, landscape-Epizootology monitoring system should be used. This will give us possibility to learn of potential outbreaks of infectious diseases in advance in order to take proper measures to avoid possible impacts at the later stage. Preventive activities are of a practical character and prevent activation of contagious disease by monitoring system before commencement of construction works, at the initial stage of construction (may be even during exploitation of the railway, in the event of occurrence of an infection at the construction stage). The system considers carrying out of sanitary measures and studying of disease-spreading transmitter insects and ticks together with The Ministry of Agriculture of Georgia, which proposes their cooperation to carry out pre-construction study of the project area.


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6.3 Potential Socioeconomic Impacts Methodology of Social and Economical Impact Assessment The aim of the socioeconomic impacts assessment was to evaluate the temporary and permanent impacts of the Tbilisi Railway Bypass Project on socio-economic conditions in the target area. The social and economical impact assessment included analyzing the intended and unintended social consequences, both positive and negative, of the planned project and any social change processes invoked by it. For those impacts that are considered to be significant, the Georgian Railway will implement a number of mitigation measures; these measures are described in Chapter 7 Summary of Potential Impacts of Preferred Alternative and Environmental and Social Protection Measures. The significance of the impacts is assessed according to the character of the change invoked through the project (temporary or permanent) and the duration of the impact (short-term impacts continue during construction works, medium impacts continue for a 1-5 year period following construction, and long-term impacts last 5-10 years after construction). The following issues were studied during the social and economical impact assessment process:

Demographics – changes in size of local population, emigration process;

Economic conditions – changes in businesses and community services;

Social infrastructure – impacts on roads, transport, power supply, education facilities;

Health issues – impact on health and safety of workers and community with regard to injuries and accidents during project construction and later operation stages.

The following socio-economic impacts were identified as likely during the construction and operation phase of the project and assessed as important: 6.3.1 Communities and People Potentially Affected The detailed information on the impacts on the affected communities is described in the Tbilisi Bypass Railway Project Resettlement Framework. On the later stage, Resettlement Action Plan will be developed for the Project where the impacts on potentially affected communities and people and concrete actions for compensation will be described in more comprehensive and detailed manner. Displacement of Residents According to EBRD Environmental and Social Policy Performance Requirement (PR) 5: Land Acquisition, Involuntary Resettlement and Economic Displacement, Resettlement is considered involuntary when affected individuals or communities do not have the right to refuse land acquisition that results in displacement. This occurs in cases of: (i) lawful expropriation or restrictions on land use based on eminent domain; 3 and (ii) negotiated settlements in which the buyer can resort to expropriation or impose legal restrictions on land use if negotiations with the seller fail. In the case of the railway bypass project, the following settlements will be affected: Gldani dachas, Gldani village, Centroliti Settlement, Avchala:

Gldani dachas – 400 m length of crossing

Village Gldani – 300 m length of crossing

Centroliti settlement – 350 m length of crossing

Avchala – 500 m, 800 m and 300 m length of crossings In total, residents of 75 private houses will be affected by the project in terms of displacement. The possible negative impacts on the local communities include:


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Loss of Land. There will be cases when people will lose all or a significant part of their land plots used for farming activities, resulting in a loss of income and a significant potential reduction in their food supply (e.g. vegetables, orchards, poultry, wheat, etc.). As a result, physical or economic displacement will probably require moving to a new site, thus losing at least one harvest. Loss of Housing. A substantial proportion of the residential settlements will be affected by the project resulting in the loss of physical housing (private houses with associated auxiliary structures such as garages, warehouses, fencing, etc.). In addition, people are likely to lose their associated services and facilities such as water supply, drainage, road access, electricity and gas supply. In the process of resettlement, people will also incur significant transitional costs, including transportation, legal fees, taxes and other expenses. The physical displacement of households will entail a loss of access to public facilities such as schools, clinics, cemeteries. With regards the access to cemeteries it should be noted that the project affects the following cemeteries: Gldani - Centroliti settlement cemetery and Patara Lilo cemetery. Displacement and resettlement of residents is significant and can lead to further impacts on a community. Residents displaced by the construction of the railway may experience additional impacts such as: economic impact resulting from acquiring new housing at a new location; social and psychological impacts due to the disruption of social relationships and establishing relationships in a new social environment; and changes in type and tenure of housing. The construction period of the project will have temporary (about three years) positive impact on the local labour market. Information with regard to construction recruitment will be comprehensively and timely communicated to the local community members by contractors. According to the EBRD Environmental and Social Policy PR 2: Labour and Working Conditions, during the hire of the labour force GR will oblige the contractors and sub-contractors to ensure the fair treatment, non-discrimination and equal opportunity of all workers through contractual conditions. 6.3.2 Approach for land acquisition and resettlement Tbilisi bypass railway project involves physical as well as economic displacement in all potential routing options available today. Namely, “North with 180/00 gradient”, “Central with 180/00 gradient” and “Central”. Although it is early to provide scope and scale of resettlement, as routing options are still being amended while analyzed and a number of activities need to be carried out (census, socio-economic baseline survey, resettlement action planning for the selected railway route), but some general assessment can be made about the impacts. Given the geographical location of all potential routing options there will be three municipalities (Tbilisi, Mtskheta, Gardabani) intersected by the Tbilisi bypass railway project. It is also clear that all options cross residential settlements, where individual houses and residential land plots are located. Moreover, alternative route options cross several gas stations, enterprise buildings, private land plots and cemeteries. Affected assets under all potential routing options available today include legally registered (under Public Registry) as well as non-registered private agricultural and urban land plots, municipal and state land with titled as well as non-titled occupancy. Land acquisition and resettlement involves preparation of relevant Resettlement Framework (RF) as part of the ESIA, taking into account Georgian legislation and regulations as well as EBRD requirements as per Environmental and Social Policy. The RF will incorporate the following:

Description of Project impacts on land, immoveable assets and people, including “economic displacement” as defined under PR5 of EBRD’s Social and Environmental Policy;

Legal analysis (what is the legal framework for compensation of affected properties in the Republic of Georgia and what are the gaps, if any, with the EBRD’s PR5);

Description of the land tenure regime in the Project area and related issues;

Categorization of affected assets (for example land with title, municipal or State land with non titled occupancy, apartments in municipal housing, individual houses, etc.);

Entitlement framework (proposed compensation measures for each category of affected assets/people);


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Assessment of potential livelihood restoration mitigations, if needed;

Consultation with stakeholders on potential compensation and livelihood restoration measures; and

Action plan, including preliminary costing, implementation arrangements and timeframe. The main principle during land acquisition and resettlement will be offering affected communities compensation for loss of assets at replacement cost, which is usually calculated as the market value of the assets plus the transactions costs related to restoring such assets. In applying this method of appraisal, depreciation of structures and assets should not be taken into account. For losses that cannot easily be valued or compensated for in monetary terms, in-kind compensation may be appropriate. Compensation has to be provided to people who have formal legal rights to the land, persons who do not have formal legal rights to land at the time of the census, but who have a claim to land that is recognized or recognizable under national laws as well as people who have no recognizable legal right or claim to occupy the land. In addition, people who have no legal right/claim to occupy the affected land have to be offered resettlement assistance to restore their standard of living at a suitable alternative site, however they will not receive compensation for land, unlike persons with existing legal rights or people with recognizable claim to the land. Moreover, livelihood restoration measures have to be provided in cases, where people experience loss of income (economic displacement) as result of the project. The RF will be made public once the finalization of ESIA is completed. A detailed Resettlement Action Plan (RAP) will be developed by the project once the final route is selected for Tbilisi railway bypass. The RAP will include a full census of the project affected territory, socio-economic survey with collection of baseline information, feedback from public consultations held with affected communities and stakeholders. This will enable the project to have full understanding of project impacts and the overall magnitude of resettlement required. 6.3.3 Potential Social and Economics Impacts The detailed information on the social and economical impacts is given in the Tbilisi Bypass Railway Project Resettlement Framework. Displacement of Businesses and Community Services Businesses and community services may experience significant impacts due to their relocation as a result of the project implementation, including difficulty in obtaining suitable relocation sites, loss of clients, and, upon relocation, additional costs to re-establish. Twenty-nine (29) enterprises / companies connected to the railway system via the rail sidings will be affected as a result of the project. They will have to be relocated as a result of project implementation. These businesses are mostly of medium and large size. The operation of these companies depends on freight received directly from the railway. After project relocation they shall have to move to sites adjacent to the new railway or change their means of freight transportation. Businesses will most likely incur significant transitional costs in the process of displacement, including transportation of equipment and inventory as well as re-installation and re-launch expenses, potentially including marketing costs. The closure of Tbilisi Central Railway Station in the framework of the project could have negative impacts on the following facilities in the adjacent area:







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The local population renting flats or territories to traders;

Other transport facilities operating on this territory; Some employees may lose their jobs due to the closure of businesses; others may incur additional costs if they are obliged to travel longer distances to reach their new work places. 6.3.4 Potential Impacts on Infrastructure Electricity and gas supply pipelines and the associated infrastructure as well as water, sewer and telephone line facilities are likely to be affected by implementation of the Tbilisi bypass railway project. The project route crosses the Saguramo Gas Pipeline in 5 areas. In addition, areas within Tbilisi National Park will be affected by the bypass railway resulting in the loss of areas designated for the visitors’ zone of the National Park as well as part of the administrative area within the Park. 6.3.5 Public and Occupational Health and Safety Public Health and Safety During the construction phase, residents may be disrupted and inconvenienced by local road closures, dust, noise and heavy equipment traffic on existing roads. There may be occasional vibration damage to nearby structures. Local community members could become victims of accidents involving the different machinery used during construction work. A potential increase in crime may be experienced during the construction period if mitigation measures are not introduced. With an increase in construction activities and the possibility of job seekers arriving, it may be more difficult to identify strangers in the area. In addition, the increase in disease associated with the entry of a temporary labour force into an area should be noted. Additional risks from diseased cattle burial sites near the project area should be emphasized. The safety of pedestrians is also an issue. Trespassers on rail lines and facilities may incur danger from moving trains, electric lines and hazardous substances. The most significant safety issue, that could potentially affect both crew and passengers, is the threat of serious injures or loss of life due to trains colliding with other trains or road vehicles, as well as the possibility of derailment due to these or other operational causes. The transportation of dangerous goods by rail is also noteworthy in this regard. For some residents living close to the railway negative impacts could continue throughout the operation phase, such as increased noise, vibration of nearby structures and aesthetic impacts. Public local community health and safety impacts during the construction and operation of the project could be summarized as follows:

dust caused due to construction works

noise during construction and operation phases

vibration from heavy equipment traffic on existing roads

local community member accidents and other impacts during construction period

worker’s misbehaviour/socio-cultural differences/conflicts if migrant workers enter the area

diseases associated with the entry of a temporary labour force into the area


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outbreak of diseases due to the cattle burials located near the project area

safety of pedestrians

aesthetic impacts / impacts on the visual appeal of the area Occupational Health and Safety (OHS) Construction phase When examining the potential impacts on workers during the construction phase, inadequate working conditions and related workplace safety issues are of primary importance. It should also be noted here that the workers could be victims of unfair contractual conditions; construction workers are often required to work irregular working hours, which may result in fatigue. The possible negative impacts from the use of unsafe construction material during construction works should also be noted. The negative impacts from the mistreatment of unsafe materials when buildings are demolished in the construction area are especially noteworthy in this regard (i.e. asbestos roofs). A significant risk of disease outbreak exists in the case of mistreatment of diseased cattle burials in the project area. Key impacts during the construction phase are:

Inadequate workplace conditions

Unfair contractual conditions

Negative impacts from the use of unsafe construction material

Negative impacts from contact with hazardous materials when buildings are demolished

Outbreak of disease from the mistreatment of diseased cattle burials

Railway operation phase GR staff from Tbilisi Central Station will be the subject of relocation as a result of the project. During railway operations there is a risk of accident related to the transportation of dangerous goods. Dangerous goods are frequently transported by rail, which represents a potential risk of release into the environment in the event of an accident. In intermodal containers spills and leaks may result from improper packing and the resultant shifting of loads during transport. Additionally, there is potential diesel release during fuelling operations. Workers could be subject to exhaust pollution from diesel locomotives and other diesel engines. Crew members and workers in indoor areas where locomotives are usually left operating may be subject to diesel fatigue. Electrified railways use either overhead wires or a conductor rail (e.g. third rail) to transmit electrical power to the train. Overhead power lines may also be present near non-electrified rail lines. Workers exposed to electric hazards from electrified railways should be trained in personal track safety. Railway workers on electric railway systems may have a higher exposure to electric and magnetic fields. Key impacts during the operation phase are:

Relocation of railway staff from abandoned Tbilisi Central Station

Accidents related to the transportation of dangerous goods

Diesel exhaust


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Electrical hazards

Electric and magnetic fields During construction and railway operation phases Workers could be exposed to noise and vibration from machinery used during the construction phase and later in the rail operation stage by locomotives, rolling stock, etc. Workers could be subject to injury from falls, falling objects, electrocution, heavy equipment use, vehicle accidents or interaction with hazardous substances. Key impacts during the construction and operation phases are:

Noise and vibration

Workers accidents The mitigation measures for all the impacts described in this chapter 6.2. Potential Socioeconomic Impacts are given in Chapter 7 - Summary of Potential Impacts of Preferred Alternative and Environmental and Social Protection Measures.


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6.4 Potential Impacts on Cultural Heritage and Archaeology In the preliminary stage all possible alternative routes of the project were studied and 40 cultural heritage sites identified including archaeological and architectural sites ranging from the Early Bronze Age to the Medieval Period, and also modern churches, sanctuaries (“nishi”) and cemeteries. After the final route selection there are 16 sites in the project area which may be affected. These are - 1 site of the Early Bronze Age, 1 possibly of the Middle Bronze Age, 3 of the Late Bronze Age, 3 of the Classical Period, 4 Medieval and 4 modern sites. Please refer to the Maps of Cultural Heritage in the Appendix M. N1 and N2 - Medieval graves in stone boxes apparently represent two areas of one cemetery of the Medieval period, which is currently divided by the Tbilisi-Mtskheta highway and the existing railway. The site may be affected by the project if a new railway station is built in the area. Impact probability: High Measures to be taken: The cemetery must be excavated and then the site may be released for construction works. According to archival records, an N3 Early Bronze Age Settlement and a N4 Classical Period Cemetery have been discovered on the territory of Zahesi hydropower plant. Although their exact location is not determinable from the surface archaeological survey, they may be affected by the construction works. Impact probability: Medium Measures to be taken: Construction involving any ground works on the territory of Zahesi and its environs must be monitored by archaeologists. If a site is discovered, construction work must be stopped and the site has to be excavated by archaeologists. Construction work can only recommence after a comprehensive study of the site. N5 Late Bronze Age Cemetery - a Late Bronze Age collection of grave goods was discovered close to the Zahesi buss stop. Since it implies the existence of other graves in the area and the size of the cemetery is unknown, the site may be affected by the project. Impact probability: Medium Measures to be taken: Construction involving any ground works in the environs of the Zahesi buss stop must be monitored by archaeologists. If a site is discovered, construction work must be stopped and the site has to be excavated by archaeologists. Construction work can only recommence after a comprehensive study of the site. N6 Medieval Cemetery - according to archival records Medieval graves in stone boxes were discovered towards north of the Avchala highway, which may belong to the same Medieval cemetery N7 with graves in stone boxes discovered south of the Avchala railway station. Impact probability: Medium Measures to be taken: Construction involving any ground works in the environs of Avchala railway station must be monitored by archaeologists. If a site is discovered, construction work must be stopped and the site has to be excavated by archaeologists. Construction work can only recommence after a comprehensive study of the site. N8 Modern Cemetery – The projected railway runs close to the modern community cemetery in Avchala and may have an impact on the graves located in the south-western part of the cemetery. This will create resentment in the community, especially among the relatives of those buried in these graves.


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Impact probability: High Measures to be taken: If it is impossible to alter the proposed route, the affected graves should be relocated with the agreement of relatives of the deceased buried in these graves. N9 Medieval Cemetery – according to the local population living north of Avchala’s modern cemetery, graves in stone boxes (presumably Medieval) were discovered when some of the private houses in the area were built. Although these graves are located some 300 m to the north of the projected railway, if the cemetery spreads southwards it may fall under the project’s influence. Impact probability: low Measures to be taken: Construction involving any ground works in the environs of the modern cemetery in Avchala has to be monitored by archaeologists. If a site is discovered, construction work must be stopped and the site has to be excavated by archaeologists. Construction work can only recommence after a comprehensive study of the site. N10 Late Bronze Age Settlement – the remains of a stone structure, presumably belonging to the Late Bronze Age settlement, were visible during our survey at the southern edge of Gldani Village cemetery; this site could be affected by project construction works. Impact probability: Medium Measures to be taken: Constructions involving any ground works in the environs of Gldani Village must be monitored by archaeologists. If a site is discovered, construction work must be stopped and the site has to be excavated by archaeologists. Construction work can only recommence after a comprehensive study of the site. N11 Modern Cemetery – The projected railway route runs near to the modern cemetery in Gldani Village. The cemetery has a tendency to expand southwards and by the time of the projected construction, the cemetery may be located even closer to the railway. Therefore, the project may create resentment in the village community. Impact probability: Medium Measures to be taken: If it is impossible to alter the proposed route, the affected graves should be relocated with the agreement of relatives of the deceased buried in these graves. N12 Late Bronze Age Cemetery – This cemetery (“Patara Vakis Samarovani”) was partially excavated by the Tbilisi Archaeological Expedition of the Centre for Archaeological Studies in 1990 at the site of a new prison. The graves had no stone architecture and therefore were not visible. The projected railway runs close to this prison to the north and consequently its construction could have an impact on graves which have not been excavated yet. Impact probability: High Measures to be taken: Construction involving any ground works in the environs of the prison has to be monitored by archaeologists. If a site is discovered, construction work must be stopped and the site has to be excavated by archaeologists. Construction work can only recommence after a comprehensive study of the site. N13 Classical Period Cemetery and N14 Classical Period Settlement – these two sites were discovered during the surface archaeological survey conducted by M. Abramishvili and G. Mindiashvili. Although the sites are not located close to the projected railway, construction work, namely the movement of big machinery in order to access the railway, can still have impacts upon the sites. Impact probability: Low Measures to be taken: Construction involving any ground works in the environs of the sites, or movement of big machinery in this area has to be monitored by archaeologists. If a site is discovered,


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construction work must be stopped and the site has to be studied by archaeologists. Construction work can only recommence after a comprehensive study of the site. N15 Modern Cemetery – The projected railway runs close to the modern cemetery in Patara Lilo village and may have an impact on this site. Therefore, the project may create resentment in the village community. Impact probability: High Measures to be taken: If it is impossible to alter the proposed route, the affected graves should be relocated with the agreement of relatives of the deceased buried in these graves. N16 Middle Bronze Age Kurgans – Kurgan type graves, presumably from the Middle Bronze Age, were detected on a hilly place during the surface archaeological survey conducted by M. Abramishvili and G. Mindiashvili. Although the graves are not located close to the projected railway, other graves which are not currently visible from the surface could be affected by the project if the kurgan valley spreads southwards on a plane where, due to the geological specifics of the area, the graves may be located deeper in the ground. Impact probability: Low Measures to be taken: Construction involving any ground works in the vicinity of these kurgan graves has to be monitored by archaeologists. If a site is discovered, construction work must be stopped and the site has to be studied by archaeologists. Construction work can only recommence after a comprehensive study of the site.


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6.5 Risk of Accidents The most significant safety issues for any railway operation are derailments, collisions, fires and explosions (including sabotage/terrorism), falls from the trains, collision with road transport and people at level-crossings, the risks associated with stationary sources of pollution (like fuelling stations), etc. This chapter makes an overview of GR railway safety, suggests ways for improvement in the framework of the planned project and outlines the Project locations that are critically sensitive to possible accidents resulting in the large scale spillage of chemicals transported by freight trains. 6.5.1 GR Safety Regulations GR is a member of the Organization for Cooperation of Railways (Организация Сотрудничества Железных Дорог, also known as ОСЖД, or OSJD or OSShD) - OSJD, established as the equivalent of the International Union of Railways. OSJD has helped to develop cooperation between railway companies and with other international organizations to coordinate international rail transport between Europe and Asia. OSJD has created various technical standards and specifications for freight and passenger carriages allowing member companies to order and use each other’s equipment. The members of this organization created an international transport law. GR strives to follow OSJD’s international transport law and standards, the Georgian Railway Code, Rules of Transporting Hazardous Goods (approved by the order #52 of Georgian Transport and Communication Minister and dated September 8, 2008) as well as GR’s own internal safety charters and rules. Contingencies like large scale oil spills and fires are addressed by GR’s Emergency Response Plan for Oil Spills and Fires. A long history of operation and accumulated know-how enable GR to comply with its existing safety regulations, even if the facilities and/or standards maintained are in some cases outdated or insufficient. 6.5.2 Safety Infringements and their Classification GR classifies its railway safety infringements based on their effects (and not the causes). The classification is updated and approved by GR regularly. Currently, for railway safety infringements occurring during rolling stock operation or manoeuvring, GR uses the classification approved in 2004, which can be summarized as follows:

Train crash is a collision or derailment of rolling stock, or the death or heavy injury of two or more people due to collision or derailment, where the total amount of loss due to the infringement is 150,000 GEL or more.

Train accident is a collision or derailment of rolling stock, or the death or heavy injury of one or more person, where the total amount of loss due to infringement lies within 100,000 - 150,000 GEL.

Significant default is the collision or derailment of rolling stock, which do not bring about the death or injury of people and the total amount of the loss due to infringement is less than 100,000 GEL. Significant defaults include, among others, the sudden disintegration of goods during movement, train collision with vehicles due to mistakes of railway personnel, etc.

Default includes the derailment of rolling stock, detachment of wagons and other less important infringements29.

29 GR, Classification of Railway Safety Infringements during Train Operations and Manoeuvring, 2004.


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The table below shows the summary of GR’s records on safety infringements during the 2003-2009 period: Table 6.5-1. GR Safety Infringements for 2003-200930

Type of Infringement 2003 2004 2005 2006 2007 2008 200931 2003-2009

Train crash - - - - 1 1 - 2

Train accident - - - - - - - 0

Significant default: Passenger train collision or derailment

- 1 - 5 2 2 1 11

Significant default: Freight train collision or derailment

10 23 11 11 10 13 4 82

Significant default: Collision with road traffic

- - - - - - 2 2

Others 92 190 164 163 152 169 65 995

Total number of all infringements: 102 214 175 179 165 185 72 1,092

According to GR information, in the last 15 years there has been no infringement that would be classified as a train crash or an accident due to the fault of GR personnel or technical facilities. The only two cases of train crashes, in 2007 and in 2008, were the results of force majeure when the situation was out of GR’s control. However, GR records on railway safety infringements for the period of 2003-2009 show that there were 82 cases of significant defaults manifested by freight train collisions or derailments, which amounts to around 7.5% of all rail infringements for that period. In the same period, there were 7.5 times more derailments of freight trains than that of passenger ones, despite the fact that passenger trains a year formed 67-70% of the total traffic for any year during the 2003-200932 period. The causes of these significant defaults resulting in freight train derailment or collision are recorded as undetermined in around half of the cases. According to GR’s explanation, the relatively frequent derailment of freight trains might be caused by longer length (more number of wagons/tanks) and bigger weight of freight trains than those of the passenger ones. The types of goods currently transported by GR are:

chemical and mineral fertilizers,

construction materials and cement,

crude oil,

ferrous metals,

grain and grain products,

industrial materials,

iron ore,

manganese,

non-ferrous metals,

oil products,

sugar and other commodities. 30 GR Reports on Crashes, Accidents, Significant Defaults and Defaults, 2003-2009. 31 Only for the first five months. 32 GR, Actual & Forecasted Train Numbers, 2009.


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Presently, freight traffic is the main source of GR’s revenue. In 2007, freight traffic contributed 90%, passenger traffic 5% and other sources formed the remaining 5% of GR’s entire revenue33. The greater part of the freight carried by GR is liquid cargo - crude oil and oil products transported with cisterns. GR’s freight carriages comply with the specifications of the OSJD. These are: four-axle closed wagons - model 11-066, six-axle cisterns for oil and petroleum - model 15-Ц865, four-axle metal semi-wagons - model 12-119, four-axle platforms for heavy containers/road machinery/vehicles - model 13-40085, and four-axle cistern for oil products - model 15-011. The mainline was designed to accommodate speeds of up to 100 kmph for passenger trains and 80 kmph for freight trains, although the geography rarely permits such speeds. 25-meter length rails were welded into 750-meter lengths for the track. These sections are then laid, but not continuously welded together into longer lengths. Although continuously welded rail line is preferred, the thin ballast section characteristic of the GR mainline network is insufficient to permit continuously welded rail. Recommended management actions for GR for increasing the safety and effectiveness of operations include:

Further research to determine the reasons for and reduce the risk of freight train derailment. The probability that a train will be involved in a derailment is a function of the quality of track, the length of train, and exposure in terms of distance travelled. The probability of derailment for an individual carriage within a derailed train consist is a function of the point-of derailment (position within the consist), train length, train speed, and the cause of accident. Changes to any of these parameters can alter the risk level of particular shipments34. As with any effective risk reduction option, the expected benefits from any changes in railroad operating practices must be compared with the costs associated with lowering the risk of derailment.

Implementation of rail operational safety procedures aimed at reducing the likelihood of train collisions, such as a positive train control (PTC) system. If a full PTC system is not practical, automatic rail switches should be installed or, where manual switches remain, documenting when a manually operated switch in non-signalled territory is changed from the main track to a siding, and returned back to the normal position for main track movements. This information should be communicated to all crew members and the train dispatcher.

Regular inspection and maintenance of rail lines and facilities to ensure track stability and integrity in accordance with national and international safety standards;

Implementation of an overall safety management program that is equivalent to internationally recognized railway safety operations. Examples include the elements of a safety management system specifically applicable to rail such as provided in the European Union Railway Safety Directive 2004/49/EC or Guidelines for the Safety Management System published by the Safety Management in Railways group of the International Union of Railways (IUR)35.

6.5.3 Accidents at Level Crossings Level crossings represent high risk accident locations for railways. On railways with sparse traffic, a flagman may be used to stop traffic at the crossing and clear the traffic before the approach of a train. Automatic warning lights and bells and/or closable gates are commonly used. The gates are intended to be complete barriers against the intrusion of any road traffic onto the railway. Ungated crossings present the greatest potential risk. Recommendations to prevent, minimize and control the risks associated with level crossings include:

Use of bridges or tunnels in place of level crossings;

33 GR, Feasibility Study for Tbilisi Railway Bypass Construction Project, 2008. 34 Anderson & Barkan, URL: http://ict.illinois.edu/railroad/CEE/pdf/Anderson%20&%20Barkan%202005%20IHHA134.pdf (August 2009). 35 IFC, EHS Guidelines, Railways, 2007.


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Installation of automatic gates at all level crossings, and regular inspection/maintenance to ensure proper operation.

6.5.4 Pedestrian Safety and Worker Accidents Measures to reduce the risk of train collision with road traffic and pedestrians, as well as worker accidents, are discussed in Chapter 6.3.5 of this report regarding Public and Occupational Health and Safety. 6.5.5 Spills of Chemicals Large scale spills of chemicals are managed by GR’s sub-division of Restoration and Fire fighting Service equipped with 6 fire trains and a fire brigade. This team is also in charge of remediation activities for spills of chemicals and uses GR’s existing Emergency Response Plan for Oil Spills and Fires. GR has guidelines for the remediation activities needed for the spills of different chemicals. Recommendations for prevention, minimization and control of release of hazardous materials are given in chapter 6.2.2 of this report - Public and Occupational Health and Safety. 6.5.6 Fires Fires may occur as a result of the accumulation of fuel and uncontrolled vegetation within the right-of-way. Recommended measures to prevent and control the risk of forest fire include:

Monitoring of right-of-way vegetation;

Removal of blowdown and other high-hazard fuel accumulations;

Timing of thinning, slashing, and other maintenance activities to avoid seasons when the risk of forest fires is high;

Removal of maintenance slash or management by burning, in accordance to burning regulations, should be monitored by a fire watcher;

Planting and management of fire-resistant species (e.g. hardwoods) within, and adjacent to, right-of-way36.

6.5.7 Critically Sensitive Areas Within the influence area of the Tbilisi Railway Bypass project these are some locations, which are critically sensitive to accidents resulting from large scale spills of chemicals. These are:

Tbilisi Sea – an artificial water reservoir, which represents the main source of potable water for Tbilisi’s population;

Kvirikobiskhevi gorge and all small gorges, which discharge into Tbilisi Sea; and

Samorgi’s Irrigation Canals, which provide Gardabani district with water for irrigation and are fed by Tbilisi Sea.

Measures to avoid and minimize the risk of pollution of these water bodies are discussed in detail in Chapter 6.1.4 of this Report on Potential Impacts on Surface Water and Groundwater.

36 IFC, EHS Guidelines, Railways, 2007.


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7.0 Summary of Potential Impacts of Preferred Alternative and Environmental and Social Protection Measures

This Chapter is the summary of the impacts and risk that were identified during the environmental and social impact assessment of Tbilisi Railway Bypass project. The Chapter also gives the comprehensive information about the proposed measure to avoid, mitigate or compensate the potential adverse impact, giving the data on the parameters and locations of the impact area, as well as the legal regulations or best practice which is to be applied in each case. The summary of the potential impacts and environmental protection measures is a useful guidance for the project proponent to schedule and carry out the following steps of project implementation. The method for assessing the environmental impact considered the sensitivity or value of the impact receptor and the magnitude of anticipated change cause by the proposed development. The key factor in assessment of the social impacts is the duration of the impact.


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Table 7-1. Summary of Possible Socioeconomic Impacts

Impact Impact magnitude Impact likelihood Impact significance

Negative No Positive

Construction phase Operation phase Area of Influence Intensity Low High

Impact duration High Medium Low

1.

Job opportunities for local residents during construction phase

X During the construction period X

2. Loss of housing Territories adjusted to the project implementation areas

High X Permanent X

3. Loss of land Territories adjusted to the project implementation areas

High X Permanent X

4. Relocation of twenty-nine enterprises / companies connected to the railway system via the rail sidings

Territories adjusted to the Tbilisi Central Railway Station

High X Permanent X

5.

Possible negative impacts on the following facilities existing adjacent to the territory of abandoned Tbilisi Central Railway Station:







Other transport facilities operating on this territory.

Territories adjusted to the Tbilisi Central Railway Station

Medium X Permanent X

6. Crossing of Saguramo Gas Pipeline Territories adjusted to the project implementation areas

High X Permanent X

7. Loss of areas designated for the visitors’ zone of the National Park

Visitors’ zone of the National Park of Tbilisi High X Permanent X

8. Dust caused due to construction works

Territories adjusted to the project implementation areas (Construction zone)

Medium X During the construction period

X


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9. Noise and vibration Noise and vibration


High X Permanent X

10. Vibration from heavy equipment traffic on existing roads


High X During the construction period

X

11. Local community members accidents and other impacts during construction period


High X During the construction period

X

12. Worker’s misbehaviour/socio-cultural differences/conflicts if foreign workers enter the area

Territories adjusted to the project implementation areas

Medium X During the construction period X

13. Diseases associated with the arrival of temporary labour in the area


Low X During the construction period X

14. Outbreak of diseases due to the improper treatment of the diseased cattle burials existing in the project area


Medium X X

15. Safety of pedestrians Territories adjusted to the new planned railway

High X Permanent X

16. Aesthetic impacts / impacts on visual appeal of the area

Territories adjusted to the new planned railway

Low X Permanent X

17. Inadequate workplace conditions for workers Construction area High X

During the construction period X

18. Unfair contractual conditions N/A X During the construction period X

19. Workers accidents Workers accidents N/A Medium X

During the construction and after the rail operation

X

20. Negative impacts from the use of unsafe construction material

N/A Medium X During the construction period X

21. Negative impact from mistreatment of the unsafe and hazardous materials during the demolishing of the buildings on the construction area and railway

N/A Medium X During the construction period

X


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infrastructure on t e existence Tbilisi Central Railway Station

22. Accidents related to the transportation of dangerous goods

Territories adjusted to the new planned railway

High X During the rail operation X

23. Diesel exhaust N/A High X During the rail operation X

24. Electrical hazards N/A High X During the rail operation X

25. Electric and magnetic fields (EMF) N/A High X During the rail operation X

26. Relocation of railway staff from Tbilisi Central Station N/A Low X

During the rail operation X


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Table 7-2. Summary of Possible Impacts on Land Use For possible impacts on land use and mitigation measures, please refer to the Resettlement Framework, Appendix D.


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Table 7-3. Summary of Possible Impacts of Noise and Vibration Type of Impact/Risk Source of Impact Location Parameters Mitigation Measures Applicable standards

Construction phase

Construction equipment and vehicles and construction works

Zahesi, Gldani, Prison, Resort settlement I, Resort Settlement II, Patara Lilo, Varketili Settlement, Summer Houses at Lilo Market

Various,

Exceeding Admissible Noise Levels

Regulating working hours;

Using transportable noise screen;

Using modern construction equipment and vehicles;

Using construction methods producing less noise.

Allowable equivalent and maximum sound levels, Sanitary Norms SN 2.2.4/2.1.8.000-00.

Noise

Operation phase Train noise

Stationary noise from freight stations, depot


Various,

Exceeding Admissible Noise Levels

Installation of noise barriers; See Appendix M for Map of the noise walls;

Sound proof windows;

Limiting train speed, when possible;

Planting trees.


Type of Impact/Risk Source of Impact Location Parameters Mitigation Measures Applicable standards

Construction phase

Construction equipment and vehicles Construction sites, within 100 meters from RoW

Varies

Keeping minimum 100 m distance from residential houses

Integration of special requests concerning vibration in the call of tenders for construction.

Choice of construction processes and methods with low vibration levels, especially for tunnel boring and soil reinforcement when there are neighbouring critical areas.

Making a cracks inventory in the existing buildings before to start the construction works.

Georgian General Admissible Vibration Values in Residential Houses, Hospitals and Rest Houses, Sanitary Norms, 2001.

Vibration

Operation phase Train/track vibration Excessively within 100 m Varies Use of continuous welding

Georgian General Admissible Vibration Values in Residential Houses, Hospitals and Rest Houses, Sanitary Norms, 2001.


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Table 7-4. Summary of Possible Impacts on Air Quality

Type of Impact / Risk Source of Impact Location Parameters Mitigation Measures Applicable standards

Construction phase

Dust from earthworks, tunnelling, Etc; emissions from construction vehicles

Construction sites and access roads

TSP, NOX, SO2

Excessively within 100m

To consider in Construction and Site Management Plan:

Using modern construction machinery equipped with filters;

Regularly spraying water over exposed soil areas where work is occurring during dry and windy periods;

Transporting construction materials with covered trucks;

Using covered waste containers;

Washing construction vehicles and their tires.

Air Pollution

Operation phase Emissions from diesel or gas or coal boilers Stations and depots TSP, SO2, NOX Installation of air cleaning filters.

Georgian Ambient air quality standards, 2001

Best engineering practice


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Table 7-5. Summary of Possible Impacts on Surface Water and Groundwater


Existence of underground irrigation network, from Soviet time, in Varketili and Samgori agriculture and farming territories

Territory adjacent to Varketili farming area

variable Special attention must be paid to protect the

irrigation network pipes the during the construction works.

The deluvian clay substrate enriched with gypsum and yarosit cannot be used for the construction of the track embankment, as it bears the risk of inducing suffusion and deforming the embankment

Gldani Great Lake – section of the Riv. Khevdzmara

variable Use of proper embankment material, with different lithology parameters, and inert

The existence of sulphate aggressive groundwater in the section of the planned tunnel

Tunnel construction sites variable

To prevent water infiltration in the tunnel vault, by using proper imperviousness (for instance “Masterseal”) and draining band.

To use sulphate resistant projected fibre cement (tokret) Replacing the traditional metal fibres by polypropylene macro-fibres.

Pollution of the shallow groundwater, may cause pollution of the surface water too(Riv. Mtkvari, The Tbilisi Sea)

Plain area to the north of the Gldani Great Lake

The area from the north of the “Tbilisi Sea”, which has slightly inclined slope

variable

Hydrogeology Construction and operation phases

Pollution of surface and groundwater at the crossings of the rivers and the ravines

Crossings of rivers and ravines

variable

To install the railway track in a gutter along the Tbilisi Sea

To follow strictly construction standards in the areas of shallow groundwater

To position the track embankment on a higher level in the section located north of the Gldani Great Lake

Construction standards;

Best engineering Practice

Georgian Law on Water (1997, amend.2003, 2004, 2005, 2006).


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The soil and rocks extracted during the construction works;

Accumulation of construction waste at the slopes of rivers and gorges;

Movement and discharge of these materials in the riverbeds

Construction site

Waste material have to be sorted in three main categories:

- Inert, which can be recycled

- Inert waste, which has to be dumped

- Household waste, which have to be dumped in the municipal dumpsite.

During the construction phase, temporary storage place could be organised on site.

Locations must be selected in order to avoid flows into ravines and river and should not destabilize riverbanks.

Contamination of surface waters and Tbilisi Sea Construction site

Hydrology Construction phase

Water and soil pollution with oil, oily products and lubricants from construction machinery

Construction site

Variable

During painting works, mainly metal constructions, all necessary measures have to be taken to avoid dispersing paint on the soil and in the water.

The vehicle fleet engaged in the construction works must be in good technical condition and oil leakage must be prevented.

Specific protected areas must be prepared for vehicles refuelling. These areas have to have a waterproofed floor and waterproofed trenches to collect eventual spillages. The area must be properly supplied with hydrocarbon absorbent product. Fuel and oil storages must be secured by proper retention tanks.

Trucks, machines and car wash areas have to be fenced with embankment and waterproofed floor.

Wastewater must be collected in an oil/water separator, and treated with two-stage decantation tank.

Washing cars and machinery in the river or other surface water has to be prohibited.

The soil accidentally polluted with lubricants spillages has to be removed and stored in the areas prior agreed with the MoE.


Best Engineering Practice;

Law of Georgia on Water (1997, amend. 2003, 2004, 2005, 2006).


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Potential risk of groundwater pollution by construction camps wastewater.

Water and sanitation facilities of the construction camps must be connected to the next municipal sewage system, or, if not possible, to wastewater tanks to be emptied on a regular basis.

The wastewater tanks must be waterproofed in order to avoid groundwater contamination.

At the end of the construction phase, the wastewater tanks have to be cleaned, dismantled and backfilled properly.

Pollution of surface waters with faeces from passengers train.

The passenger trains should be equipped with self contained toilets.

The railway track must be built in a concrete gutter in sensitive area to avoid potential pollution from hydrocarbons and therefore from faeces too.

A temporary measure will be to forbid use of toilets during the crossing of the sanitary zone.

Pollution of surface water with the sewage from the new stations.

The new railway stations to be built must be connected to the next municipal sewage system, or, if not possible, to wastewater tanks to be emptied on a regular basis.

Additionally, the wastewater tanks must be waterproofed in order to avoid groundwater contamination.

Construction and operation phases

Pollution of the Tbilisi Sea and the Riv. Mtkvari in case of railway accidents.

From the village Mukhadgverdi (station Karsani) and at the village Lilo (station Lilo I)

The railway track must be built in a concrete gutter across the sensitive areas.

The gutter must be equipped with proper draining channels, leading to flood amortisation ponds, equipped with oil separators, hydrocarbon detectors and alarm system.

Construction standards

Best Engineering Practice



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Risk of pollution of the Kvirikobiskhevi gorge and every other small gorges crossed by the railway track and leading to the Tbilisi Sea”

PK143- PK149 various

Bridges crossing Kvirikobiskhevi gorge and every other small gorges leading to the “Tbilisi Sea” must integrate retention systems to avoid any groundwater contamination in case of spillage.

The railway track must be installed in a concrete gutter equipped with concrete channels collecting eventual oil and other liquid chemicals spillages.

These channels will lead towards properly sized floods amortization ponds, equipped with oil separators, hydrocarbon detectors and alarm system, in the direction of the Khevdzmara River and the village Patara Lilo.

Flood amortization ponds design must properly integrate the rain frequencies and intensities. Hydrology:

Possible impact on the Tbilisi Sea

Operation phase

In the R. Kvirikobiskhevi gorge, risk of pollution exists due to the specific geology.



Flood amortization ponds design must properly integrate the rain frequencies and intensities.


Best engineering Practice;

Law of Georgia on Water (1997, amend. 2003, 2004, 2005, 2006);

Decree No. 297/N dated August 16, 2001 of the Minster of Labour, Health and Social Protection on “Approval of Standards of Environmental Quality”;

Draft amendments (2009) to the above Decree No. 297/N.


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Table 7-6. Summary of Possible Impacts on Ecosystems, Animals and Plants Habitats


Pre-Construction site preparation and Construction phase

Alteration of Habitat

Fragmentation of forested habitat;

Loss of nesting sites and other wildlife habitat through bush clearing;

Disruption of watercourses;

Establishment of non-native invasive plant species;

Creation of barriers to wildlife movement; and visual and auditory disturbance due to the presence of machinery, construction workers, and associated equipment;

Sediment and erosion from construction and storm water runoff may increase turbidity of surface waters.

Along Right-of-Way (ROW):

Zahesi;

Gldani – area of Great Lake (Didi Tba) in Gldani;

Khevdzmara Gorge;

Gldaniskhevi Gorge;

Kvirikobiskhevi Gorge;

Saaptre Gorge;

Village Patara Lilo (at the beginning of the corridor);

Area from Settlement of Giorgitsminda to Kvirikobiskhevi Gorge.

Alteration of biodiversity

Avoid fragmentation or destruction of critical terrestrial and aquatic habitats by siting railways, rail yards, support facilities, and maintenance roads to avoid such locations or by utilizing existing transport corridors whenever possible;

Where fragmentation of critical habitats cannot be avoided, maximize the availability of animal crossings (e.g. bridges, culverts, and over-crossings) and provide jointing chambers to allow small animals a means of escape from the railway;

When rail crossings of watercourses are unavoidable, maintain water flow and fish access by utilizing clear-span bridges, open-bottom culverts, or other appropriate methods;

Where sensitive habitats cannot be avoided by rail alignment, construction of bridges should be considered to span at-risk areas;

Minimize the clearing of riparian vegetation during construction;

Avoid construction activities during the breeding season and other sensitive seasons or times of day, especially where critically endangered or endangered species are concerned;

When procuring crossties for rail line construction, consider their source to ensure that it has not originated from unsustainable harvesting of forest products in a critical



Forest Code (1999);




Ramsar Convention on Wetlands of International


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habitat. Importance, especially as Waterfowl Habitat;


PR 6, EBRD Environmental and Social Policy (2008);

IFC EHS Guidelines, Railway (2007).

Alteration of Habitat – Post-Construction and Operation Phases

Habitat alteration

Maintenance of ROW:

Vegetation maintenance beyond that which is necessary for safety may remove unnecessary amounts of vegetation, resulting in the continual replacement of successional species and an increased likelihood of the establishment of

Implementation of Integrated Vegetation Management (IVM):

From the edge of the track area to the boundary of the right-of-way, vegetation should be structured with smaller plants near the line and larger trees further away from the line to provide habitats for a wide variety

IFC EHS Guidelines, Railway (2007)

37 See, Stockholm Convention on Persistent Organic Pollutants, 2001. 38 See, International Code of Conduct on the Distribution and Use of Pesticides, Food and Agriculture Organization of the United Nations (FAO), 2002. 39 Revised Guidelines for Good Labeling Practice for Pesticides, FAO, 2002.


188


invasive species. of plants and animals;

Native species should be planted and invasive plant species removed;

Biological, mechanical, and thermal vegetation control measures should be used where practical, and use of chemical herbicides on the bank beyond the transition area should be avoided (approx. 5 meters from the track);

Maintenance clearing in riparian areas should be avoided or minimized.

An integrated approach to vegetation management may indicate use of herbicides as a preferred approach to control fast growing vegetation within railway rights-of-way. In this case, the recommended precautions include:

Personnel should be trained in herbicide application;

Avoid the use of herbicides that fall under or are listed under:

o The World Health Organization (WHO) Recommended Classification of Pesticides by Hazard Classes 1a and 1b;

o Avoid the use of pesticides that fall under the World Health Organization (WHO) Recommended Classification of Pesticides by Hazard Class II;

o Annexes A and B of the Stockholm Convention, except under the conditions noted in the convention37.

Herbicides used should be manufactured under license, registered and approved by an appropriate authority, and in accordance with the Food and Agriculture Organization’s (FAO) International Code of Conduct on the Distribution and Use of Pesticides38;


189


Only herbicides that are labelled in accordance with international standards and norms should be used, such as the FAO Revised Guidelines for Good Labelling Practice for Pesticides39;

Users should review manufacturers’ directions on maximum recommended dosage or treatment, as well as published reports on reduced rates of herbicide application without loss of effect and apply the minimum effective dose.

Herbicide application should be based on criteria (e.g. field observations, weather data, time of treatment, and dosage) with use of a pesticide logbook to record data;

Application practices should be designed to reduce unintentional drift or runoff;

Herbicide application equipment should be maintained and calibrated in accordance with manufacturers’ recommendations;

Untreated buffer zones or strips should be established along water sources, rivers, streams, ponds, lakes, and ditches to help protect water resources;

Contamination of soils, groundwater, or surface water resources due to accidental spills during transfer, mixing, and storage of herbicides should be prevented by following the hazardous materials storage and handling rules.

Habitat alteration Impact from construction the track

Along ROW:

Zahesi;

Gldani – area of Great Lake (Didi Tba) in Gldani;

Khevdzmara Gorge;

Gldaniskhevi Gorge;

Altered biodiversity

To develop and implement a Habitat Reinstatement Program


Law on Protection of the Environment


190



Saaptre Gorge;

Village Patara Lilo (at the beginning of the corridor);

Area from Settlement of Giorgitsminda to Kvirikobiskhevi Gorge.

(1996, amend. 2000, 2003, 2007);

Forest Code (1999);







IFC EHS


191


Guidelines, Railway (2007).

Habitat alteration

Risk of habitat alteration due to possible forest fires:

If vegetation growth is left unchecked or slash from routine maintenance is left to accumulate within the right-of-way, sufficient fuel can accumulate that may promote forest fires.

Recommended measures to prevent and control risk of forest fire include:

Monitoring of right-of-way vegetation according to fire risk;



Removal of maintenance slash or management by controlled burning. Controlled burning should adhere to applicable burning regulations, fire suppression equipment requirements, and typically should be monitored by a fire watcher;



192

Flora and vegetation


Construction phase

Destruction of some Georgian Red List, relic endemic, and rare species by:

Clearing RoW: destruction of vegetation in 50-60 m wide corridor along the RoW.

Destruction of green cover around the construction site due to movement of heavy construction machinery.

Zahesi, Gldani – area of Great Lake (Didi Tba) in Gldani;

Khevdzmara Gorge;

Gldaniskhevi Gorge;


Saaptrekhevi Gorge;

Small fragments of floodplain forest habitats.

Patara Lilo village (start of the corridor)

From Giorgitsminda Settlement to Kvirikobiskhevi gorge

Some Georgian Red List, relic, endemic and rare species.

Small fragments of floodplain forest habitats: Ulmus minor Populus canescens. Populus nigra, Salix alba, Smilax excelsa, Hedera helix, Periploca graeca) and lacustrine wetland habitat of conservation value.

Flora and vegetation

Operation phase Possible pollution of watercourses with chemicals and wastewater, RoW increases pollution with dust.

Pre-Construction Survey to identify protected, rare, endemic and relic species along the RoW for their reproduction in appropriate alternative habitats: collection of seeds and bulbs, creation of small nurseries.

Keeping the trees and bushes in the areas adjacent to the RoW.

Training the workers and construction site manager in avoiding environmental impact: avoiding compaction of adjacent areas with construction vehicles, keeping trees and bushes when possible, avoiding shelters and nests of animals and birds, fencing the ditches to prevent animal falling.

To develop and implement a Flora and Vegetation Restoration Plan (together with a Soil Restoration Plan, as a part of the Habitat Reinstatement Program developed for the project), considering replanting the trees, bushes and vegetation, creation of nurseries, etc.



Forest Code (1999);






UN Rio de Janeiro Convention on biological diversity (CBD).


193

Fauna


Impact on fauna

Construction phase Destruction of habitat of species included in the

Red List of Georgia.

Disturbance of protected species during breeding or reproduction periods.

Fragmentation of ecotone biotopes (forest stripes, ravines).

Environs of Tbilisi and Tbilisi National Park – habitat of protected bat species;

Northern part of the Great Lake (Didi Tba) in Gldani – waterfowls during migration;

Saaptre Gorge – Raptors and their nesting places;

Kvirikobiskhevi Gorge - Raptors and their nesting places.

The project influence area is the habitat for: 4 species of mammal, 7 birds, 3 reptiles, 1 amphibian, and 7 insects from the Georgian Red List of protected species and 11 species of bats protected under The Agreement on the Conservation of Populations of European Bats (2000).

To consider in the project design: where fragmentation of critical habitats cannot be avoided, maximize the availability of animal crossings (e.g. bridges, culverts, and over-crossings) and provide jointing chambers to allow small animals a means of escape from the railway.

To carry out Pre-Construction Fauna Survey to avoid disturbance in breeding periods and relocate the nest or create alternative shelters for some species like bats. Pre-Construction Survey will include checking of construction site for the presence of:

breeding places of Testudo graeca, Pelobates syriacus, Mesocricetus brandti and invertebrates;

Nests of protected birds;

Colonies of birds in the trees which will be felled;

Individual ranges of big mammals;

The following is recommended during the construction period:

If t t d i f d id th i





UN Rio de Janeiro Convention on biological diversity (CBD);

PR 6, EBRD Environmental and Social Policy (2008)

IFC EHS Guidelines, Railway (2007)

Agreement on the


194


Flora and Vegetation Restoration Plan;

Restoring the water flow.

Risk pollution of watercourses and affecting ichthyofauna

Crossing of Kvirikobiskhevi gorge and every other small gorges and dry ravines

Ichthyofauna includes some Red List species and species endemic to the Caucasus region.

reduce the risk of water pollution with spillages of oil or other chemicals by improving safety of railway operations;

develop an emergency response plan in case of a major spillage of oil or other chemicals;

train the relevant GR employees for timely and effective response to the spillages;

for other prevention measures, see mitigation measures in hydrology part.

Operation phase Risk of pollution of watercourses with chemicals and wastewater, increase of noise and vibration of along the RoW – residual impact

GR’s Habitat Reinstatement Program should consider:

Soil Restoration Plan

Flora and Vegetation Restoration Plan

Conservation of Populations of European Bats (2000)


195

Table 7-7. Summary of Possible Impacts related to Geology and Geohazards


The track embankment will be housed in a deep ditch. The rocks in this area have low resistance to pressure and are prone to landslides and erosion.

from PK 53+050 (the eastern portal of the tunnel) – to PK 56+00

Selection of an optimum slope gradient for the stability. This has to be ensured by the engineering measures (berms, drainage channels, etc.).

The soil structure may suffer of substratum suffusional depression and bogging, causing track embankment deformation.

PK 63+00 – PK 79+050. The area adjacent to Gldani Great Lake

The track embankment has to be constructed on a higher location.

The surface morphology may cause deformation of track embankment due to slope cuttings. PK 79+00 - PK 82+00

The section is difficult due to the presence of dry ravines, active erosion and periodical mudslides. PK 86+050 - PK 93+00

The section of the RoW, crossing the deep gorge of the Riv. Khevdzmara is one of the difficult sections in terms of geohazards.

In the gorge, intensive lateral and vertical erosion possesses are active, in addition to periodic mudslides.

On the river banks, active as well as stable landslide zones are observed. These zones are located under the upper rocks and in the main rocks.

Periodic activation of landslides is partially due to lateral erosion from the River.

PK 93+00 - PK98+00

Shallow, currently stable, landslide zones can become active during construction works. PK98+00 -PK 109+03

Geology Construction and operation phases

The track passes through a monocline hill area with deep active vertical erosion gorges.

The gorges beds are receiving solid materials discharge and the slopes of the gorge are deformed by shallow erosion processes.

The geological processes will become even more

PK 109+030- PK 128+050

Variable

Detailed study of especially difficult areas in terms of geohazards. The optimal engineering design has to be developed on the basis of this study.

The slope of the track embankment has to be cut considering the natural stability of the area.

Protecting constructions have to be implemented: such as banquettes and counter-banquettes, surface water receiving and diverting structures (floods amortization ponds), construction for stone falls, berms, drainage channels, etc.

Construction standards and norms;

Best engineering practice.


196


complex when making deep cuts.

At the tunnel portals, during the construction works, activation of the existing and creation of new landslide cannot be excluded.

PK128+050 _ PK 142+00 – Tunnel area l

In this section, on the left bank of the Kvirikobiskhevi gorge and on the right bank of small nameless gorge joining Pshatiskhevi Gorge, the existing shallow landslides can activate and new ones started with the expected erosion.

PK 142+00 - PK 189+060

At the high, nameless area (711.5) on the south-west slope, it will be necessary to cut the slope. Deformation of this area is expected.

PK 189+060 - PK 208+00

The project area is included in a seismically active zone classified as of 8 magnitude (Richter scale). Construction site


197

Table 7-8. Summary of Possible Impacts (Visual Effects) on Landscape


Landscape (visual)

Operation phase

Visual impact on landscape along the entire length of the new track from operation of the trains

Major visual impact on “The Tbilisi Sea” recreation area

The entire length of the new Bypass

PK143-K149

Major impact – in the territory of the Tbilisi National Park’s

Minor and moderate in other locations

Preventing excessive damage to the flora and vegetation;

Greening along the new in accordance to the ecological characteristics of each section of the track;

The track section along the Tbilisi Sea, which will be put in the ditch is to be greened with trees on the sides;

Colouring the noise screens in the residential areas;

Planting trees where the track passes through the settlements. (Additional functions of these green zones will be protection from noise and dust.).

Best practice


198

Table 7-9. Summary of Possible Impacts on Soil


Construction phase

Soil compaction, soil rutting Construction site

To consider in Habitat Reinstatement Program:

Till and re-seed compacted areas of bare soil after construction activities are completed.

Loss of soil

To be addressed with Productive Soil Preservation Plan

The productive layer of the soil has to be removed and stored in dry weather conditions. The form of the stored soil has to be trapezoid with the slope inclined less than 20-30 degrees.

Loss of physical structure and quality of soil

To consider in Habitat Reinstatement Plan:

Till and re-seed compacted areas of bare soil after construction activities are completed.

Gradual remediation of soil, controlling the conditions with soil analysis where needed for successful appropriate seeding

Soil

Construction and operation phases

Soil erosion

Throughout the alignment of the track: Borrow pits, spoil disposal areas, steep cuts, natural water sources

variable

To be addressed with an Erosion Control Plan (which has to match detailed design of the project)


Law on Soil Conservation and Improvement of Fertility (2003).


199

Table 7-10. Summary of Possible Impacts related with Waste Generation and Management


Tunnelling and excavation earthworks

Construction sites and camps

Inert construction waste To be addressed with Construction Waste Management Plan

(CWMP).

Spoil could be used in embankment.

Household waste from construction camps


Household waste

To be addressed with Construction Waste Management Plan.

Provide a toilet / shower facilities for site workers connected to a septic tank to be regularly emptied and clean up equipment to be maintained on site.

Maintain adequate waste bins and collection system for disposal to landfill.

Vegetation waste from site clearance during construction


Vegetation debris To be addressed with Construction Waste Management Plan.

Garbage and debris buried in landfill.

Mud from roads during construction


Mud To be addressed with Construction Waste Management Plan.

Maintain road quality and pressure wash equipment regularly on site.

Labour Code of Georgia 3132-1s (May 25, 2006)

Sanitary Code of Georgia (May 8, 2003)

Act #36 of the Ministry of Labour, Health and Social Protection of Georgia on “Approval of arrangement of landfills for disposal of solid household wastes and adoption of sanitary rules and norms” dated 24 February, 2003.

Law of Georgia on Environmental Protection (1997).

PR1,3 EBRD, 2008

Best practice

Construction phase

Hazardous waste from construction

Construction sites Hazardous waste

To be addressed with Construction Waste Management Plan:

Arranging a special area for temporary storage of hazardous waste and their protection from weather and mechanical disturbance.



Law of Georgia on Hazardous Chemical Substances (June 12, 1998);

Directive on Hazardous Waste 91/689/EEC

Solid Waste

Operation phase Wooden sleepers Maintenance depot

Hazardous waste, If creosote content is greater than 1,000 ppm dry weight

To be addressed with Waste Management Plan for operation phase

To be treated as hazardous waste if soaked in creosote

75/442/EEC,

91/156/EEC

94/67/EEC


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Metal parts Maintenance depot All metal elements To be addressed with Waste Management Plan for operation

phase

To be separately collected for reuse or recycling.

Law of Georgia on Environmental Protection (1997)

Garbage from depot and stations

Depot, stations - To be addressed with Waste Management Plan for operation

phase

To be disposed regularly of by sanitary departments



Act #36 of the Ministry of Labour, Health and Social Protection of Georgia on “Approval of arrangement of landfills for disposal of solid household wastes and adoption of sanitary rules and norms” dated 24 February, 2003.

Wastewater from washing construction equipment and vehicles;

Domestic wastewater from construction workers

Work sites; camp sites

COD, BOD, SM, hydrocarbons, pH, etc.

To be addressed with Construction Waste Management Plan

Pre-treatment systems typically consist of oil / water separators, biological and chemical treatment, and activated carbon systems.


Best practice


Construction phase

Concrete wastewater heavily loaded with suspended matters.

Entrance and exit of tunnels

Mainly silicates and sand, having a pH usually over 12;

Mud and sand

To be addressed with Construction Waste Management Plan

Sedimentation ponds or bubbling of CO2 before to be evacuated.


Law of Georgia on Hazardous Chemical Substances (June 12, 1998)

Wastewater

Operation Phase Faeces from train’s tank (trains are not equipped with tanks)

Station and depots COD, BOD, SS To be addressed with Waste Management Plan for operation

phase

Train should be equipped with modern self-contained toilets



Best waste management practice


201


Oily wastewater from repair facility (Rail car maintenance and refurbishment typically involves a high-pressure water wash, which may contain residues from transported materials, paint, oil and grease, and other contaminants. Caustic solutions are often used to remove grease and dirt from axles and other metal parts. Acids and caustics may also be used for rust removal. Locomotive coolants are usually water-based with corrosion inhibitor additives.)

Station and depots Oil and grease, heavy metal, paint residues, etc.

To be addressed with Waste Management Plan for operation phase

Recommended measures to prevent, minimize, or control wastewater effluents include:

Use of ultrafiltration to extend the life of washing solutions for aqueous parts or use of alternatives to water cleaning (e.g. dry cleaning by wire brush or bake oven);

Plumbing connection of floor drains, if any, in maintenance areas to the wastewater collection and treatment system;

Prevention of discharge of industrial wastes to septic systems, drain fields, dry wells, cesspools, pits, or separate storm drains or sewers. Keep wastewater from service bays out of storm drains by constructing berms or other barriers;

Depending on the volume of contaminants present in the wastewater, and whether the rail facility is discharging into a municipal system or directly to surface waters, pre-treatment of effluents may be necessary to reduce contaminant concentrations. Pre-treatment systems typically consist of oil / water separators, flocculation, neutralisation or ultrafiltration..

Waste Oils 75/439/EEC


Domestic wastewater Station and depots COD, BOD, SS To be addressed with Waste Management Plan for operation

phase

Treat by septic tank if not connected to sewage network.

Best waste management practice


Waste from demolition railway infrastructure

Demolition Tbilisi, various (details undefined at the moment)

Inert material, creosote soak sleepers, asbestos containing materials, PCB, CFC, hydrocarbons, etc. (see details in the relevant chapter)

To be addressed with Demolition Waste Management Plan.

See guidance in the relevant chapter.



Creosote soaked wooden sleepers: 75/442/EEC, 91/156/EEC and 94/67/EEC

Waste Framework:

Directive on Waste


202


75/442/EEC

Directive on Hazardous Waste 91/689/EEC

Specific Waste Streams:

Disposal of Waste Oils 75/439/EEC


Disposal of PCBs and PCTs 96/59/EC

Waste electrical and electronic equipment 2000/95/EC and 2000/95/EC

Treatment and Disposal Facilities:

Municipal Waste Incineration 89/429/EEC & 89/369/EEC

Hazardous Waste Incineration 94/67/EC

Waste incineration 2000/76/EC

Landfill of Waste 99/61/EC

Integrated Pollution Prevention and Control 96/61/EC (covers some recovery and disposal operations)

Environmental and Social Policy, EBRD, 2008


203

Table 7-11. Summary of Possible Epizootological Impacts


Risk of activation of burials and outbreak of infectious diseases

Construction phase

Earthworks in the areas which may contain burials of Anthrax (could be also Carbunculus emphysematicus, Bradsot, Enterotoxaemia infectiosa, Brucellosis

Tuberculosis, Rabies, Lissa, Hydrophobia)

Areas used as pastures and farms along the bypass.

Detailed Epizootological research of the area prior to and during construction; making laboratory analysis of soil samples.

Depending on the results of the detailed pre-construction study, changing the route to avoid the burials may also be needed.

Law of Georgia on Veterinary, (1995)


204

Table 7-12. Summary of Potential Impacts on Cultural Heritage and Archaeology

Type of Impact / Risk Source of

Impact Location Parameters Mitigation Measures

Applicable standards

Medieval graves in stone boxes apparently represent two areas of the one cemetery of the Medieval period

Construction works

N1 and N2 on the map of Cultural Heritage (Appendix M)

Impact probability: High

The cemetery must be excavated and then the place may be freed for the construction works.

Early Bronze Age Settlement and Classical Period Cemetery according to the archival records were discovered on the territory of Zahesi hydropower plant.

Construction works

N3 and N4 on the map of Cultural Heritage

Impact probability: Medium

Constructions involving any ground works on the territory of Zahesi and its environs must be monitored by archaeologists. In case of a site discovery, construction works must be stopped and the site has to be excavated by archaeologists. Renewing of the construction works can take place only after comprehensive study of the site.

Late Bronze Age Cemetery - the Late Bronze Age collection of a grave goods were discovered close to the Zahesi bass stop. Since it implies existence of other graves in the area and the size of the cemetery is unknown, the site may be affected by the project.

Construction works

N5 on the map of Cultural Heritage


Constructions involving any ground works in the environs of the Avchala bass stop must be monitored by archaeologists. In case of a site discovery, construction works must be stopped and the site has to be excavated by archaeologists. Renewing of the construction works can take place only after comprehensive study of the site.

Medieval Cemetery - according to the archival records there were Medieval graves in stone boxes discovered towards northwards of the Avchala highway, which may belong to the same Medieval cemetery with graves in stone boxes discovered southwards of the Avchala railway station.

Construction works



Constructions involving any ground works in the environs of the Avchala railway station must be monitored by archaeologists. In case of a site discovery, construction works must be stopped and the site has to be excavated by archaeologists. Renewing of the construction works can take place only after comprehensive study of the site.

Modern Cemetery – Projected railway runs nearby the Avchala community modern cemetery and it may have impact on the graves located at the south-western part of the cemetery that will create resentment in the community and especially among the relatives of those buried in these graves.

Construction works



In case of inevitability of changing the route, the graves under impact should be relocated under preliminary agreement with the relatives of the deceased buried in these graves.

Cultural Heritage

Medieval Cemetery – according to the local population leaving at the north from the Avchala modern cemetery, the graves in stone boxes (presumably Medieval) were discovered while building activities of some of the privet houses in this area. Although, these graves are located in some 300 m to the north from the projected railway, in case the cemetery spreads southwards, it may fall under the project influence.

Construction works


Impact probability: low

Constructions involving any ground works in the environs of the Avchala modern cemetery have to be monitored by archaeologists. In case of a site discovery, construction works must be stopped and the site has to be excavated by archaeologists. Renewing of the construction works can take place only after the comprehensive study of the site.

The Law of Georgia on Cultural Heritage, 2007

Governmental Decree (No.140) on the Rules of Issuing the Construction Permits and on Conditions of Licensing, 2005

Governmental Decree (No.215) on the Rules of Issuing the Permits for Works on Historical and Cultural Sites and on Conditions of Licensing, 2005

European Convention on the Protection of the


205

Type of Impact / Risk Source of

Impact Location Parameters Mitigation Measures

Applicable standards

Late Bronze Age Settlement – remains of a stone structure belonging presumably to the Late Bronze Age settlement were visible while our survey at the south edge of the Gldani village cemetery and this site can be affected by the project construction works.

Construction works



Constructions involving any ground works in the environs of the Gldani village must be monitored by archaeologists. In case of a site discovery, construction works must be stopped and the site has to be excavated by archaeologists. Renewing of the construction works can take place only after comprehensive study of the site.

Projected railway runs nearby the Gldani village modern cemetery. The cemetery has a tendency of growing southwards and at the time of the projected railway construction, the cemetery may appear even closer to the projected railway. Therefore, the project may create resentment in the village community.

Construction works



In case of inevitability of changing the route, the graves that may fall under the impact of the project should be relocated under preliminary agreement with the relatives of the deceased buried in these graves.

Late Bronze Age Cemetery – the cemetery (“Patara Vakis Samarovani”) was partially excavated by the Tbilisi Archaeological Expedition of the Centre for Archaeological Studies in 1990 at the territory of a new prison. The graves had no stone architecture and therefore were not visible. The projected railway runs close to this prison from its north and consequently its construction can have an impact on the graves which have not been yet excavated.

Construction works



Involving any ground works in the environs of the prison has to be monitored by archaeologists. In case of a site discovery, construction works must be stopped and the site has to be studied. Renewing of the construction works can take place only after the comprehensive study of the site.

Classical Period Cemetery and N14 Classical Period Settlement– these two sites were discovered while the surface archaeological survey conducted by M. Abramishvili and G. Mindiashvili. Although, the sites are not located close to the projected railway, construction works, namely - movement of a big machinery in order to access the railway, can still have impact on the sites.

Construction works


Impact probability: Low

Involving any ground works in the environs of the sites, or movement of big machinery in this area has to be monitored by archaeologists. In case of possible danger of damaging the sites, construction works must be stopped and the sites have to be studied. Renewing of the construction works can take place only after the comprehensive study of the site.

Modern Cemetery – Projected railway runs close to the Patara Lilo village modern cemetery and may have impact on this site. Therefore, the project may create resentment in the village community.

Modern Cemetery



In case of inevitability of changing the route, the graves that may fall under the impact of the project should be relocated under preliminary agreement with the relatives of the deceased buried in these graves.

Middle Bronze Age Kurgans – the kurgan type graves, presumably of the Middle Bronze Age, were detected on a hilly place while the surface archaeological survey conducted by M. Abramishvili and G. Mindiashvili. Although, detected graves are not located close to the projected railway, the other graves which currently are not visible from surface, can be affected by the project, in case the kurgan valley spreads southwards on a plane were, because of the geological specifics of the area, the graves may be located deeper in the ground.

Construction works


Impact probability: Low

Involving any ground works in the vicinity of these kurgan graves has to be monitored by archaeologists. In case of a site discovery, construction works must be stopped and the site has to be studied. Renewing of the construction works can take place only after the comprehensive study of the site.

Archaeological Heritage (Valletta, 16.1.1992) – Ratified by the Parliament of Georgia on 23.02.2000

Convention for the Protection of the Architectural Heritage of Europe (Granada, 3.X.1985) – Ratified by the Parliament of Georgia on 23.02.2000.


206

8.0 Environmental and Social Action Plan and Monitoring Program (for construction and operation phases)

8.1 Environmental and Social Action Plan The construction, operation, and maintenance of the railway bypass could have a moderate or major adverse impact on natural environment and socioeconomic environment. It is therefore vital that adequate precautions be taken to ensure that adverse effects that were identified in the ESIA be avoided, reduced, or otherwise mitigated. This will take a concerted effort from the Georgian Railway (GR) with the support of technical consultants to ensure that proper environmental social protection measures are implemented throughout the project, and that the mitigation measures presented in the Environmental and Social Action Plan (ESAP) are incorporated into requirements for design, construction, operation and maintenance of the railway bypass. The Environmental and Social Action Plan (ESAP) is a detailed instructions set for the Proponent of the project (Georgian Railway) in order to comply with the applicable legal standards on environmental and social issues. In addition, the ESAP also identifies best practices and other mitigation measures that will minimize, reduce, or eliminate some negligible and minor impacts. The ESAP sets a concrete criteria for assessing effectiveness of measure that are to be taken in order to comply with Georgian legislation and the requirements of environmental and social policies of the international financial institutions - EBRD and EIB. ESAP will enable the project Proponent to schedule the activities for project implementation and consider the investments needed for it. The ESAP also ensures close scrutiny over the actual environmental and socioeconomic performance of the project and allows prompt action to be taken to rectify any practices that do not adequately mitigate actual impacts. Where impacts cannot be mitigated, the plan calls for compensation or environmental enhancement measures that offset, where possible, those impacts. Tables from 8.1-1 till 8.1-12 comprise the ESAP for the Tbilisi Railway Bypass Project. The Georgian Railway should oversee the Project contractors and the technical consultants to ensure that the companies and their workers fully comply with the recommended practices and mitigation measures. These measures also include training for workers so they are familiar with the practices required in the ESAP. The ESAP should be regularly updated as the project progresses through the different phases and experience is gained as to actual practices and their actual impacts. The Tables below (8.1-1 - 8.1-12) summarize measures developed to avoid, minimize, reduce or eliminate moderate and major adverse impacts.


207

Table 8.1-1. ESAP: Socioeconomic Impacts

Impacts Measures for impact avoidance / mitigation / compensation #

Construction phase Operation phase Legal requirements Best practice Evaluation of

residual impact

Responsible person/organ

ization

Schedule of the action

Estimated budget / Source

Comment

1 Loss of housing Issues related to the ownership right, land use, possession and disposition of immovable property, are regulated in Georgia by the following legislation:

– Constitution of Georgia (August 24, 1995);

– Law of Georgia On the Rule for Expropriation of Ownership for Necessary Public Needs (July 23, 1999);

– Civil Code of Georgia (June 26, 1997);

– Law of Georgia On the Rule for Expropriation of Ownership for Urgent Public Needs (November 11, 1997);

– Law of Georgia On Privatization and Allocation, under the Right to Use, of State Property and Property of Local Self-Government (May 30, 1997);

– Law of Georgia On Ownership of Agricultural Land (March 22, 1996);

– Law of Georgia On Privatization of State-Owned Agricultural Land (July 8, 2005);

Consultations with affected persons (displaced and host community members) and their informed participation in decision-making processes related to resettlement:

– Affected persons should participate in the negotiation of the compensation packages, eligibility requirements, resettlement assistance, suitability of proposed resettlement sites and the proposed timing.

Establishment of grievance mechanism as early as possible in the process to receive and address, in a timely manner, specific concerns raised during the process.

Development of detailed Resettlement Action Plan (RAP). Physical resettlement should be planned and implemented based on RAP that will comply with the requirements of the EBRD Environmental and Social Policy PR 5: Land Acquisition, Involuntary Resettlement and Economic Displacement.

Consultations should be continued during the implementation, monitoring and evaluation of compensation payment and resettlement.

Psychological discomfort to the replacement especially in elderly people

Georgian Railway

Prior to the construction works

€6.85 million (see the Tbilisi Bypass Railway Project Resettlement Framework)

For more detailed information on possible mitigation measures, see the Tbilisi Bypass Railway Project Resettlement Framework

Detailed Resettlement Action Plan (RAP) will be developed at the later stage.


208



residual impact


ization



Comment

the Use of Agricultural Land for Non-Agricultural Purposes (October 2, 1997).

2 Loss of land

Issues related to the ownership right, land use, possession and disposition of immovable property, are regulated in Georgia by the following legislation:

– Constitution of Georgia (August 24, 1995);

– Law of Georgia On the Rule for Expropriation of Ownership for Necessary Public Needs (July 23, 1999);

– Civil Code of Georgia (June 26, 1997);

– Law of Georgia On the Rule for Expropriation of Ownership for Urgent Public Needs (November 11, 1997);

– Law of Georgia On Privatization and Allocation, under the Right to Use, of State Property and Property of Local Self-Government (May 30, 1997);

– Law of Georgia On Ownership of Agricultural Land (March 22, 1996);

– Law of Georgia On Privatization of State-Owned Agricultural Land (July 8, 2005);

– Law of Georgia On Recognizing the Ownership Right to Land Parcels Existing in Possession (Use) of Persons and Private Legal Entities (July 11, 2007);

– Tax Code of Georgia (December 22, 2004);

– Law of Georgia On Public Registry (December 19, 2008);

– Railway Code (December 28, 2002);

– Law of Georgia on Replacement Cost Reimbursement and Compensation for

Consultations with affected persons and their informed participation in decision-making processes related to resettlement.

In the case of the economic (but not physical) displacement of people, procedures should be developed to offer the affected persons and communities’ compensation and other assistance that meet the objectives of the PR 5: Land Acquisition, Involuntary Resettlement and Economic Displacement of the EBRD Environmental and Social Policy. This shall take the form of a Livelihood Restoration Framework (LRF).


Losing at least one harvest

Georgian Railway in close cooperation with the relevant hired consultants


For more detailed information on possible mitigation measures see the Tbilisi Bypass Railway Project Resettlement Framework


209



residual impact


ization



Comment

the Use of Agricultural Land for Non-Agricultural Purposes (October 2, 1997).

3

Relocation of twenty-nine (29) enterprises / companies connected to the railway system via the rail sidings

Georgian Railway will continue consultations with the affected companies to agree on compensation measures


Detailed information on possible mitigation measures are presented in the Tbilisi Bypass Railway Project Resettlement Framework.

The loss of business locations, probably a loss of customers and income generation for a period of transition



Consultation meetings with the companies connected to the railway system via the rail sidings were already arranged by the Georgian Railway (July 24, 2009). See minutes of the meeting in the Appendix I.

4

Possible negative impacts on the following facilities existing adjacent to the territory of Tbilisi Central Railway Station:




Conduction of consultations with affected persons and their informed participation in decision-making processes related to resettlement. Consultations should be continued during the implementation, monitoring and evaluation of compensation payment and resettlement.


These companies will experience interruption in their businesses activities



For more detailed information on possible mitigation measures see the Tbilisi Bypass Railway Project Resettlement Framework.

Detailed Resettlement Action Plan (RAP) (economical resettlement) will be developed at the later stage.


210



residual impact


ization



Comment





5

Possible negative impact caused by crossing of Saguramo Gas Pipeline

The Railway Transport Code of Georgia (December 28, 2002)

Meaningful consultations with stakeholders – representatives of local municipalities, community members and Qartligaz (that is responsible for operation of the gas pipeline) should be undertaken in accordance with the EBRD Environmental and Social Policy PR 10

Georgian Railway, Liaison Officer



6

Loss of areas designated as the visitors’ zone of the Tbilisi National Park

Law of Georgia about the System of Protected Areas (March 7, 1996)

Law of Georgia on Status of Protected Areas 5486-IIs (November 22, 2007)

Meaningful consultations with the Agency of Protected Areas of the Ministry of Environment Protection and Natural Resources as well as other stakeholders should be undertaken in accordance with the EBRD Environmental and Social Policy PR 10

Loss of areas designated as the visitors’ zone of the Tbilisi National Park

Georgian Railway



7 Dust caused due to the construction works

Law of Georgia concerning Healthcare 1139-Is (December 10, 1997)


Law of Georgia on Social Health 5069-rs (June 27, 2007)

Isolation of the construction area from the settlements through special fences

Adequate sheeting of vehicle loads up until tipping point when moving around the site;

During very dry weather the use of wet methods or mechanical road sweeper on all site access

Construction company / contractor (GR should oblige contractor through the

Prior to and during the construction works

Contractor should provide construction site management plan with environmental, health and safety


211



residual impact


ization



Comment

roads;

Use of dust filters on fixed plant and machinery.

contractual conditions)

measures and Monitoring Program guided by the IFC General EHS Guidelines. Construction site management plan should be approved by the GR.

8 Noise caused by construction works

Decree of the Ministry of Labour, Health and Social Affairs of Georgia on Approval of Qualitative Norms of the State of Environment (August 16, 2001) in the form of Sanitary Rules and Norms (SN 2.2.4/2.1.8.000-00)

Law of Georgia on Spatial Organization and City Construction Basis 1506-Is (February 6, 2005)


Site equipment on the construction lot as far away from noise-sensitive sites as possible

Construct noise barriers, such as temporary walls or piles of excavated material, between noisy activities and noise-sensitive receivers

Construct walled enclosures around especially noisy activities or clusters of noisy equipment. For example, shields can be used around pavement breakers and loaded vinyl curtains can be draped under elevated structures.

Combine noisy operations to occur in the same time period. The total noise level produced will not be significantly greater than the level produced if the operations were performed separately.

Avoid the use of an impact pile driver in noise-sensitive areas where possible. Drilled piles or the use of a sonic or vibratory pile driver are quieter alternatives where geological conditions permit their use

Use special quiet equipment, such as silenced and enclosed air compressors and properly working mufflers on all engines

Select quieter demolition methods where possible. For example, sawing bridge decks into sections that can be loaded onto trucks results in lower cumulative noise levels than impact

See noise sections of the Environmental and Social Action Plan (ESAP)

Construction company / contractor (GR should oblige contractor through the contractual conditions)


Contractor should provide construction site management plan with environmental, health and safety measures and Monitoring Program guided by the IFC General EHS Guideline. Construction site management plan should be approved by the GR;

Additional mitigation measures on noise caused by construction works are identified in the ESAP section on Noise


212



residual impact


ization



Comment

demolition by pavement breakers.

Avoid nighttime activities. Sensitivity to noise increases during night time hours in residential neighbourhoods. Construction works should occur during daytime hours (09:00 – 18:00)

Use an air conditioning system to maintain cabin temperature and fresh air inside so that windows can remain closed, limiting outside noise

9

Vibration from heavy equipment traffic on existing roads

Decree of the Ministry of Labour, Health and Social Affairs of Georgia on Approval of Qualitative Norms of the State of Environment (August 16, 2001), Sanitary Rules and Norms (SN 2.2.4/2.1.8.000-00)

Law of Georgia on Spatial Organization and City Construction Basis 1506-Is (February 6, 2005)

Re-routing truck traffic away from residential streets, if possible

Selection of roads with fewest homes if no alternatives are available

See Noise and Vibration section of the Environmental and Social Action Plan (ESAP)



Contractor should provide construction site management plan with environmental, health and safety measures and Monitoring Program guided by the IFC General EHS Guideline. Construction site management plan should be approved by the GR.

Additional mitigation measures on vibration are identified in the Noise and Vibration ESAP

10

Local community members accidents and other impacts during construction period



The construction area should be isolated with special fences from settled areas

Clear signs should be posted at the entrance to the construction area

GR should ensure that during project

Construction company / contractor (GR should oblige contractor


Contractor should provide construction site management plan with environmental,


213



residual impact


ization



Comment

implementation, structural elements are designed, constructed and operated that are in accordance with best international industry practice, and will give particular consideration to potential exposure to natural hazards, especially where the structural elements area is accessible to members of the affected community or where their failure could result in direct or indirect injury to the community.

through the contractual conditions)

health and safety measures and Monitoring Program guided by the IFC General EHS Guideline. Construction site management plan should be approved by the GR.

11

Worker’s misbehaviour / socio-cultural differences / conflicts if migrant workers enter the area

Establishment and operation of a Grievance and Complaint Mechanism

Development of Workers Code of Conduct (main rules of interaction with local community; rules of conduct while conflict situations; emphasizing cultural characteristics of the local communities if migrants from different cultures enter the area)

Training of workers to ensure that workers behaviour is according to the Developed Workers Code of Conduct




12.

Diseases associated with the arrival of temporary labour in the area



GR will identify those communicable diseases that could be transmitted by the workforce. Action plans should be developed, where applicable, to prevent or minimize the potential exposure of diseases.

GR should ensure through contractual conditions that contractors and subcontracts should conduct medical check-up of the labour force before hiring them

Georgian Railway and Construction company / contractor (GR should oblige contractor through the contractual


Contractor should provide construction site management plan with environmental, health and safety measures and Monitoring Program guided by the IFC


214



residual impact


ization



Comment

conditions) General EHS Guideline. Construction site management plan should be approved by the GR.

13

Outbreak of diseases due to cattle burials located near the project area




Prior to the construction works, a detailed survey should be conducted of the area to identify the exact location of the burials and only conduct construction work in the area based on the recommendation of the relevant experts

Georgian Railway, in close cooperation with the hired the relevant consultants


14 Safety of pedestrians

Safety of pedestrians

Posting of clear and visible warning signs at potential points of entry to track areas

Installation of fencing or other barriers at station ends and other locations to prevent access to tracks by unauthorized persons

Provision of information to local public on the risks of trespassing

Design stations in such a way to ensure that the authorized route is safe, clearly indicated and easy to use

Georgian Railway

Prior to railway operation

Update Safety Code of Georgian Railway according to the best international practices

15 Aesthetic impacts / impacts on visual appeal of the area

Aesthetic impacts / impacts on visual appeal of the area

The construction area should be isolated with special fences from the settled area

GR should design some construction that will protect third parties from the railway

GR should ensure the development of green zones (wind belts) in order to minimize visual impacts on the area

Georgian Railway and Construction company / contractor (GR should oblige contractor through the contractual conditions)


Contractor should provide construction site management plan with environmental, health and safety measures and Monitoring Program guided by the IFC General EHS Guideline.


215



residual impact


ization



Comment

Construction site management plan should be approved by the GR.

16

Inadequate workplace conditions for workers

Labour Code of Georgia 3132-1s (May 25,

2006)


The workplace conditions should be comply with the PR 2: Labour and Working Conditions of EBRD Environmental and Social Policy and International Labour Organization (ILO) core labour standards

The workers should have

– safe premises - surfaces, structures and installations should be easy to clean and maintain, and not allow for the accumulation of hazardous compounds. Buildings should be structurally safe, provide appropriate protection against the climate, and have acceptable light and noise conditions;

– safe machinery and materials;

– safe systems of work;

– information, instruction, training and supervision;

– a suitable working environment and facilities (that means the workplace should be equipped with lavatories and showers, potable water supply, clean eating area);

– access to first aid.

The workplace should be designed to prevent the start of fires through the implementation of fire codes applicable to industrial settings. Other essential measures in terms of fire precautions include:

– Equipping facilities with fire detectors, alarm systems, and fire-fighting equipment. The equipment should be maintained in good working order and be readily accessible. It should be adequate for the dimensions and

Construction company / contractor (GR should oblige Contractor through the contractual conditions)




216



residual impact


ization



Comment

use of the premises, equipment installed, physical and chemical properties of substances present, and the maximum number of people present.

– Provision of manual fire fighting equipment that is easily accessible and simple to use.

Fire and emergency alarm systems that are both audible and visible. The IFC Life and Fire Safety Guideline should apply to buildings accessible to the public

17 Unfair contractual conditions

Labour Code of Georgia 3132-1s (May 25,

2006)


GR railway while contracting the contractor should:

– ascertain that these contractors are reputable and legitimate enterprises;

– require that they apply the requirements stated in the paragraphs 6 to 16 and 18 to the PR 2: Labour and Working Conditions of EBRD Environmental and Social Policy

GR will include contractual obligations referring to International Labour Organization (ILO) core labour standards for contractors and subcontractors and construction supply chain for important items (e.g. concrete sleepers). GR will oblige contractors and subcontractors to comply with:

– national labour, social security and occupational health and safety laws (Sanitary Code of Georgia may 8, 2003), and

– the principles and standards embodied in ILO related to:

a) the abolition of children labour

b) the elimination of forced labour

c) the elimination of discrimination related to employment

d) the freedom of association and collective bargaining




217



residual impact


ization



Comment

GR will oblige contractors and subcontractors that wages, benefits and conditions of work are comparable to those offered by equivalent employers in the same region of that country and sector.

The development of grievance mechanisms for workers should be ensured in order to raise reasonable concerns regarding work conditions

Regular auditing and monitoring of contractors and subcontractors by GR.

18



GR will oblige contractors through contractual obligations to ensure that during construction works only those materials that are harmless for the human health will be used.




19

Negative impact from mistreatment of the unsafe and hazardous materials during the demolishing of the buildings on the construction area and railway infrastructure on t e existence Tbilisi Central Railway


GR will oblige contractors through contractual obligations to ensure that unsafe materials that are identified when buildings are demolished during project implementation will be treated according to EU guidelines ((The Construction Products Directive (Council Directive 89/106/EEC); The Marketing and Use of Certain Dangerous Substances and Preparations (Azocolourants) (Council Directive 2002/61/EC)

Special emphasis should be paid to the demolishing of wooden sleepers soaked in



GR will develop waste management plan prior to construction works.

Contractor should provide construction site management plan with


218



residual impact


ization



Comment

Station creosote (the rules of their demolishment and disposal are given in detailed in the section Waste Generation and Management

environmental, health and safety measures and Monitoring Program guided by the IFC General EHS Guideline. Construction site management plan should be approved by the GR.

20 Worker accidents Worker accidents

GR will oblige contractors through contractual obligations to provide all necessary trainings and information on safety issues to the workers.

GR will develop and implement a safety program that meets international norms, and will ensure that every manager and worker receives training before they perform any work on the line, and are provided refresher training at least every year thereafter. This applies to temporary workers as well.

In order to minimize the risk of worker accidents following measures should be implemented:

– Train workers in personal track safety procedures

– Block train traffic on lines where maintenance is occurring (green zone working) or if blocking the line is not possible using an automatic warning system

– Segregation of stabling, marshalling and maintenance areas from running lines

Railway workers should schedule rest periods at regular intervals and during the night to the extent feasible, to maximize the effectiveness of rest breaks and in accordance with international standards and good practices for work time in order to avoid fatigue of workers and accidents

Georgian Railway and Construction company / contractor (GR should oblige contractor through the contractual conditions)

Prior to the construction works and during railway operation



219



residual impact


ization



Comment

invoked by this

21


Law of Georgia on the Security of Dangerous Enterprises 1143-Is (October 12, 1997)

Development of spill prevention and control, and emergency preparedness and response plans.

Implementation of a system for the proper screening, acceptance and transport of dangerous goods. Since this kind of material could be provided by third parties, the screening and acceptance process should be in accordance with international standards applicable to packaging, marking and labelling of containers.

Use of tank cars and other rolling stock that meet international standards appropriate for the cargo being carried and implementing a preventive maintenance program.

Georgian Railway, Freight transportation Department

Prior to the construction works and during railway operation

.

22 Noise and vibration

Decree of the Ministry of Labour, Health and Social Affairs of Georgia on Approval of Qualitative Norms of the State of Environment (August 16, 2001), Sanitary Rules and Norms (SN 2.2.4/2.1.8.000-00)

Reduction of internal venting of air brakes to a level that minimizes noise without compromising the crew’s ability to judge brake operation

Installation of active noise cancellation systems

Use of personal protective equipment if engineering control over the noise is impossible

Use of dampers at the seat post to reduce the vibration of operator

Installation of active vibration control systems for locomotive suspension, cabs, or seat posts, as needed to comply with applicable international and national standards and guidelines

Exposure to hand-arm vibration from equipment such as hand and power tools, or whole-body vibrations from surfaces on which the worker stands or sits, should be controlled through choice of equipment, installation of vibration dampening pads or devices, and limiting the duration of exposure.

Minimize movement of trains during nighttime

See noise and vibration section of the Environmental and Social Action Plan (ESAP)

Georgian Railway

During the railway operation

Additional mitigation measures on noise are identified in the noise and vibration section of the


220



residual impact


ization



Comment

hours

23 Diesel exhaust

Decree of the Ministry of Labour, Health and Social Affairs of Georgia on Approval of Qualitative Norms of the State of Environment (August 16, 2001)

Limiting time locomotives are allowed to run indoors and the use of pusher cars to move locomotives in and out of maintenance shops

Regular ventilation of those areas where diesel exhaust may accumulate

Filtration of air in the train crew cabin

Georgian Railway

During railway operation

GR has to develop and adopt the Health Safety and Environment rules describing HSE procedures that should be guided by the IFC General EHS Guideline. GR has to train the relevant staff.

24 Electrical hazards

Decree of the Ministry of Labour, Health and Social Affairs of Georgia N 351/ნ on Approval of Qualitative Norms of the State of Environment (August 16, 2001)

Training of workers in general electric safety measures

Georgian Railway


GR has to develop and adopt the Health Safety and Environment rules describing HSE procedures guided by the IFC General EHS Guideline. GR has to train the relevant staff.

25 Electric and magnetic fields (EMF)

Decree of the Ministry of Labour, Health and Social Affairs of Georgia N 351/ნ on Approval of Qualitative Norms of the State of Environment (August 16, 2001)


Identification of safety zones from areas where elevated EMF is expected and limiting access in these areas only to trained workers

Georgian Railway


GR has to develop and adopt the Health Safety and Environment rules describing HSE procedures guided by the IFC General EHS Guideline. GR has to train the relevant staff.


221



residual impact


ization



Comment

26

Relocation of railway staff from Tbilisi Central Station

Development of relocation program

Conduct consultations on the developed relocation program r with the railway staff that are subject to relocation

Providing railway staff that are subject to relocation detailed information with timeline of the relocation program

Providing railway staff trainings on relocation program if appropriate

Georgian Railway, Human Resources Department

Prior to railway operation


222

Table 8.1-2. ESAP: Land Use For possible impacts on land use and mitigation measures, please refer to the Resettlement Framework, Appendix D.


223

Table 8.1-3. ESAP: Noise and Vibration

No. Action Environmental Risks

Liability/ Benefits Legislative requirement/

Best practice

Investment Needs /Resources/

Responsibility

Timetable Action to be Completed by End of

Year

Target and Evaluation Criteria For Successful Implementation

Noise

1

Inform the future GR’s Construction Contractor to consider:

Regulating working hours;

Using transportable noise screen;

Using modern construction equipment and vehicles;


Exceeding Admissible Noise Levels for workers and population during construction


Environmental Consultant during selection of construction contractor

or

GR’s HSE Officer

Prior to construction Allowable equivalent and maximum sound levels, Sanitary Norms SN 2.2.4/2.1.8.000-00

2

Installation of noise barriers; See, Appendix M for Map of the noise walls

Sound proof windows;

Limiting train speed, when possible,

Planting trees;

During operation of the bypass the train noise may cause exceeding Admissible Noise Levels in the following areas:



Environmental Consultant

Noise Walls

Construction Contractor

Prior to construction Allowable equivalent and maximum sound levels, Sanitary Norms SN 2.2.4/2.1.8.000-00


224

No. Action Environmental Risks


Best practice


Responsibility


Year


Vibration

1

Keeping minimum 100 m distance from residential houses.




Excessive vibration for workers and population.

Possible damage to the adjacent old houses.

Georgian General Admissible Vibration Values in Residential Houses, Hospitals and Rest Houses, Sanitary Norms 2001.


Prior to construction

Georgian General Admissible Vibration Values in Residential Houses, Hospitals and Rest Houses, Sanitary Norms 2001.


225

Table 8.1-4. ESAP: Air Quality

No Action Environmental Risks


Best practice


Responsibility


Year


Air Quality

1.

Select high environmental standard construction machinery and vehicles equipped with particle filters and trucks with cover for transporting dry construction material

Protecting primarily the workers health by avoiding high concentrations of TSP, NOX, SO2, especially within 100m of the construction site.





Consultation with EHS Officer

Pre-Construction phase:

When selecting contractor and its machinery/vehicles for construction works


Minimum impairment of visibility for >1 minute

2.

Consider in Construction Site Management Plan:

Regularly spraying water over exposed soil areas where work is occurring during dry and windy periods

Washing construction vehicles and their tyres

Protecting primarily the workers health against dust from construction works: earthworks, tunnelling, etc.





Water supply;

Washing personnel at the construction site.

Pre-Construction phase:

When preparing Construction Site Management Plan.



3.

Restriction in use of diesel engines in closed volume (buildings).

Installation of proper exhaust pipes for internal boiler, etc.

Improvement of ventilation to reduce air pollutant concentration within confined volumes.

Protection of GR employees against particles emissions from diesel or gas or coal boilers in stations and depots





Installations costs.

GR, Procurement Department

Pre-Construction

When estimating project budget


4. Using covered waste containers at the construction sites

Protection of construction workers from dust and unpleasant odour

Best practice

Price of the covered waste containers

GR, Procurement Department

Pre-Construction

When estimating construction costs



226

Table 8.1-5. ESAP: Surface Water and Groundwater



Best practice


Responsibility

Timetable Action to be

Completed by End of Year


Hydrogeology

1.

To prevent water infiltration in the tunnel vault, by using proper imperviousness (for instance “Masterseal”) and draining band

To use sulphate resistant projected fibre cement (tokret) Replacing the traditional metal fibres by polypropylene macro-fibres.

Avoiding damage to the tunnel surface

Bets practice

To be integrated in the project design and completed with the construction activities



2. Use of proper embankment material, with different lithology, parameters and inert

Avoiding high risk of developing chemical suffusion

Bets practice




3. To carry out engineering measures for protecting groundwater from pollution

Avoiding pollution of the groundwater and surface water

Law of Georgia on Water (1997, amend.2003, 2004, 2005, 2006)

An Environmental Consultant of the GR’s Construction Contractor

Prior to Construction

To be integrated in the project design



4. When constructing the railway track, pay special attention not to damage the pipes of the irrigation network

Avoiding damage to the irrigation system’s pipes

Best practice An Environmental Consultant of the GR’s Construction Contractor






Best practice


Responsibility


Year


Hydrology

5. To develop measure to protect surface waters during construction (as a part of construction site organization project)

Protection of surface water from pollution during construction



An Environmental Consultant of the GR’s Construction

Prior to construction Construction standards;



227



Best practice


Responsibility


Year


6.

To include in the project design the engineering structure for preventing large scale chemicals spillages in case of derailment or any other spillage (Concrete culverts, oil collectors, etc.).

Prevention of surface water pollution


Contractor

Construction of gutter, wall and culverts on some 5.3 km.






Best practice


Responsibility


Year


The Tbilisi Sea

7.

To consider in the project design the following measures:





Risk of pollution of the Kvirikobiskhevi gorge and every other small gorge crossed by the railway and leading to “the Tbilisi Sea”.


Best engineering Practice;

Law of Georgia on Water (1997, amend. 2003, 2004, 2005, 2006);

Decree No. 297/N dated August 16, 2001 of the Minster of Labour, Health and Social Protection on “Approval of Standards of Environmental Quality”;

Draft amendments (2009) to the above Decree No. 297/N dated August 16, 2001 of the Minster of Labour, Health and Social Protection on “Approval of Standards of Environmental Quality”.

Project designer,

Consultant Hydrologist

Project planning and design process

Water quality norms;

Comparison of water samples analysis before and after construction.


228

Table 8.1-6. ESAP: Habitats, Flora and Fauna



Best practice


Responsibility


Year


Habitats

1.

Consider the measure for minimizing and avoiding habitat alteration in project planning and design (see Map of Critical Habitats):

Avoid fragmentation or destruction of critical terrestrial and aquatic habitats by siting railways, rail yards, support facilities, and maintenance roads to avoid such locations or by utilizing existing transport corridors whenever possible;

Where fragmentation of critical habitats cannot be avoided, maximize the availability of animal crossings (e.g. bridges, culverts, and over-crossings) and provide jointing chambers to allow small animals a means of escape from the railway;

When rail crossings of watercourses are unavoidable, maintain water flow and fish access by utilizing clear-span bridges, open-bottom culverts, or other appropriate methods;

Where sensitive habitats cannot be avoided by rail alignment, construction of bridges should be considered to span at-risk areas;

Railways should be designed and maintained to discourage plant growth in the track area (e.g. providing lateral barriers to plant migration and ensuring rapid drainage of the track area).

Habitat alteration (fragmentation, loss, establishment of invasive species, creation of barriers for fauna, etc.)



Forest Code (1999);








GR’s Project Planning and Design Contractor

Project Design stage Maintaining biodiversity of critical habitats

2. To consider in the construction plan and its schedule the following:

Minimize the clearing of riparian

Habitat alteration due to construction activities and timing (season)

Law on Special Protection of Vegetation in the Boundaries of Tbilisi and the Forest Fund (2000, amend. 2005, Environmental

Consultant During Construction planning process

Maintaining biodiversity


229



Best practice


Responsibility


Year


vegetation during construction;

Avoid construction activities during the breeding season and other sensitive seasons or times of day, especially where critically endangered or endangered species are concerned;

3. To develop Habitat Reinstatement Program for mitigation impacts of habitat alteration caused by construction.

Alteration of habitat due to construction activities impact

2007);




IFC EHS Guidelines, Railway (2007). Environmental Consultant

After constriction Preservation of critical habitats and biodiversity

4. Development of Integrated Vegetation Management (IVM) Plan

Habitat alteration due to maintenance of ROW IFC EHS Guidelines, Railway (2007)

Environmental Consultant or GR’s HSE Officer in coordination with Ecological and Technical Supervising Centre

Before operation phase Preservation of critical habitats and biodiversity

5.

Train personnel in:

integrated vegetation management;

pesticide application;

reduction of risk of habitat alteration due to forest fires.

Habitat alteration due to maintenance of ROW IFC EHS Guidelines, Railway (2007)

Environmental Consultant or GR’s HSE Officer in coordination with Ecological and Technical Supervising Centre

Before operation phase Preservation of critical habitats and biodiversity


230

Flora



Best practice


Responsibility


Year


Flora

5.

To conduct a Pre-Construction Survey to identify protected rare, endemic and relic species along the RoW for their reproduction in appropriate alternative habitats: collection of seeds and bulbs, creation of small nurseries.





Forest Code (1999);





Ramsar Convention on Wetlands of International Importance, especially as Waterfowl Habitat.

Consultant botanist

Prior to construction (time depends on the season, mainly it is conducted in spring)

Conservation of protected, rare, endemic and relic species along the RoW for their reproduction in appropriate alternative habitats.

6.

Prevent avoidable impact on flora and vegetation by:

Keeping the trees and bushes in areas adjacent to the RoW.

Training the workers and construction site Manager in avoiding environmental impact: avoiding compaction of adjacent areas with construction vehicles, keeping trees and bushes when possible, avoiding shelters and nests of animals and birds, fencing the ditches to prevent animals falling.

Preventing avoidable impact on environment.


PR 6, Environmental and Social Policy, EBRD, 2008.

Environmental Consultant - Trainer

Prior to Construction Preventing avoidable impacts on environment

7.

To develop and implement Flora and Vegetation Restoration Plan ( together with Soil Restoration Plan, as a part of the Habitat Reinstatement Program developed for the project), considering replanting the trees,

Preservation of some Georgian Red List and Relic species.


Forest Code (1999);

Law on Special Protection of Vegetation

Consultant Botanist, nurseries, seeds, bulbs, saplings of the important species.

After the construction. Preservation of protected species and their habitat.


231



Best practice


Responsibility


Year


bushes and vegetation, creation of nurseries, etc.

in the Boundaries of Tbilisi and the Forest Fund (2000, amend. 2005, 2007);





PR 6, Environmental and Social Policy, EBRD, 2008.

Fauna



Best practice


Responsibility


Year


Fauna

8.

To carry out Pre-Construction Fauna Survey to avoid disturbance in breeding period and relocate the nest or create alternative shelters for some species like bats.

Destruction of shelter of the species included in the Red List of Georgia.

Disturbance of protected species during breeding or reproduction periods.




Agreement on the Conservation of Populations of European Bats (2000).

Consultants - Chiropterologist (Bat specialist), Ornithologist, Herpetologist


Exact timetable is to be agreed additionally with each specialist. Normally could be: 10 days prior to construction for bats, in spring a month (or less) prior to construction for birds.

Avoiding accidental disturbance of protected species


232



Best practice


Responsibility


Year


9.

During the construction period:

If protected species are found, avoid their disturbance during reproduction or breeding periods.

Arrange fences to prevent animals from falling into ditches.

Keep old trees near the RoW.

If a bat colony is found in a tree or building, create an alternative shelter for them.

Risk of accidental disturbance of protected species.

Risk of animals falling into the ditches





Consultant - Zoologist

Fences for ditches

During construction process

Avoiding accidental disturbance of protected species or their damage.

10.

Where fragmentation of critical habitats cannot be avoided, maximize the availability of animal crossings (e.g. bridges, culverts, and over-crossings) and provide jointing chambers to allow small animals a means of escape from the railway.

Habitat fragmentation or loss for protected species





Environmental Consultant and Project Designers

At project planning and design process

Traces of animals using the crossings (via putting a thin layer of special material to check for traces)

11.

Reduce the risk of water pollution with spillages of oil or other chemicals by improving safety of railway operations;

Develop an emergency response plan to mitigate impacts in case of a major spillage of oil or other chemicals;

Train the relevant GR employees for timely and effective response to the spillages.

Risk of affecting ichthyofauna and water resources from pollution caused by spillages

Best practice Environmental

Consultant The lifecycle of the

project

Deviation from results of the water samples analysis made prior to construction works.


233

Table 8.1-7. ESAP: Geology and Geohazards



Best practice


Responsibility


Year


Geology

1 To implement engineering measures for prevention and control of geohazards

Avoiding and controlling landslides and erosion

Best practice

Project planning and designing team;

Environmental Consultant;

GR’s HSE Officer in coordination with Ecological and Technical Supervising Centre.

Prior to Construction;

To be integrated in the project design.



234

Table 8.1-8. ESAP: Visual Effects on Landscape



Best practice


Responsibility


Year


Landscape (Visual)

1.

To develop Bypass Greening Plan:



Planting trees where the track passes through the settlements. (Additional functions of these green zones will be protection from noise and dust.)

Visual impacts on landscape

Best practice Consultant Botanist,

workers for tree planting

After construction – the right season to be agreed with the consultant (normally in the spring or autumn)

Hiding the new track and the train

2. Train workers and construction site manager on preventing excessive damage to the flora and vegetation.

Excessive damage to the visual landscape

Best practice Environmental Consultant

Prior to construction Preventing avoidable adverse

impacts


235

Table 8.1-9. ESAP: Soil



Best practice


Responsibility


Year


Soil

8.

Development of Soil Restoration Plan (which will comprise part of the Habitat Reinstatement Program), considering:

Tilling and re-seeding compacted areas of bare soil after construction activities are completed.

Minimizing impact on soil caused by compaction, soil rutting; loss of physical structure and quality.



Soil Consultant;

Sample analysis;

Saplings, seeds;

After construction activities are completed

Soil Quality Parameters given Methodical Guidelines “Estimation of Soil Pollution with Chemicals”, MM 2.1.7.004-2002

9.

Development of a Productive Soil Preservation Plan:

The productive layer of the soil has to be removed and stored in dry weather conditions. The form of the stored soil has to be trapezoid with the slope inclined less than 20-30 degrees.

Minimizing loss of productive soil.



Soil Consultant;

Soil Storage area, vehicles.



10. Development of an Erosion Control Plan, which has to match detailed design of the project.

Controlling erosion throughout the alignment of the track: Borrow pits, spoil disposal areas, steep cuts, along natural water sources.



Soil Consultant; Project Planning and Design Consultant; construction materials for erosion control walls etc.



Avoiding risk of landslides, damage to track structure.


236

Table 8.1-10. ESAP: Waste Generation and Management



Best practice


Responsibility

Timetable Action to be Completed by

End of Year


Waste

1. To develop Construction Waste Management Plan

Accumulation of large quantities of inert construction materials/waste, vegetation debris and pollution from hazardous waste and wastewater, domestic waste and wastewater from camps.




PR 1, 2, 3 EBRD, 2008

Waste Management Consultant,

Waste Collector Contractor,

Waste containers,

Wastewater collectors/separators,

Area for hazardous waste temporary storage.


Adequate workplace conditions

Waste avoidance, minimization, separation, recycling, reuse, safe disposal.

2. Train worker for waste management at the construction site

Occupational Health Risk due to improper treatment of hazardous waste;

Environmental pollution

Bets practice Waste Management

Consultant or GR’s HSE officer


Workplace Safety

Waste avoidance, minimization, recycling, reuse, safe disposal.

3. To develop Waste Management Plan for operation phase

Environmental pollution and risk of occupational diseases due to accumulation of industrial and household waste and wastewater from trains, depots, freight stations, etc.




PR 1, 2, 3 EBRD, 2008

GR Dept. of Operation Safety

Prior to operation Workplace Safety

Sustainable waste management

4. To develop Demolition Waste Management Plan (see guidance in the relevant chapter)

Environmental Pollution and possible health hazards from demolition waste;

Unsustainable use of the demolition waste.


PR 1, 3 EBRD, 2008

Demolition Contractor, Environmental Consultant.

Prior to demolition

Compliance with Decree of the Ministry of Labour, Health and Social Affairs of Georgia on Approval of Qualitative Norms of the State of Environment (August 16, 2001) in the form of Sanitary Rules and Norms (SN 2.2.4/2.1.8.000-00);

Sustainable waste management.


237

Table 8.1-11. ESAP: Epizootological Impacts



Best practice


Responsibility

Timetable Action to be Completed by End of Year


Epizootology

3.

Conduction of Epizootological research prior to and during construction including laboratory sampling and analyses.

Taking complex vet-sanitary measures.


Law of Georgia on Veterinary, (1995)

Financial expenditure for the epizootological study;

Consultant – Epizootologists.


To have no precedent of people infected with any of the following: Anthrax, Carbunculus emphysematicus, Bradsot, Enterotoxaemia infectiosa, Brucellosis, Tuberculosis, Rabies, Lissa, Hydrophobia.


238

Table 8.1-12. ESAP: Cultural Heritage and Archaeology


Liability/ Benefits Legislative requirement /

Best practice

Investment Needs / Resources /

Responsibility



Cultural Heritage

1.

N1 and N2 - Medieval graves in stone - The cemetery must be excavated and then the place may be freed for the construction works.

The site may be affected by the project if a new railway station is built in the area.



Governmental Decree (No.215) on the Rules of Issuing the Permits for Works on Historical and Cultural Sites and on Conditions of Licensing, 2005

European Convention on the Protection of the Archaeological Heritage (Valletta, 16.1.1992) – Ratified by the Parliament of Georgia on 23.02.2000

Convention for the Protection of the Architectural Heritage of Europe (Granada, 3.X.1985) – Ratified by the Parliament of Georgia on 23.02.2000

PR 8, EBRD, 2008

Expenses related to excavation of cemetery;

Hired Consultant –Archaeologist;


Undamaged cultural heritage

2.

Hire a Consultant –Archaeologist to monitor ground works near:

N3 Early Bronze Age Settlement and N4 Classical Period Cemetery;

N5 Late Bronze Age Cemetery;

N6 Medieval Cemetery and Medieval cemetery N7;

N9 Medieval Cemetery;

N10 Late Bronze Age Settlement;

N12 Late Bronze Age Cemetery;

Risk of damaging cultural heritage



2005 Governmental Decree (No.215) on the Rules of Issuing the Permits for Works on Historical and Cultural Sites and on Conditions of Licensing.

European Convention on the Protection of the Archaeological Heritage

Hired Consultant –Archaeologist;

During construction works

Undamaged cultural heritage


239


Liability/ Benefits Legislative requirement /

Best practice

Investment Needs / Resources /

Responsibility



N13 Classical Period Cemetery and N14 Classical Period Settlement;

N16 Middle Bronze Age Kurgans

(Valletta, 16.1.1992) – Ratified by the Parliament of Georgia on 23.02.2000;

Convention for the Protection of the Architectural Heritage of Europe (Granada, 3.X.1985) – Ratified by the Parliament of Georgia on 23.02.2000

PR 8, EBRD, 2008

3.

In case of inevitability of changing the route, the graves that may fall under the impact of the project should be relocated under preliminary agreement with the relatives of the deceased buried in these graves:

N8 Modern Cemetery;

N11 Modern Cemetery;

N15 Modern Cemetery.

Risk of damaging cemeteries For details see RF.

Expenses related to excavation, re-burials or monetary compensation requested by the relatives.


No claims from the relatives of the people buried in the cemeteries.


240

8.2 Environmental and Social Monitoring Program An Environmental and Social Monitoring Program (ESMP) is developed to verify the effectiveness of the proposed mitigation measures (presented in ESAP) in reducing impacts and also to allow mitigation measures to be refined or developed as needed to address actual impacts or to develop plans for future development. More specifically, the objectives of a monitoring program are to:

Record project impacts during construction and operation;

Evaluate the effectiveness of the mitigation measures and identify any shortcomings;

Meet legal obligations;

Allow refinement and enhancement of mitigation measures to further reduce impacts;

Allow development of mitigation measures to deal with unforeseen issues or changes in operations;

Allow the Georgian Railway and international lenders to verify that requirements of loan agreements are being met.

The tables below propose the measures to monitor the effectiveness of the environmental and social protection measures proposed for the Tbilisi Railway Bypass project. This ESMP describes the parameters to be monitored, the activities to be executed, time and frequency of monitoring activities, indicators of effectiveness of such measures, resources needed, the collection, analysis, and reporting of monitoring data and means of verification of the monitoring results. Environmental monitoring activities should be based on direct and indirect indicators of emissions, effluents, and resource use applicable to the project. Tables below (8.2-1 - 8.2-12) present the ESMP for pre-construction, construction, and operational phases of the Tbilisi Railway Bypass Project. It is assumed that the Georgian Railway, as an execution agency, with the assistance of a qualified environmental consulting company will be responsible for all monitoring activities, and that the results would be reported to the Ministry of Environment Protection and Natural Resources of Georgia and/or other relevant agencies as appropriate.


241

Table 8.2-1. ESMP: Socioeconomic Impacts

Impacts

No Construction phase Operation

phase

Measures for impact avoidance / mitigation / compensation

Monitoring Measures

Responsible person /

organization

Measurement frequency / Monitoring schedule

Indicators Source of verification

Comment

1. Loss of housing

Consultations with affected persons (displaced and host community members) and their informed participation in decision-making processes related to resettlement:

– Affected persons should participate in the negotiation of the compensation packages, eligibility requirements, resettlement assistance, suitability of proposed resettlement sites and the proposed timing.

Establishment of grievance mechanism as early as possible in the process to receive and address, in a timely manner, specific concerns raised during the process.

Development of detailed Resettlement Action Plan (RAP). Physical resettlement should be planned and implemented based on RAP that will comply with the requirements of the EBRD Environmental and Social Policy PR 5: Land Acquisition, Involuntary Resettlement and Economic Displacement.


Site visits

Interviews with affected local community members


Bimonthly

Number of complaints from the affected community

Status reports developed after each site visit

Affected community members

Local municipality members

The frequency of monitoring shall increase in case of receipt a complaint from the affected communities

The reports should be publicly available in case of public interest

2. Loss of land

Consultations with affected persons and their informed participation in decision-making processes related to resettlement.

In the case of the economic (but not physical) displacement of people, procedures should be developed to offer the affected persons and communities’ compensation and other assistance that meet the objectives of the PR 5: Land Acquisition, Involuntary Resettlement and Economic Displacement of the EBRD Environmental and Social Policy. This shall take the form of a Livelihood Restoration Framework

Site visits

Interviews with local community members


Bimonthly

Number of complaints from the affected community members


Local community members

Local municipality

The frequency of monitoring shall increase in case of receipt a complaint from the affected communities

The reports should be publicly available in case of public interest


242

Impacts


phase


Monitoring Measures


organization



Comment

(LRF).


members

3.

Relocation of twenty-nine enterprises / companies connected to the railway system via the rail sidings

Georgian Railway will continue consultations with the affected companies to agree on compensation measures.


Detailed information on possible mitigation measures are presented in the Tbilisi Bypass Railway Project Resettlement Framework.

Interviews/ consultations with representatives of the target companies


Bimonthly

Number of complaints from affected companies

Status reports developed after each interview / consultation

Affected companies

The frequency of monitoring shall increase in case of receipt a complaint from the affected companies

The reports should be available publicly in case of public interest

4.

Possible negative impacts on the following facilities existing adjacent to the territory of Central Railway Station:



Some unofficial

Conduction of consultations with affected persons and their informed participation in decision-making processes related to resettlement. Consultations should be continued during the implementation, monitoring and evaluation of compensation payment and resettlement.


Interviews/ consultations with representatives of the target companies


Bimonthly

Number of complaints from the affected persons and companies

Status reports developed after each interview / consultation

Affected persons and companies

The frequency of monitoring shall increase in case of receipt a complaint persons and companies



243

Impacts


phase


Monitoring Measures


organization



Comment

agricultural markets;





5.

Possible negative impacts caused by crossing of Saguramo Gas Pipeline

Meaningful consultations with stakeholders – representatives of local municipalities, community members and Qartligaz (that is responsible for operation of the gas pipeline) should be undertaken in accordance with the EBRD Environmental and Social Policy PR 10

Interviews with local community members and the company responsible for Saguramo Gas pipeline operation


Prior to the start of the construction works

Number of complaints from affected community members

Status reports developed after each interview

The frequency of monitoring shall increase in case of receipt a complaint on this subject


6.

Loss of areas designated for the visitors’ zone of the National Park as well as part of the administrative area within the Park

Meaningful consultations with the Agency of Protected Areas of the Ministry of Environment Protection and Natural Resources as well as other stakeholders should be undertaken in accordance with the EBRD Environmental and Social Policy PR 10

Interviews with representatives of the Agency of Protected Areas and Ministry of Environment Protection and Natural Resources

Georgian Railway, Health, Safety and Environmental (HSE) Officer

Prior to the start of the construction works

Agency of Protected Areas, Ministry of Environment Protection and Natural Resources

If the GR has not the HSE Officer, relevant staff of the environmental department that is under the Railway Traffic Safety Inspection of GR have to undergo relevant trainings


244

Impacts


phase


Monitoring Measures


organization



Comment

NGOs

Research institutes

7. Dust caused due to the construction works

Isolation of the construction area from the settlements through special fences

Adequate sheeting of vehicle loads up until tipping point when moving around the site;

During very dry weather the use of wet methods or mechanical road sweeper on all site access roads;

Use of dust filters on fixed plant and machinery.

Development of quarterly/ semestrial reports by the contractor on implementation of the construction site management plan. Reports will be submitted to GR

Visual inspection of the construction area and the adjacent territories area

Contractor / Construction Company

Georgian Railway, HSE Officer

Quarterly/ semestrial reports by contractor

Unexpected (random) monitoring / inspection during working hours especially during dry weather as well as during the transportation of construction materials by the HSE of GR

Existence of special fences

Existence of sheeting for vehicle loads

Use of wet methods during dry weather

Existence of dust filters

Reports on implementation of the construction site management plan

Status reports developed after each inspection



During the first year of the construction works, the reports on implementation of the construction site management plan shall be prepared on quarterly basis; during the second and third years, reports can be prepared and submitted on semestrial basis

The reports should be available in case of public interest

The frequency of HSE monitoring shall increase in case of receipt a complaint concerning the dust issue

8. Noise caused by construction works

Site equipment on the construction lot as far away from noise-sensitive sites as possible

Construct noise barriers, such as temporary walls or piles of excavated material, between noisy activities and noise-sensitive receivers

Construct walled enclosures around especially noisy activities or clusters of noisy equipment. For example, shields can be used around pavement breakers and loaded vinyl curtains can be draped

Development of quarterly/ semestrial reports by the contractor on implementation of the construction site management plan




Unexpected (random) monitoring / inspection

Existence of noise barriers

Use special quiet equipment, such as silenced and enclosed air compressors and properly working mufflers on all


Status

The frequency of monitoring shall increase in case of receipt a complaint concerning the noise caused by construction works

During the first year of the construction works, the reports on


245

Impacts


phase


Monitoring Measures


organization



Comment

under elevated structures.

Combine noisy operations to occur in the same time period. The total noise level produced will not be significantly greater than the level produced if the operations were performed separately.

Avoid the use of an impact pile driver in noise-sensitive areas where possible. Drilled piles or the use of a sonic or vibratory pile driver are quieter alternatives where geological conditions permit their use

Use special quiet equipment, such as silenced and enclosed air compressors and properly working mufflers on all engines

Select quieter demolition methods where possible. For example, sawing bridge decks into sections that can be loaded onto trucks results in lower cumulative noise levels than impact demolition by pavement breakers.

Avoid nighttime activities. Sensitivity to noise increases during night time hours in residential neighbourhoods. Construction works should occur during daytime hours (09:00 – 18:00)

Use an air conditioning system to maintain cabin temperature and fresh air inside so that windows can remain closed, limiting outside noise

Visual inspection of the construction area and the adjacent territories

Interviews with representatives of the local community members and municipalities by GR HSE

Conduction of noise measurements (after receiving a grievance) by the Georgian Railway

during working hours by HSE of GR

Quarterly inspections in the first year of construction, then semestrial monitoring by HSE of GR

Conduction of noise measurements (after receiving a grievance by the Georgian Railway

engines

Level of noise and vibration

Complaints from local community members and local municipality members


reports developed after each inspection



implementation of the construction site management plan should be prepared on quarterly basis; during the second and third years, reports can be prepared and submitted on semestrial basis


At present, GR environmental department does not have the vibration measurement devices, GR should purchase these equipment and ensure that staff of this department are trained adequately

9. Vibration from heavy equipment traffic on existing roads

Re-routing truck traffic away from residential streets, if possible

Selection of roads with fewest homes if no alternatives are available


Visual inspection of the territories




Unexpected (random) monitoring

Examination of truck traffic used

Complaints from local community members and/or local municipality members


Status reports developed

The frequency of monitoring shall increase in case of receipt a complaint concerning the vibration from heavy equipment traffic on existing roads

At present, GR environmental department does not have the vibration


246

Impacts


phase


Monitoring Measures


organization



Comment

adjacent to the construction area by GR HSE

Conduction of vibration measurement (after receiving a grievance) by the Georgian Railway

after each inspection



measurement devices, GR should purchase these equipment and ensure that relevant staff of this department are trained adequately

During the first year of the construction works, the reports on implementation of the construction site management plan shall be prepared on quarterly basis, during the second and third years, the reports can be prepared and submitted on the semestrial basis


10.

Local community members’ accidents and other impacts during construction period

The construction area should be isolated with special fences from settled areas

Clear signs should be posted at the entrance to the construction area

GR should ensure that during project implementation, structural elements are designed, constructed and operated that are in accordance with best international industry practice, and will give particular consideration to potential exposure to natural hazards, especially where the structural elements area is accessible to members of the affected community or where their failure could result in direct or indirect injury to the community.


Visual inspection of the territories adjacent to the construction

Georgian Railway, Liaison Officer together with the HSE Officer


Quarterly/ semestrial reports by the contractor

Quarterly inspections in the first year of construction, then, semestrial monitoring

Existence of special isolation fences

Existence of signs at the entrance to the construction area

Compliance of structural elements used during the project implementation with best


Status reports developed after each

The frequency of monitoring shall increase in case of receipt a complaint from the local public about accidents

During the first year of the construction works, the reports on implementation of the construction site management plan shall be prepared on quarterly basis,


247

Impacts


phase


Monitoring Measures


organization



Comment

area and interviews with local community members

by GR international industry practice

inspection



during the second and third years, the reports can be prepared and submitted on the semestrial basis


11.

Worker’s misbehaviour / socio-cultural differences / conflicts if migrant workers enter the area

Establishment and operation of a Grievance and Complaint Mechanism

Development of Workers Code of Conduct (main rules of interaction with local community; rules of conduct while conflict situations; emphasizing cultural characteristics of the local communities if migrants from different cultures enter the area)

Training of workers to ensure that workers behaviour is according to the Developed Workers Code of Conduct


Interviews with local community and municipality members by LO of GR

Visual observation of worker behaviour by LO of GR




Unexpected (random) monitoring by GR

Number of grievances from local community members

Number of trainings

Number of trainees




The frequency of monitoring shall increase in case of receipt a complaint concerning the worker misbehaviour or conflicts with local community members



12. Diseases associated with the arrival of temporary labour in

GR will identify those communicable diseases that

could be transmitted by the workforce. Action plans should be developed, where applicable, to

Development of quarterly/ semestrial


Quarterly/ semestrial reports by

Number of diseases in the territories adjacent

Reports on implement

The frequency of monitoring shall increase in case of


248

Impacts


phase


Monitoring Measures


organization



Comment

the area prevent or minimize the potential exposure of diseases.

GR should ensure through contractual conditions that contractors and subcontracts should conduct medical check-up of the labour force before hiring them

reports by the contractor on implementation of the construction site management plan

Site visits

Inspections

Interviews with representatives of the local communities, local municipalities and medical institutions at the site


the contractor

Quarterly inspections in the first year of construction, then semestrial monitoring

to the construction area after the start of construction works. Data will be available at the local municipalities

ation of the construction site management plan




Medical institutions at the site

receipt a complaint concerning diseases associated with the arrival of temporary labour in the area



13.

Outbreak of disease due to cattle burials located near the project area

Prior to the construction works, a detailed survey should be conducted of the area to identify the exact location of the burials and only conduct construction work in the area based on the recommendation of the relevant experts


Site visits and inspections

Interviews with representatives of local




Quarterly inspections in the first year of construction, semestrial inspection after the

Number of diseases in on the territories adjusted to the construction area after the start of construction works

Reports on implementation of the construction site management plan by contractor


The frequency of monitoring shall increase in case of receipt a complaint from local community members and institutions about the outbreak of diseases

During the first year of the construction works, the reports on implementation of the construction site management plan shall be prepared on quarterly basis,


249

Impacts


phase


Monitoring Measures


organization



Comment

community members, local municipalities and medical institutions on site

first year by GR

Local community and municipality members

Medical institutions on the site

Ministry of Labour, Health and Social Affairs of Georgia

during the second and third years, the reports can be prepared and submitted on the semestrial basis

The reports should be available publicly in case of interests

14. Safety of pedestrians Safety of pedestrians

Posting of clear and visible warning signs at potential points of entry to track areas

Installation of fencing or other barriers at station ends and other locations to prevent access to tracks by unauthorized persons

Provision of information to local public on the risks of trespassing

Design stations in such a way to ensure that the authorized route is safe, clearly indicated and easy to use



Interviews with representatives of local community members and municipalities





Number of accidents




The frequency of monitoring shall increase in case of receipt a complaint from the public about pedestrian accidents


The reports should be available publicly


250

Impacts


phase


Monitoring Measures


organization



Comment

in case of public interest

15. Aesthetic impacts / impacts on visual appeal of the area

Aesthetic impacts / impacts on visual appeal of the area

The construction area should be isolated with special fences from the settled area

GR should design some construction that will protect third parties from the railway

GR should ensure the development of green zones (wind belts) in order to minimize visual impacts on the area

Site visits Georgian

Railway, HSE Officer

After the start of the construction works (once)

Before railway operation (once)

Existence of special fences that will protect third parties from the railway

Existence of green zones (wind belts) in order to minimize visual impacts on the area



The frequency of monitoring shall increase in case of receipt a complaint concerning the spoiling of the aesthetic appeal of the area


16. Inadequate workplace conditions for workers

The workplace conditions should be comply with the PR 2: Labour and Working Conditions of EBRD Environmental and Social Policy and International Labour Organization (ILO) core labour standards

The workers should have

– safe premises - surfaces, structures and installations should be easy to clean and maintain, and not allow for the accumulation of hazardous compounds. Buildings should be structurally safe, provide appropriate protection against the climate, and have acceptable light and noise conditions;

– safe machinery and materials;

– safe systems of work;

– information, instruction, training and supervision;

– a suitable working environment and facilities (that means the workplace should be equipped with lavatories and showers, potable water supply, clean eating area);

– access to first aid.


Inspection of the workers workplace conditions




Unexpected (random) monitoring

Compliance of working conditions with the PR 2: Labour and Working Conditions of EBRD Environmental and Social Policy and International Labour Organization (ILO) core labour standards

Compliance of working conditions with Labour Code of Georgia 3132-1s (May 25, 2006) and Sanitary Code of Georgia (May 8, 2003)

Number of trainings

Number of



Workers

The frequency of monitoring shall increase in case of receipt a complaint from the workers on inadequate workplace conditions through operation of the grievance mechanisms for workers (See Measures for impact avoidance for Unfair contractual conditions)

During the first year of the construction works, the reports on implementation of the construction site management plan shall be prepared on quarterly basis, during the second and third years, the reports can be


251

Impacts


phase


Monitoring Measures


organization



Comment

The workplace should be designed to prevent the start of fires through the implementation of fire codes applicable to industrial settings. Other essential measures in terms of fire precautions include:

– Equipping facilities with fire detectors, alarm systems, and fire-fighting equipment. The equipment should be maintained in good working order and be readily accessible. It should be adequate for the dimensions and use of the premises, equipment installed, physical and chemical properties of substances present, and the maximum number of people present.

– Provision of manual fire fighting equipment that is easily accessible and simple to use.

– Fire and emergency alarm systems that are both audible and visible. The IFC Life and Fire Safety Guideline should apply to buildings accessible to the public.

trainees prepared and submitted on the semestrial basis


17. Unfair contractual conditions

GR railway while contracting the contractor should:

– ascertain that these contractors are reputable and legitimate enterprises;

– require that they apply the requirements stated in the paragraphs 6 to 16 and 18 to the PR 2: Labour and Working Conditions of EBRD Environmental and Social Policy

GR will include contractual obligations referring to International Labour Organization (ILO) core labour standards for contractors and subcontractors and construction supply chain for important items (e.g. concrete sleepers). GR will oblige contractors and subcontractors to comply with:

– national labour, social security and occupational health and safety laws (Sanitary Code of Georgia may 8, 2003), and

– the principles and standards embodied in ILO

Interviews with workers


Unexpected monitoring

Compliance of working conditions with the PR 2: Labour and Working Conditions of EBRD Environmental and Social Policy and International Labour Organization (ILO) core labour standards

Compliance with Labour Code of Georgia 3132-1s (May 25, 2006) and Sanitary Code of Georgia (May 8,


Workers

The frequency of monitoring shall increase in case of receipt a complaint from the workers on unfair contractual conditions



252

Impacts


phase


Monitoring Measures


organization



Comment

related to:

e) the abolition of children labour

f) the elimination of forced labour

g) the elimination of discrimination related to employment

h) the freedom of association and collective bargaining

GR will oblige contractors and subcontractors that wages, benefits and conditions of work are comparable to those offered by equivalent employers in the same region of that country and sector.

The development of grievance mechanisms for workers should be ensured in order to raise reasonable concerns regarding work conditions

Regular auditing and monitoring of contractors and subcontractors by GR.

2003)

18.


GR will oblige contractors through contractual obligations to ensure that during construction works only those materials that are harmless for the human health will be used.







Compliance with Georgian legislation and EU guidelines


Status reports developed after each site visit and inspection

Workers




253

Impacts


phase


Monitoring Measures


organization



Comment

19.

Negative impacts from the mistreatment of unsafe materials from buildings demolished in the construction area

GR will oblige contractors through contractual obligations to ensure that unsafe materials that are identified when buildings are demolished during project implementation will be treated according to EU guidelines ((The Construction Products Directive (Council Directive 89/106/EEC); The Marketing and Use of Certain Dangerous Substances and Preparations (Azocolourants) (Council Directive 2002/61/EC)

Special emphasis should be paid to the demolishing of wooden sleepers soaked in creosote (the rules of their demolishment and disposal are given in detailed in the Section on Waste Generation and Management



Interviews with workers, local community members




Compliance with Georgian legislation and EU guidelines



Workers



20. Worker accidents Worker accidents

GR will oblige contractors through contractual obligations to provide all necessary trainings and information on safety issues to the workers.

GR will develop and implement a safety program that meets international norms, and will ensure that every manager and worker receives training before they perform any work on the line, and are provided refresher training at least every year thereafter. This applies to temporary workers as well.

In order to minimize the risk of worker accidents following measures should be implemented:

– Train workers in personal track safety procedures

– Block train traffic on lines where maintenance is occurring (green zone working) or if blocking the line is not possible using an automatic warning system

– Segregation of stabling, marshalling and maintenance areas from running lines


Site visits

Inspections

Interviews with workers, local community members





Number of trainings

Number of trainees



Workers

The frequency of monitoring shall increase in case of receipt a complaint concerning worker accidents

During the first year of the construction works, the reports on implementation of the construction site management plan shall be prepared on quarterly basis, during the second and third years, the reports can be prepared and submitted on the semestrial l basis

The reports should be available in case


254

Impacts


phase


Monitoring Measures


organization



Comment

Railway workers should schedule rest periods at regular intervals and during the night to the extent feasible, to maximize the effectiveness of rest breaks and in accordance with international standards and best practices for work time in order to avoid fatigue of workers and accidents invoked by this

of public interest

21.


Development of spill prevention and control, and emergency preparedness and response plans.

Implementation of a system for the proper screening, acceptance and transport of dangerous goods. Since this kind of material could be provided by third parties, the screening and acceptance process should be in accordance with international standards applicable to packaging, marking and labelling of containers.

Use of tank cars and other rolling stock that meet international standards appropriate for the cargo being carried and implementing a preventive maintenance program.

Registration of all accidents related to the transportation of dangerous goods

Audit of the accidents by the independent evaluator on biannual basis


Independent evaluator hired by the GR based on the tender

Annually

Biannually

Existence of accidents related to the transportation of dangerous goods

Reports on accidents related to the transportation of dangerous goods

Railway staff


22. Noise and vibration

Reduction of internal venting of air brakes to a level that minimizes noise without compromising the crew’s ability to judge brake operation

Installation of active noise cancellation systems

Use of personal protective equipment if engineering control over the noise is impossible

Use of dampers at the seat post to reduce the vibration of operator

Installation of active vibration control systems for locomotive suspension, cabs, or seat posts, as needed to comply with applicable international and national standards and guidelines

Exposure to hand-arm vibration from equipment such as hand and power tools, or whole-body vibrations from surfaces on which the worker stands or sits, should be controlled through choice


Interviews with local community members and municipalities

Conducting of relevant noise measurements by GR

Georgian Railway, HSE Office

Semestrial site visits and inspections


Relevant reports produced after each site visit and inspection

Complaints from local community members

The frequency of monitoring shall increase in case of receipt a complaint concerning noise and vibration

At present, GR environmental department does not have noise and vibration measurement devices. GR should purchase these equipments and ensure that relevant staff are trained adequately


255

Impacts


phase


Monitoring Measures


organization



Comment

of equipment, installation of vibration dampening pads or devices, and limiting the duration of exposure.

Minimize movement of trains during nighttime hours


23. Diesel exhaust

Limiting time locomotives are allowed to run indoors and the use of pusher cars to move locomotives in and out of maintenance shops

Regular ventilation of those areas where diesel exhaust may accumulate


Inspections

Interviews with railway staff


Semestrial inspections

Time that locomotives are allowed to run indoors

Arranging regular ventilation of those areas where diesel exhaust may accumulate


Relevant reports produced after each inspection

Railway staff


24. Electrical hazards


Inspections




Number of trainings

Number of trainees

Identification of safety zones in areas of elevated EMF

Limited access to elevated EMF zones


Railway staff


25.

Electric and magnetic fields


Identification of safety zones from areas where elevated EMF is expected and limiting access in these areas only to trained workers

Inspections




Number of trainings

Number of trainees Identification of safety zones in areas of elevated


Railway staff



256

Impacts


phase


Monitoring Measures


organization



Comment

EMF

Limited access to elevated EMF zones

26.

Relocation of railway staff from Central Station

Development of relocation program

Conduct consultations on the developed relocation program r with the railway staff that are subject to relocation

Providing railway staff that are subject to relocation detailed information with timeline of the relocation program

Providing railway staff trainings on relocation program if appropriate

Inspections



Prior to the start of railway operation

Existence of relocation program

Conducting of consultations on the developed relocation program with the affected railway staff

Level of knowledge of railway staff on relocation program

Number of trainings / consultations

Number of trainees / consulted railway staff


Railway staff


P.S. General Comment:

The contractor shall prepare report on compliance of the works with the activities prescribed in the construction site management and monitoring plans including environmental, health and safety measures on quarterly or semestrial basis.

The report should include information on dust, noise, vibration, local community members’ accidents, worker’s misbehaviour /conflicts, diseases, safety of pedestrians, aesthetic impacts / impacts on visual appeal of the area, workplace conditions, negative impacts from the use of unsafe construction material, negative impacts from the mistreatment of unsafe materials from buildings demolished in the construction area, worker accidents. In the report separate chapters should be dedicated to the above listed topics.


257

Table 8.2-2. ESMP: Land Use For possible impacts on land use and mitigation and monitoring measures, please refer to the Resettlement Framework, Appendix D.


258

Table 8.2-3. ESMP: Noise and Vibration Noise

Impacts #

Construction phase

Operation phase


Monitoring Measures


organization


Indicators Source of

verification Comment

1

Exceeding Admissible Noise Levels for workers and population during construction

Regulating working hours.

Using transportable noise screen.

Using modern construction equipment and vehicles.


Measurement of noise level

HSE Officer Weekly

Complaints from population or workers,

Records of HSE Officer

Report of GR’s HSE Officer

2

Exceeding Admissible Noise Levels for workers and population during operation

Installation of noise barriers; See, Appendix M for Map of the noise walls.

Sound proof windows.

Limiting train speed, when possible.

Planting trees.

Measurement of noise level

HSE Officer Weekly

Complaints from population or workers,

Records of HSE Officer

Report of GR’s HSE Officer


259

Vibration

Impacts

# Constructio

n phase Operation

phase


Monitoring Measures


organization




1

Excessive vibration for workers and population




Inspection of sites. If needed measurement of vibration levels.

GR’s HSE Officer Weekly Complains from the workers or population

Report of GR’s SHE Officer

2

Possible damage to the adjacent old houses


Inspection of houses, if the risk of damage is evident.

GR’s HSE Officer Various Complains from the population


3

Excessive vibration for population


Improving the fleet and track: continuous welding and modern rollick stock.

Visits to the population, if the complaints arise.

GR’s HSE Officer Various Complains from the population



260

Table 8.2-4. ESMP: Air Quality

Impacts

# Construction phase

Operation phase


Monitoring Measures


organization



Comment

1 Ambient air quality

To consider in the Construction and Site Management Plan:

Using modern construction machinery equipped with particle filters;

Regularly spraying water over exposed soil areas where work is occurring during dry and windy periods;

Transporting construction materials in covered trucks;

Using covered waste containers;

Washing construction vehicles and their tyres.

Inspection of construction Site

Construction Site Manager (GR’s Contractor) and GR HSE Officer

Daily (Site Manager)

Weekly (HSE)


Report of HSE Officer

Site Manager has to monitor air quality daily, HSE Officer may monitor it weekly

2

Ambient air quality - Emissions from diesel or gas or coal boilers in the stations and depots

Installation proper ventilation Visual inspection GR HSE Officer

Twice a year, air analysis during representative functioning periods.

Proper ventilation installed


HSE Officer may monitor it weekly


261

Table 8.2-5. ESMP: Surface Water and Groundwater Hydro-Geology

Impacts #

Construction phase

Operation phase


Monitoring Measures


organization




1 Possible pollution of groundwater

Risk of groundwater pollution

Implementing all necessary engineering measure to prevent of the pollution groundwater

Development and implementation of a monitoring plan, to analyse water quality at the crossings of rivers and ravines;

Development and implementation of a piezometer network to monitor the groundwater quality.

GR’s HSE Officer in coordination with the MoE

Weekly during construction;

Biannually during operation.

Georgian water quality standards;

Comparison of the samples taken before and after construction.

Report of the GR’s HSE Officer in coordination with Ecological and Technical Supervising Centre.

Hydrology

Impacts

# Constructio

n phase Operation

phase

Measures for

impact avoidance / mitigation / compensation

Monitoring Measures


organization




2

Risk of pollution of surface water with construction materials, oil and lubricants from construction

Measures for protection surface waters Monitoring of water quality

GR’s HSE Officer in coordination with Ecological and Technical Supervising Centre;

MoE

Weekly during construction

Comparison of water sample analysis before and after the construction;

Water quality standards.

Report of GR’s HSE office


262

Impacts

# Constructio

n phase Operation

phase

Measures for


Monitoring Measures


organization




machinery

3

Risk of accidents and emergency situations (spillages, derailment)

Engineering Constructions

Development of Contingency Plan Visual Inspection

GR’s HSE Officer in coordination with Ecological and Technical Supervising Centre

MoE


Biannually during operation;

Comparison of water sample analysis before and after the construction;

Water quality standards.

Report of GR’s HSE office

Tbilisi Sea

Impacts # Constructio

n phase Operation

phase


Monitoring Measures


organization




4

Risk of pollution of the Kvirikobiskhevi gorge and every other small gorge crossed by the railway and join “the Tbilisi Sea”

Risk of pollution of the Kvirikobiskhevi gorge and every other small gorge crossed by the railway and join “the Tbilisi Sea”

To consider in the project design the following measures:





Water quality control with proper monitoring plan

GR’s HSE Officer in coordination with MoE

Weekly (during construction),

Twice a year during routine operation

Increased adequate frequency in case of accident

Comparison of water quality before and after construction

Reports of GR’s Ecological Centre or HSE Officer


263

Table 8.2-6. ESMP: Habitats, Flora and Fauna Habitats

Impacts


Operation phase


Monitoring Measures


organization




1

Habitat alteration due to construction activities (habitat fragmentation, loss, disruption, etc.)

sitting railways, rail yards, support facilities, and maintenance roads to avoid critical habitats and utilizing existing transport corridors whenever possible;

Maximize the availability of animal crossings (e.g. bridges, culverts, and over-crossings) and provide jointing chambers to allow small animals a means of escape from the railway;

When crossings of watercourses are unavoidable, maintaining water flow and fish access by utilizing clear-span bridges, open-bottom culverts, or other appropriate methods;

Where sensitive habitats cannot be avoided by rail alignment, construction of bridges should be considered to span at-risk areas.

Visual inspection of the track for presence and maintenance of:

joining chambers for animal crossing,

clear-span bridges,

open-bottom culverts, etc.


Relevant departments of the Ministry of Environment Protection and Natural Resources

Once - for integration of these measures in project design

Biannually for their maintenance –cleaning

Maintained biodiversity

Final Design of Project;

Reports of GR’s Ecological and Technical Supervising Centre

Once integrated in project design, they will need regular maintenance

2

Habitat alteration due to RoW maintenance

Implementation of integrated vegetation management (IVM).

From the edge of the track area to the boundary of the right-of-way, vegetation should be structured with smaller plants near the line and larger trees further away from the line to provide habitats for a wide variety of plants and animals;

Native species should be planted and invasive plant species removed;

Biological, mechanical, and thermal vegetation control measures should be used where practical, and use of chemical herbicides on the bank beyond the transition area should be avoided (approx. 5 meters from the track);

Maintenance clearing in riparian areas should be avoided or minimized.

Visual control;

Inspection of Reports of GR Department of Track Maintenance


Monthly Maintained

biodiversity

Visual control ;

Inspection of Reports of GR Department of Track Maintenance


264

Impacts


Operation phase


Monitoring Measures


organization




3 Risk of habitat alteration due to forest fires

Monitoring of right-of-way vegetation according to fire risk;



Removal of maintenance slash or management by controlled burning. Controlled burning should adhere to applicable burning regulations, fire suppression equipment requirements, and typically should be monitored by a fire watcher;

Planting and management of fire-resistant species (e.g. hardwoods) within, and adjacent to, rights-of-way.

Visual inspection of track

GR’s Fire Watcher or HSE Officer

Monthly Track condition Reports of Fire

Watcher or HSE Officer

4 Impact of habitat alteration

Impact of habitat alteration

Habitat Reinstatement Program

Visual inspection;

Reports GR’s HSE Officer and Ecological and Technical Supervising Centre

GR, HSE officer

Monthly Maintained

Biodiversity

Visual inspection;

Reports GR’s HSE Officer and Ecological and Technical Supervising Centre


265

Flora

Impacts


Operatio

n phase


Monitoring Measures


organization




1




To conduct a Pre-Construction Survey to identify protected, rare, endemic and relic species along the RoW for their reproduction in appropriate alternative habitats: collection of seeds and bulbs, creation of small nurseries.

Additional survey around construction sites during construction phase.

Consultant biologist / botanist

Once at each section of the construction site.

Having no protected species left in RoW unattended.

Reports of the biologist / botanist

2




To develop and implement a Flora and Vegetation Restoration Plan ( together with a Soil Restoration Plan, as a part of the Habitat Reinstatement Program developed for the project), considering replanting the trees, bushes and vegetation, creation of nurseries etc.

Control of the growth of flora and vegetation

Consultant biologist / botanist

To be agreed separately with biologist (depends on the season and type of the species).

Preserved all protected species.

Reports of biologist / botanist


266

Fauna

Impacts

# Construction

phase Operation

phase

Measures for


Monitoring Measures


organization



Comment

1 Disturbance of breeding places and nests

To carry out a Pre-Construction Fauna Survey to avoid disturbance in breeding periods and relocate the nest or create alternative shelters for some species like bats.

Additional surveys around construction sites during construction phase.

Consultants - Chiropterologist (Bat specialist), Ornithologist, Herpetologist

Once a month (depends on the season)

Having no case of accidental disturbance of protected species or their damage.

Reports of the Chiropterologist, (Bat specialist), Ornithologist, Herpetologist.

2

Fragmentation of habitats of protected species.

Considering creation of animal crossings (e.g. bridges, culverts, and over-crossings) and jointing chambers to allow small animals a means of escape from the railway.

Checking for traces of animals using the crossings during operation phase.

(putting a thin layer of special material to check the traces)

Consultant Zoologist

Monthly for the first year of operation

Traces of animals using the crossings.

Reports of Zoologist

3

Animals falling into ditches at the construction sites

Arranging special fences to protect animals from falling.

Visits to construction site to check for the proper usage of fences.

GR HSE Officer

Check weekly during construction period.

Having no cases of animals damaged due to falling into the ditches at the construction site.


4

Impact on ichthyofauna caused by pollution of watercourses

See mitigation in the Hydrology part.

Water sample analysis results

Also, See the hydrology part.

GR HSE Officer Monthly Water sample analysis results

Reports of GR HSE Officer

5

Impact on ichthyofauna caused by pollution of watercourses

See mitigation in the Hydrology part.

Water sample analysis results

Also, See the hydrology part.

GR HSE officer Biannually Water sample analysis results

Reports of GR HSE Officer


267

Table 8.2-7. ESMP: Geology and Geohazards

Impacts #

Construction phase

Operation phase


Monitoring Measures


organization




1 Activation of landslides and erosion

Activation of landslides and erosion

To implement engineering measures for prevention and control of geohazards

Visual inspection and geological monitoring

Project planning and designing team;




More frequently in case of increasing hazard suspicion

Absence of landslides or damage to the track structure.



268

Table 8.2-8. ESMP: Visual Effects on Landscape

Impacts #

Construction phase

Operation phase


Monitoring Measures


organization




1. Visual impacts on landscape

To develop Bypass Greening Plan:



Planting trees where the track passes through the settlements. (Additional functions of these green zones will be protection from noise and dust.)

Interviews with affected local community members

Oversight of the works by the consultant of the GR’s contractor

Site visits of the GR’s HSE officer

Project designers

GR’s Contractor

GR’s HSE officer

After construction – the right season to be agreed with the consultant (normally in the spring or autumn)

Bypass Greening Plan is developed, trees are planted and the new track and the train are not visually impacting the landscape

Reports of the GR’s Contractor

Reports of GR’s HSE officer and (with photo materials)

2.

Excessive damage to the visual landscape

Train workers and construction site manager on preventing excessive damage to the flora and vegetation.

Oversight implementation of trainings

GR’s Contractor

GR’s HSE officer


Preventing avoidable adverse impacts

Training materials

Number of trained workers

Photo materials


269

Table 8.2-9. ESMP: Soil

Impacts #

Construction phase

Operation phase


Monitoring Measures


organization




1 Loss of soil Productive Soil Preservation Plan

Soil storage site inspection for storage conditions

HSE Officer

Monthly (during the soil storage period)



2

Soil erosion, damage to the track, risk of landslides

Soil erosion, damage to the track, risk of landslides

Erosion Control Plan Visual Inspection

Soil Consultant; Project Planning and Design Consultant.



Absence of landslides or damage to the track structure.



270

Table 8.2-10. ESMP: Waste Generation and Management

Impacts


Operation phase


Monitoring Measures


organization




1 Hazardous Construction Waste

Construction Waste Management Plan

(arranging special area for temporary storage of hazardous construction wastes)

Construction site Inspection

GR’s Contractor

GR HSE Officer

Weekly

Arranged special temporary disposal for hazardous waste

HSE Officer’s Reports

2

Hazardous waste from demolition railway infrastructure:

Creosote soak sleepers, asbestos containing materials, PCB, CFC, hydrocarbons, etc. (see details in the relevant chapter)

Demolition Waste Management Plan

(Removal of hazardous wastes prior to demolition. See details in the relevant chapter.)

Inspection of ToR (or Contract) prepared for GR’s Contractor for demolition activities

GR’s Contractor

GR HSE Officer

Prior to demolition check if hazardous materials are removed.

Later, according to the schedule of the Demolition Waste Management Plan

Report on removal and disposal of hazardous waste from demolition

GR Demolition Contractor Report,

HSE Officer’s Report

Special attention has to be paid to prevent incineration or reuse of old creosote sleepers


271

Table 8.2-11. ESMP: Epizootological Impacts

Impacts

# Construction

phase Operation

phase


Monitoring Measures


organization




1


Risk of outbreak of infectious diseases (in case if it is activated during construction)

Conduction Epizootological research prior to and during construction; making laboratory samples.

Taking complex vet-sanitary measures.

Making epizootological inspection planned by specialists

Ministry of Agriculture, Department of Veterinary;

Institute of Agrarian Radiology and Ecology.

To be planned at a later stage

Results of laboratory analyses

The report and conclusions of the research.


272

Table 8.2-12. ESMP: Cultural Heritage and Archaeology

Impacts


Operation phase


Monitoring Measures


organization




1.N8, N11, N15 Modern Cemeteries

Avoiding or relocating the cemetery Inspection, Liaison Officer’s Report

GR Once prior to the construction

Absence of claims from the relatives of the people buried in the cemeteries

Report of Liaison Officer


273

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S.p.s. `saqarTvelos rkinigzis~ informacia `gadaziduli saxifaTo tvirTebis CamonaTvali wlebis mixedviT tonebSi~.

S.p.s. `saqarTvelos rkinigzis~ informacia `rkinigzis sagangebo situaciebis gegma navTobis daRvrisas da xanZris SemTxvevaSi~.

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