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Montenegro Local Roads: Procurement Support for Civil Works Contracts
Operation Number 43060
C29800/CZDT-2013-05-04
Non-Technical Summary
File name: ASP_MNE_NTS_v1-1.docx
Document owner: Iva Baláčková, AF-CITYPLAN
Version: 1-1 Date: 05.10.2016
Document status: Reviewed by the EBRD
Approved by: Date:
Document use: MoTMA internal, EBRD internal, AF-CityPlan internal, Aspiro internal, E3 Consulting internal
Acronyms
Acronym Expansion
AADT Annual Average Daily Traffic
CESMMP Construction Environmental and Social Management and Monitoring Plan
EBRD European Bank for Reconstruction and Development
EIA Environmental Impact Assessment
EPA Environmental Protection Agency
ESA Environmental and Social Analysis
ESAP Environmental and Social Action Plan
ESM Environmental and Social Management
EU European Union
MNE Montenegro
MoTMA Ministry of Transport and Maritime Affairs
NP National Park
OESMMP Operational Environmental and Social Management and Monitoring Plan
Contents
Contents ..................................................................................... 3
1 Introduction and background ...................................................... 4
2 Description of the project ........................................................... 5
3 Route selection and consideration of alternatives........................... 7
4 Identified sensitive environmental and social factors ...................... 9
5 Summary of identified impacts .................................................. 10
Impacts associated with construction ....................................... 10
Climatic factors and air quality ........................................ 10
Noise pollution and vibration ........................................... 11
Public health ................................................................. 12
Geological factors, excavated rock – waste ....................... 12
Land take ..................................................................... 13
Hydrogeology and hydrology ........................................... 14
Ecosystems, habitats, protected areas and rare species ...... 14
Landscape .................................................................... 17
Social characteristics ...................................................... 17
Economic impacts .......................................................... 17
Cultural heritage ........................................................... 18
Waste 18
Impacts associated with operation .......................................... 19
Climate factors and air quality ......................................... 19
Noise pollution .............................................................. 19
Public health ................................................................. 19
Geology ........................................................................ 19
Soil, land-take and land-use ........................................... 20
Hydrogeology and hydrology ........................................... 20
Ecosystems ................................................................... 21
Landscape .................................................................... 21
Social impacts ............................................................... 22
Economic impacts .......................................................... 22
Cultural heritage ........................................................... 23
Waste 23
6 Short summary of proposed mitigation measures and monitoring plan 23
1 Introduction and background
This document is a Non-Technical Summary of Environmental and Social Analysis of the reconstruction
of Lubnice – Jezerine road project. The project deals with the reconstruction and upgrade of the local
road Lubnice – Jezerine (14.5 km) including the construction of a new tunnel (approx. 2.8 km) and new
bridge. The Project location is in the northern Montenegro, in the mountain region of Bjelasica and
Komovi. The Project road section extends from the rural community of Lubnice in the municipality of
Berane to the skiing area of Jezerine in the municipality of Kolasin.
Figure 1 Project location (red ellipse)
Source: [maps.google.com, amended by AF-CityPlan]
In line with currently binding national EIA legislation – Law on EIA (OG of MNE No. 80/05, 40/10), the
local environmental impact assessment was not carried out as part of the Project planning process. This
was confirmed by the EPA (Environmental Protection Agency) statement issued on the Ministry request.
However, to meet the requirements of European Bank for Reconstruction and Development (EBRD)
Environmental and Social Policy the Environmental and Social Analysis Study was undertaken to assess
potential environmental and social impacts of the Project and to suggest mitigation measures so the
Project meets EBRD Performance Requirements.
2 Description of the project
The Project represents the reconstruction and upgrade of the local road Lubnice-Jezerine (14.5 km)
including the construction of a new tunnel (approx. 2.815 km) and the connecting bridge. Thereby, the
remaining part of the Berane-Kolasin regional road project will be formed. The part of the section
between Lubnice and Jelovica will be adjusted along the existing road with minor modifications. The
new tunnel will connect the settlements Jelovica and Jezerine together with the bridge on the side of
Jezerine – “lokalitet Klisura”.
The project Design divides the road into four sections:
1) Section Lubnice – Jelovica
Design tried to use maximally the existing alignment with some improvements of the existing road
elements. The road pavement will be widened and reconstructed to provide a carriageway width to
accommodate 2 running lanes of traffic (one in each direction) of 6 m to comply with the national design
standards for a regional road. The reconstructed road is designed for 50/40 km/h. Finish grade is
designed with slight ascending above the existing roadway therefore during the construction there are
no big excavations assumed. The biggest design longitudinal gradient is 8.56 % on the length of 307 m
on a tangent. For the reconstruction of this section side cutting of the existing slopes is required for the
extension of the road and embankments. Concerning the structural – tectonic composition, the
conditions for the excavation and future stability of slopes are mostly favourable. Slopes in this section
are over 20 m high and their top must be shaped by easing, removing the blocks separated from the
basis rock in the foundation. 43 sections of retaining walls, 3 box culverts and 14 pipe culverts were
designed at this section. Placing of subgutter drainage is envisaged for drainage of subgrade. Channels
are lined with concrete. Where cuts and side cuts are designed, construction of the concrete 0.50 m
wide gutter is envisaged to be constructed from MB 30.
2) Section Jelovica
Reconstruction of the existing local 4 – 5 m wide road with widening to 6m is designed. The start
chainage is km 16+932.409 and this section is 6.630 km long. Maximum use of the existing road base is
proposed with the improvement of the existing road elements. Finish grade is designed with slight
ascending above the existing roadway due to the effective drainage for the case of snow melting.
Therefore, no big excavations are proposed during the construction. The biggest design longitudinal
gradient is 6.41 %. For the reconstruction of this section side cutting of the existing slopes is required
for the extension of the road and embankments. Concerning the structural – tectonic composition, the
conditions for the excavation and future stability of slopes are mostly favourable. Section Jelovica is
designed for speed of 50/40 km/h. Drainage is resolved by gutters and channels that are envisaged in
the toe of embankment. Water flow is envisaged by the pipe culverts with diameter of 1 m that are
made of concrete precast pipes. There is one AB box culvert with 5 m opening. Placing of subgutter
drainage is envisaged for drainage of subgrade. Where cuts and side cuts are designed, construction of
the concrete 0.50 m wide gutter is envisaged to be constructed from MB 30.
3) Section Klisura
This section includes reconstruction of the existing macadam road, boring of the 2.814 m long tunnel
Klisura and building of the 90.2 m long bridge in Jezerine. The route starts in km 19+339.339, it follows
the macadam road in the length of 850 m and then enters the tunnel Klisura. Finish grade is slightly
ascended above the existing roadway due to the effective drainage for the case of snow melting. The
drainage channel is designed by the embankment. The biggest design longitudinal gradient is 5.01 %.
For the reconstruction of this section side cutting of the existing slopes is required for the extension of
the road and embankments. Concerning the structural – tectonic composition, the conditions for the
excavation and future stability of slopes are mostly favourable. Section Klisura is designed for design
speed 50 km/h in the whole length. Tunnel Klisura starts on km 20+837.000 at 1,391 m above sea level.
Longitudinal gradient is 2.42%. Exit portal is on km 23+651.000 at 1,458 m above sea level. On both sides
of the tunnel plateaux are designed for the connection with the evacuation tunnel and placing the
ancillary works, power substation and tank. The roadway is 6.6 m wide and consists of two traffic lanes
(3 m each) and two marginal strips of 0.3 m each. On the Jezerine side the bridge is designed on the
horizontal curve with the radius of 350 m. Crossfall of the roadway is unilateral and 2.5 %. Total width
of bridge in cross section is 10.6 m. The roadway is 6.6 m wide and consists of two traffic lanes (3 m
each) and two marginal strips of 0.3 m each. There are 3 pillars designed which are high from 14.3 to
16.2 m. On km 20+629 the concrete 4 m long box culvert is designed. Drainage is resolved by gutters
and channels that are envisaged in the toe of embankment. Water flow is envisaged by concrete pipe
culverts with diameter of 1 m which are made of concrete precast pipes. There is one AB box culvert
with 4 m opening designed. Where cuts and side cuts are designed, construction of the concrete 0.50 m
wide gutter is envisaged to be constructed from MB 30.
4) Section Jezerine
This is the shortest section of the project with total length of 0.95 km. Part of the section is elaborated
by the detailed spatial elaboration Mountain centre Kolasin 1450. There is a roundabout on the route
that serves as the connection with the centre Kolasin 1450. Location of the roundabout as well as the
diameter of the circle (31 m) is defined by plan Kolasin 1450. 2 m wide crosswalk is designed there. At
the end of the section T junction is designed for the connection with Kolasin – Jezerine road. The highest
designed longitudinal gradient is between the roundabout and the end of the route and it is 10.2 %.
Slopes in this section are over 20 m high and their top must be shaped by easing, removing the blocks
separated from the basis rock in the foundation. Four sections of retaining walls are designed in this
section. Drainage is resolved by gutters. Water flow is envisaged by concrete pipes with diameter of 1
m that are made of concrete precast pipes. 8 pipe culverts are designed. Placing of subgutter drainage
is envisaged for drainage of subgrade. Where cuts and side cuts are designed, construction of the
concrete 0.50 m wide gutter is envisaged to be constructed from MB 30.
Figure 2 The situation of the proposed road design – 4 sections
Source: [PUTTING, Conceptual Design – Idejni Projekat: Rekonstrukcija Puta Berane – Kolašin dionica Lubnice –
Jezerine, Lokalitet Klisura, Pregledna karta]
3 Route selection and consideration of alternatives
In terms of alternatives considered during the preparation of the design, sections Lubnice – Jezerine and
Klisura have had more variants. Sections Jelovica and Jezerine have been elaborated in only one variant.
The selection of the variants was supported and recommended as well by the Revision Committee which
was present during the whole period of delivering the stages / parts of the design as an expert consultant
(the conclusions were provided to the ESA Consultants). The Revision Committee evaluated the
proposed variants mainly by the financial and economical point of view. Accordingly, to the other
environmental factors, all variants are similar in comparison to air and noise pollution, landscape,
ecosystems, water, soil and geology. The only difference lays in the construction material needs and
waste volumes. The variants with less impact were chosen for the further elaboration.
1. Section Lubnice – Jelovica
For the section Lubnice – Jezerine designer prepared at first two variants for the preliminary design.
There was only slight difference between these variants, which was 1.25 % difference in the price of the
construction. The variant I was designed to use the maximum of the existing road base and therefore
minimum radius of 45 m was applied six times on it. In the variant II horizontal elements with increase
of radius and clothoid range were improved in comparison with the first variant. In this variant minimum
radius of 45 m was applied only four times.
Later, the third variant was prepared for the design speed of 50 km/h for the whole section. Compared
with the two previous variants, the third variant was changed in three sections: km 11+600 – km 13+760
km, km 14+571 – km 14+749 and km 15+026 – km 15+174 km. Ranges of horizontal curves were
increased in these sections so the minimum applied radius is 75 m, which is the minimal radius of
horizontal curve for speed 50 km/h. Longitudinal profile is almost identical with the longitudinal gradient
of 8,63 % on the length of 323,29 m.
In this section, there were therefore some differences in the amount of waste from the demolition of
the existing route (asphalt, stone walls, and concrete walls). Variant III generated the biggest amount of
waste (28 435,97 m2) which was approximately 5 % more than variants I and II. Concerning material
demand variants, I and II differ only slightly. Variant III needs 242 091 m3 of material (40 % of material
of I, III and IV category, 60% of material of I, V and VI category). That is approximately 30 % more than
variants I and II. There are also some differences between the total costs of the variants which was one
of the crucial criteria in the selection.
Total costs of variants are:
- I. variant – EUR 5 593 645,74
- II. variant – EUR 5 664 252,83
- III. variant – EUR 6 210 427,20
Afterwards the road route audit (Revision Committee) was elaborated where variant II was chosen for
preparation of the Main Design with auditor´s recommendations as follows: “It is necessary to satisfy
design parameters according to the “Rulebook on the basic conditions that public roads outside the
settlements and their elements should satisfy from the traffic safety viewpoint”, on the places where
the Preliminary design is not satisfying, improvements of the route elements should be proposed in the
Final design. On the places where due to the field conditions or some other conditions it is not possible
to satisfy elements from the Rulebook, these cases should be individually justified. In two sections
14+571 – 14+749 km and 15+026 – 15+174 the designed elements should be designed per variant III.
This improvement should not affect the construction cost.”
Accordingly, to the other environmental factors, all variants are similar in comparison to air and noise
pollution, landscape, ecosystems, water, soil and geology. The only difference lays in the construction
material needs and waste volumes where the variant III is worse than other 2 variants and in the same
time represents the most expensive variant.
Concerning other environmental factors the selected variant II is similar to the others. Because of less
use of the existing road base the land take is larger than the variant I
2. Section Jelovica
- reconstruction of the existing road along the same alignment
- only 1 variant, no comparison possible
3. Section Klisura
- construction of the new tunnel and the bridge
- 2 variants
The only difference between variant 1 and 2 is the length of evacuation tunnel. Variant 1 has full length
evacuation tunnel, in variant 2 evacuation tunnel is developed only in the necessary sections that are
estimated at about 20 % of the total length of the tunnel. Therefore, variant 2 is cheaper and less
material demanding. The full-length tunnel variant can be assessed as slightly safer than the sections,
from the environmental factors the differences will be minor except the amount of the excavated rock
and therefore the volumes of the rock that should be used or disposed. The rock massif stability
influence and adjacent impacts should be similar in both variants. Finally, the variant 2 was selected that
has lesser environmental impact, while variant 1 is deemed safer.
4. Section Jezerine
- reconstruction of the existing road along the same alignment
- only 1 variant, no comparison possible
During the Conceptual Design, the E&S Analysis was already elaborated in draft to support the variants selection. Nevertheless, the variants differ slightly and taken into account the excavated rock and materials to be used for the construction, the variants with less impact were chosen for the further elaboration.
4 Identified sensitive environmental and social
factors
Environmental and social analysis described all possible matters that could be harmed by the project
such as climate, geomorphology, geology, hydrology, landscape, ecology, air quality, noise, soil and
socio-economic and cultural issues. The potentially most sensitive aspects identified are hydrogeology
and hydrology, nature conservation and biodiversity.
Concerning hydrogeology and hydrology information from Geotechnical Study were used. According to
that there were 10 water courses and periodic torrents identified along the route. Permanent presence
of groundwater was identified only in the zone of alluvial sediments of the Jelovica river, while in the
other part of terrain, it may be expected seasonally. Geotechnical Study included also the description of
drills with groundwater levels. Drills have been realized at the beginning and at the end of the proposed
tunnel and at both edges of the bridge. The drills were conducted in April 2015, the period with the
highest groundwater levels after spring snow melting. According to the cross section, the tunnel will be
bored above the groundwater level.
The proposed route crosses the borders of sanitary protection zone Mušovica Rijeka. In km 22+020 it
partly extends over the territories located within the border of Protection Zone II and III of the water
source Mušovica Rijeka which is a water supply source for the City of Kolasin. Protection Zone II and III
prohibit construction of roads without a system for controlled drainage and storm water treatment,
which is reflected in the project design.
Concerning Nature conservation and biodiversity the project area is located within the flexible transition
area of the internationally recognised Biosphere Reserve Tara River Basin. It is also located in the close
proximity of the Emerald site no. 24 – Bjelasica. The project area is also partly located in the buffer zone
of the national park Biogradska Gora. Landscape-environmental and aesthetic values are specially
protected in the buffer zone. Spatial Plan of Special Purpose NP Biogradska Gora defines regimes of use
of the buffer zone area. This document sets out conditions for the road construction within the buffer
zone. These are: use of sections of the already existing roads; special attention paid to the new parts of
route section over Klisura by: construction along the sunny side slopes; rehabilitation of damages which
might appear during construction, excavation and embankments by planting of autochthonous grass
and bushes with applying the most contemporary ecological procedures. All the above was incorporated
into the road and tunnel design.
Habitat Survey based on field surveys along the route was elaborated in the project area which
concluded that there are 9 habitat types and 7 out of them are listed within the Annex I of the Habitats
Directive. All the identified habitats were classified as common or relatively common in Montenegrin
conditions without any rare, protected or endemic species. Area near the portal of the tunnel Klisura
toward Jezerine is a potential a habitat for brown bear. The National Parks Directorate has commenced
a brown bear monitoring survey, which is planned to be carried out over 4 years.
Concerning the social characteristics of the project area from municipality of Berane side, there are not
permanent settlements, except for weekend settlements in Jelovica (non-mountainous types, used in
touristic season, mostly from April to November). On the mountain summer pastures from Jelovica
direction there are Bojovica, Slatina and Trepca from Andrijevica and locals from Bernae villages Vinicka,
Buče, Lužac as well as residents of the village Gornja sela. Number of herders who graze their herds in
this area is around 10 big cattle breeders registered in the records of the Ministry of Agriculture and
Rural Development, and around 20 households with smaller livestock numbers. Number of houses which
are located along this road does not exceed 100 weekend houses. From municipality of Kolašin side,
there are 3 settlements along the route of the local road Lubnice – Jezerine. Those settlements are Smrče
(14 residents in 2011), Mušovica Rijeka (30 residents) and Mujica Rečine (11 residents).
Other types of settlements along the route of the local road Lubnice – Jezerine belong to the alpine
pastures types of settlements with a very small number of inhabitants and wooden houses in which they
reside, in the period from June to October. Altogether there are 11 katuns located. The biggest one is
summer pasture Vranjak close to north-eastern administrative border of Kolasin. Above Lubnice toward
Jezerine there are two small hotels – Hotel Pesic and Ethno Hotel Jelovica. From the side of Jezerine
there is one hotel under construction within the ski centre Kolasin 1450.
5 Summary of identified impacts
Impacts associated with construction
Climatic factors and air quality
Due to the size of the project and the local to regional scale of the project, no significant impacts on the
climatic factors are expected.
The crucial impact on the air quality will be caused by the increase of the dust compounds in the ambient
air which will be caused by:
- Construction machinery movements on sites and its vicinity due to the land levelling and
transport of the material on the construction site, on the current and temporary roads used for
the construction period to transport the material to the temporary/permanent disposal, or to –
from the storages
- Soil excavation, boring
- Site preparation/land levelling
- Demolition of existing road, removal of the material from the site
The character and significance of the impact will reflect the current weather conditions, wind speed and
turbulence etc. The impact on the air quality is therefore assessed as minimal while applying the good
practice.
Noise pollution and vibration
The part of the route which is located in Lubnice runs in the zone no. 4 – residential zone with the noise
limit of 55 + 5 dB. Most of the project area belongs to the quiet zone in nature, therefore the noise limit
is 35 + 5 dB.
Noise pollution will be caused mostly by the machinery and equipment on the construction site and in
the surroundings, accordingly to the respective construction phase and localization of the building site.
The most significant impact is associated with boring of the tunnel, which can be accompanied by
explosions and vibrations. Nevertheless, the explosions will cause crucial impacts only in the first meters
of boring the tunnel, while the noise will be reduced during boring inside the massif. The reconstruction
of the road will cause local nuisances due to the demolition of the current road surface and adjusting
the axis which can cause land levelling in the adjacent rock and slopes. The increased intensity and
volume of the traffic will generate increased noise level and will affect the current traffic and noise
pollution regime in the project area. The Contractor counts with the transport distances between 15 and
25 km to transport the material from/to the site. On the other hand, some of the excavated rock from
the tunnel portal will be re-used – the precise volumes will be known after the on-site testing. The
construction period is estimated at minimum of 36 months. By computing the total transport activities
within 30 months, 20 working days per month, approx. 92 trucks will be generated per day. This number
will vary according to the construction phase.
Considering limited number of local inhabitants with the majority of seasonal residence, the noise
pollution will affect mostly workers and local wildlife. The residents will be affected during their stay
(summer season, weekends) only temporarily during the construction of the road section in proximity
to their houses and during the whole project implementation caused by the transport of the material.
The most affected residents will be the ones nearby the tunnel portal where the site compound will be
located for the whole construction period (residents from 5 houses near the eastern portal). Except
residents in this area, the tourists and economic entities can be influenced by the increase of the noise
pollution, depending on the season. The ski resorts should be only slightly affected as it is expected; the
construction works will stop for part of the winter period. The summer recreational resorts can be
affected more significantly (katun Vranjak, hotel Jelovica, hotel Pesic).
The sources of vibration during the construction will be operation of heavy equipment, vehicles,
machinery and especially tunnelling which will be associated with explosions. The vibration levels are
expected low and will be short-term/temporary but may be perceptible to those close to the respective
construction activity.
Public health
Due to the limited number of local inhabitants and as mentioned in the above chapters seasonal –
temporary residents and users of the area, impacts on public health are expected to be minimal in
relation to the noise and air pollution effects. The most affected can be workers during the construction
and boring the tunnel but by applying the protective – labour safety measures, those should be minimal
as well.
The public health can be affected in the relation to the road safety during the construction where the
heavy trucks will be present on the roads and few building sites (storage of the machinery and
equipment) will periodically appear nearby local residential areas. Those effects are assessed as minimal.
Geological factors, excavated rock – waste
The impacts on geology can be identified in relation to the boring of the tunnel and the adjustment of
the current road axis. The axis adjustment will cause local impact in the places where the rock massif
will be influenced by the road extensions or axis adjustments. In those cases, dependent on the local
conditions, the rock massif will be excavated or stabilized by the gabions, road protection nets, proposed
retaining walls if necessary etc. The impacts on the geological structure and factors caused by the
adjustment of the reconstructed – constructed road sections can be stated as minimal.
The major impact in the geological structure will be caused by the tunnel boring. The tunnel boring will
be done under continuous geological supervision with continuous monitoring of the conditions on site
to propose the most suitable tunnel profile structure. For the purpose of the Main Design Geotechnical
survey was conducted for which has been undertaken 3 boring holes and few drills. The tunnel passes
through few types of rock massif above the groundwater level and the design proposes accordingly
different types of the tunnel profiles which reflect the respective geological conditions.
The excavated rock is the major impact and biggest volume of material resulted from the project
implementation. During the works, the excavated rock will be still tested to prove the conditions for re-
use on site and for the re/construction purposes. In the stage of Conceptual Design the volumes of the
excavated rock from the tunnel dredging was calculated as 543 773.55 m3 for both variant, for
evacuation tunnel 78 856.30 m3 (V2) / 94 940.10 m3 (V1). Main Design envisages minimal amount of
material to be re-used, therefore most of the excavated rock, which is approx. 450,000 m3, has to be
disposed. The requirements to deposit the surplus material from the excavation of tunnel was managed
in accordance with common practice in Montenegro, which is requesting affected municipalities to
examine disposal alternatives within their administrative area. Municipality of Berane proposed to use
certain quantity of material (approx. 100,000 m3) to provide flow control and protection of the Lim river
along the planned embankments from village Talum to village Vinicka. Some quantity (approx. 60,000
m3) could be used for the construction of fills of planned future facilities in Berane – e.g. platform for
Zoo park etc. Municipality of Kolasin proposed to dispose excavated material at newly established
disposal site within areas designated for the Industrial Zone or Sport Zone.
The construction will take place partly on the currently paved road, partly on the unpaved road or other
cultures of land which has never been used for any other purposes that could result in soil and ground
contamination. The contamination of the land can be caused by the machinery on site, storage of the
materials etc. This should be minimized by applying good construction practice and spillage and leakage
measures on the construction site under control of the supervision and inspection.
Topsoil removal is estimated in general to the depth of around 20 cm (depends on location). When the
depth of excavation of top soil under the embankment is below/over the designed depth, surplus or
deficit in the excavated top soil will be calculated based on the levelling book. Removed material will be
disposed along the route in dumps defined by the Engineer and the Client in order to enable easy access
and use of such material later on.
Land take
Impacts on soil are closely connected with the land acquisition which will be completed within the
expropriation process in parallel with obtaining the building permit – for permanent land acquisition.
Before the permit is issued, the negotiation process with the land owners has to be finished.
Expropriation belt will be approximately two meters on each side of the road. According to the
information from graphics and consultations there is no resettlement, nor demolition of any structures
required (fences, walls etc.). No vulnerable groups were detected in the project area and there will be
no one disproportionally affected accordingly to the land acquisition. The permanent land take consists
of 50/50 private and state ownership, the impact of the land acquisition will be minimal in relation to
agriculture purposes because of the very slight amendment of the current road axis. The new road will
be constructed only in short length to the portal from both sides and the influence will be there as well
minimal. The temporary land acquisition (for location of site compounds) will be conducted by the
Contractor of construction works. As of it is expected that 4 building (material, machinery storage &
parking, social facility for workers) sites will be built along the road and most of the construction will be
conducted on the current and proposed land, which means the permanent land take will be primarily
used. The project will require lower quality of land, usually less than 4th class except the forests which
will be acquired of the best quality (1st class).
Forest land take is subject to similar process as the land expropriation. Total amount of forest land take
caused by the project is 8.2 ha. The forest land take includes cutting of the wood and its price in the
financial compensation.
The impact on soil, land and forest land take is assumed as minimal due to the fact, that majority of the
road will be reconstructed and only the axis will be slightly amended, no high quality arable land will be
acquired with the exception of forests which will be adequately compensated together with the wood
and proposed compensation measures.
Land-use will change only within the landstrip required for the widened road and the new alignment
and around the portals of the tunnel. Changes will be in compliance with the agreed contracts with the
respective land owners. The land-use of the accessible area along the road will not change but the
implementation of the project will contribute to the area development in the future thanks to the better
accessibility of the whole area. During the reconstruction of the road, the access to the land will be
temporarily limited. The positive effect lies in the better accessibility to the current land and other
private and public facilities (hotels, pastures, etc.) in the operation period.
Hydrogeology and hydrology
The proposed road encroaches the same water courses to the existing road and improves the technical
solution by increasing the culverts capacity. The side of Jelovica/Lubnice – Lubnice has a partly public
drinking water supply and partly is supplied by individual wells, therefore the water supply cannot be
affected. The individuals’ wells along the reconstructed road as well – the new road will have detailed
and higher capacity of the drainage system but it is unlikely that the existing trends in the groundwater
level and spring/wells yields will be influenced by the construction, if so the impact will be very short-
term. The only risk can potentially occur in the adjacent area of the tunnel which can represent an
artificial drainage channel for the groundwater, accordingly to the type of the acquifier and massif. The
monitoring of the groundwater level is recommended in the area in the distance of 1,5km from the
tunnel portal accordingly to the terrain starting prior to the construction works and continue in the
operation period. The main potential source of impact from construction activities will be effluents from
dewatering of deep excavations, discharge of site run-off potentially contaminated water with silt and
hazardous materials, discharges at stream crossings, sewage disposal, wheel and machinery washing,
accidental releases from work sites, release of special chemicals used in tunnelling and grouting. The
risk of above mentioned potential impacts will be reduced through adoption of a good environmental
and social management on site and of a range of monitoring and controls set out in the CESMMP, some
of the measures are already incorporated in the Main Design (dewatering etc.).
There is only one water course encroached on the side towards Jezerine, Duboki potok. This water
course is not expected to be influenced in the way of yield as the high bridge is proposed above. The
only influence can occur similarly to the construction activities and the design of the bridge itself
incorporates the water course characteristics (the chemical composition etc.). The wells, springs, supply
of drinking water are represented in the sections Jezerine and Klisura by the Mušovica Rijeka water
source which supplies whole Kolašin area with adjacent settlements. The sanitary protection zone was
established for the spring Mušovica Rijeka. The Project intersects the “inner” sanitary protection zone
approx. in the half of the tunnel length till the end of the route to the Jezerine side (approx. in 22 km
stationing), the water source zone itself is approx. 5 km far from the route. It is not expected that the
construction will influence the water source yield but it can influence the water quality by the
construction activities therefore the ESM has to be adopted on site. Main designer obtained the
requirement from the Water Protection Authority Kolasin to elaborate detailed analysis and incorporate
the adequate technical solution to protect the water source.
Ecosystems, habitats, protected areas and rare species
The road encroaches predominantly forestry – meadows habitats and more than 60% of the land
required for the construction is forested, most of it categorised as the best quality (class 1) and large
parts categorized as protective forests.
The reconstruction of the road from Lubnice to Jezerine in sections Lubnice – Jelovica, Jelovica and
Jezerine takes place along the same alignment of the existing route or in its close vicinity. According to
Habitat Survey there are common or relatively common habitats as follows:
5130 Juniperus communis formations on heaths or calcareous grasslands
6520 Mountain hay meadows
8120 Calcareous screes on the montane and alpine levels
8210 Calcareous rocky slopes with chasmophytic vegetation
91BA Moesian silver fir forests
91W0 Moesian beech forests
91E0 Alluvial forests with Alnus glutinosa and Fraxinus excelsior
All the identified habitats are common or relatively common. There are no endemic, rare or protected
plant species in the project area. Since the road is reconstructed there will be no significant impact on
habitats and its loss is minimal.
In some sections of the route, clearance of vegetation for permanent and temporary land take will result
in felling of trees, bushes, shrubs etc. because of the slight adjustment of the existing road axis. Those
are of very low ecological value, similarly to the encroached habitats by the road. According to the Main
Design, approx. 930 ar of the felling of trees, shrubs along the route (together with tunnel) will be
needed.
Table 1 Removal of shrubs and trees, BoQ, Main Design
Lubnice_Jelovica 54,000 m2
Jelovice 4,000 m2
Klisura 11,000 m2
Jezerine 24,000 m2
Total 93,000 m2
According to the expropriation study amended for the purposes of the E&S analysis, it is evident, that
most of the cutting will be done around the tunnel portals and on the acquired forest land where the
details about the tree species, health conditions etc. will be given during the expropriation process. The
indirect positive impact of the clearance of vegetation along the road can be the decrease of the non-
native species and their replacement with autochthonous as required in the mitigation measures which
are in compliance with the Management Plan of NP Biogradska Gora.
The low ecological value of the encroached habitats, especially with the comparison to NP Biogradska
Gora, was confirmed by EPA. Nevertheless, the whole area situated in the north direction to the road,
belongs to the buffer zone of NP Biogradska Gora therefore it can be used by the species which are the
object of the protection within the NP borders (the road runs along the buffer zone in chainage
13+200km to 20+000 km/Jelovica side, and on Jezerine side 23,8km to the end of the project 24+685
km). The habitats will not be significantly directly influenced. The indirect impact can occur as a result
of the nuisances (especially noise) caused by the construction machinery and heavy trucks transporting
the material on the existing road, or any other construction activities, temporary construction/building
site etc.
Therefore, no major impacts on ecosystems and habitats in the reconstruction sections are assumed.
More significant impacts are associated with clearing the area of the tunnel portals and bridge pillars
where felling of trees and clearing all vegetation will be necessary. Similarly, to the other sections, the
habitats are generally assessed as less valuable than within the NP Biogradska Gora borders and as
typical for the region. 3 habitat types were identified in this section:
91W0 Moesian beech forest
91BA Moesian silver fir forest
6520 Mountain hay meadows
These habitats are considered as very common (91W0, 6520) and relatively common (91BA) and there
were no endemic, rare or protected plant species identified.
The current habitats in these locations will be reduced with the adjacent surroundings. Nevertheless,
due to the character of the adjacent wider area where are the same or similar habitat conditions, the
ecosystem prosperity will not be endangered and the populations will likely use that area. The
assumption of the influence on destruction of the ecosystems and habitats during the construction is
therefore minimal.
Due to the character and objects of the protection of the NP Biogradska Gora which borders are identical
to the proposed Emerald Site Bjelasica, it is expected that the road reconstruction sections cannot
influence the NP neither the buffer zone. The core of the NP with the I zone of protection is situated in
a long distance from the road which is supported by the relief character. The core of the NP Biogradska
Gora is made of the virgin rainforest located in the valley of Biograd and Jezerštica Rivers, surrounding
Biograd Lake which is not likely to be influenced by the road reconstruction neither the tunnel
boring/construction.
2 major potential risks were examined in detail during the Analysis in relation to the potential adverse
effects to the protected areas and species:
o The risk of negative impact on the selected species in the buffer zone, decreasing the ecological
value of the buffer zone caused by felling of the forest.
The impact on the whole size of the buffer zone as a barrier protecting the NP Biogradska Gora will be
minimal – the reconstructed road together with the Jelovica river create the south border of the buffer
zone which will be adjusted by the adjusted road alignment. The sections which require larger forest
land acquisition are those of the portal and the bridge footings will have more significant local impact
on the buffer zone and will therefore slightly decrease – narrow the protective width of the buffer zone.
Along the widened sections of the route there is protective forest located and narrow strips of the forest
will be acquired and cut down for the road construction.
o The obvious negative impact will be the nuisance to wildlife by the construction machinery due to
emissions, noise and visual irritation. As described in the ecological baseline chapters, there is a
possibility of brown bear and other “hunted” species being present in the project area. Due to the
large area with similar habitat conditions, it is likely that all species will move to other localities
during the construction period and will return after the construction is finished. The impacts
related to nuisance caused by the construction will be temporary. The opinion of the habitat expert
in consultation with local hunters is, the influence on the brown bear population will be minimal
due to the fact that there is not known presence of dens/lairs in the project affected area neither
the southern slope leading to Vranjak katun. In 2016 the “Bear watch” programme has started
which will prove the presence of the brown bear population, its habitats and corridors.
The locality of the rare plant species will not be likely influenced due to the long distance (approx. over
200 m) of the reconstructed road and its location on the steep slope where the construction machinery,
neither any predicted or identified impacts cannot influence the habitat neither the population
individuals.
Landscape
The landscape will be slightly affected during the construction due to temporary dumping sites, building
sites with fencing/protective walls. The stored excavated rock or removed topsoil etc. will be disposed
or re-used prior to operation commencement. The impacts on landscape and its characteristics are
assessed as negligible during the construction period, they will be temporary and changing during the
construction in accordance with the construction/work site.
Social characteristics
None of standard vulnerable groups that would be disproportionally affected by the land take were
identified in the affected project area. The reconstruction of the road will require similar land acquisition
for all land owners along the road which will be slightly adjusted comparing to the existing one. Slightly
larger areas will be acquired around the tunnel portals, especially the Berane/Lubnice side; the Jezerine
side will acquire land for the bridge, there is no current access road to the proposed tunnel portal.
The only likely more affected group could be the “permanent” residents that will be present during the
boring of the tunnel in its nearest vicinity (Potrk – Jelovica direction, Jezerine area, ski resort Kolasin)
and the summer pasture Vranjak which is located above the tunnel. Those groups will be potentially
more affected by the nuisance caused by the rise of noise and air pollution from the machinery during
the tunnel boring during the whole construction period, katun Vrajnak will be then slightly more affected
by the low accessibility because the portal will lay next to the forest path, the only direct access to
Vranjak from the Berane/Lubnice side. The access to all properties along the existing road will be limited
but it will remain passable during the whole construction period even it will be limited.
The potential source of the negative impact can be decrease in road safety for pedestrians and the area
users which will be prevented and mitigation by the good organization of the sites, information of the
inhabitants etc. The construction of the project will potentially have positive impact on the employment
in the region if the Contractor of the civil works will preferably employ the workers from the region and
use the capacity of the local accommodation facilities. In the relation to public health and safety, the
potentially affected group is rather small as all local inhabitants of the area use the objects only as a
vacation property or seasonally. Therefore, the major impacts on social characteristics are related to
hired workers and their safety, accommodation.
Economic impacts
The construction of the project will take place in a low density inhabited area with almost no permanent
residents as the social survey confirmed. Most of the building objects are used for vacation, recreation
during the spring – summer – autumn season, for weekends. The local interviewers as well assume that
most of the owners of these individual vacation properties come from Berane or nearby. Therefore, it
can be stated the affected area is mostly nature – individual touristic area. The only economic entities
identified, and confirmed by the social survey, are 2 local hotels: hotel Pešic and hotel Jelovica, and eco-
accommodation Vranjak owned by the seasonal resident & farmer of the Vranjak pasture settlement
(“katun”). The construction itself will not have significant impacts on the recreation function of the
landscape as up to date there are present only few economic entities but still the influence may occur
due to noise emission and general disturbance of the construction, e.g. the presence of construction
vehicles, machinery, workers on site during the working hours, transport of the waste rock and materials
by heavy trucks. The potential impact can be identified on all economic entities (hotel Pesic, hotel
Jelovica, eco-accommodation Vranjak) due to the limited access to the facilities and due to the nuisances
caused by the re/construction activities itself. The limited accessibility impact is expected very low as
the Contractor of the civil works is obliged to provide the alternative access for the whole period of the
reconstruction. This will be challenging for the pasture Vranjak because of the local condition of the
current road and the terrain. All of the above discussed facilities can be affected by the loss of income
during the construction period caused by the impacts stated above. The main attraction of the above
businesses/facilities for the tourists is their location in a natural, traditional, calm environment, away
from the busy areas and industry. This tranquil environment will be affected to some extent by the
reconstruction of the road (Pesic, Jelovica) and more significantly by the boring of the tunnel (Vranjak).
Therefore, the Vranjak eco-accommodation and pasture is expected to be affected with potential loss
of income during construction period due to decreased number of tourists visiting the facilities.
On the side of Jezerine, there is only ski resort Kolašin which will be influenced by the traffic and nuisance
significantly as well due to the boring of the tunnel, the bridge construction, heavy trucks transporting
the excavated rock till Kolašin. The impact on economic activities, which are related to skiing occurs
mainly in the winter months, will be mitigated by the fact that during the main season of the ski resort,
it is expected that the works will be interrupted during the periods of very low temperatures.
Cultural heritage
Affected area has been used mostly for pastures until now and no monuments of cultural heritage were
identified in any public database. Therefore, no impact on cultural heritage is expected.
Waste
Waste during the construction can be divided into 3 main categories accordingly to the type of works:
- the waste from the reconstructed road (surface, layers, old culverts etc.)
- the waste generated in relation to the new road and objects (blasting, tunnel boring – excavated
rock, building site, material loss, felling of trees, vegetation, etc.)
- other waste – municipal waste from building site facilities
The existing asphalt surface of the existing road may be broken up and re-used in the lower layers of the
new pavement to avoid unnecessary disposal of this material. Similarly, the excavated rock will be re-
used on site after confirming by testing that it meets the adequate limits for the selected characteristics.
The testing will as well confirm and classify the material to the waste type in compliance with the
catalogue waste. It is expected that no soil newly acquired or rock will be concluded as contaminated
due to the character of the area. For all waste the current landfills will be used, except the rock waste
which will be disposed in new landfill and for other purposes specified by the local municipalities.
Impacts associated with operation
Climate factors and air quality
No significant impacts on climate factors are expected.
The major impact on the air quality will be caused by the emissions generated from fuel combustion in
vehicles approaching and passing through the affected area and tunnel. The emissions in tunnel will be
collected by the ventilation system and shafts.
The estimated traffic flows based on information received from EBRD (comprising local and diverted
traffic) between Lubnice and Jezerine are predicted to grow as follows:
558 AADT in 2016
613 AADT in 2020
727 AADT in 2025
873 AADT in 2030
This impact is assessed and expected as minor due to the expected traffic volumes and the fleet type
according to the purpose of the road use (individual cars, caravans, minimal number of trucks). Even the
road will be re-classified from local to regional road, the expected increase of the traffic volumes will
not cause exceeding of the limits.
Noise pollution
Increase of traffic is associated with increase of noise pollution. This might have negative impact on local
inhabitants and wildlife. Due to the expected traffic volume the exceeding of the noise pollution limits
is not expected. The traffic volumes will increase seasonally according to the targets of the journeys –
the ski area Kolasin (increase in winter season), golf resort Jelovica (after implementing the project,
increase in spring – autumn season).
Public health
Negative impacts on public health during operation phase are mostly associated with air and noise
pollution. As stated above those impacts are expected minor and mostly seasonal. Another negative
impact is associated with the risk of accidents which can increase due to the increased traffic volumes.
Widened road and introduction of the tunnel and bridge will positively impact the road safety.
Geology
No negative impacts are assumed during the operation stage. The stability of the rock slopes has to be
regularly checked along the road and within the tunnel and portals.
Soil, land-take and land-use
The Project itself will acquire permanent land acquisition of different land use areas. The permanent
land-take will be already used during the construction period for the construction/work site to minimize
the impacts caused by the temporary land occupation and decrease the risk of damages. During the
operation, there will not be more land acquired. The only potential risk will be connected with the risk
of accidents and therefore contamination of land, this will be reduced by implementing the emergency
plan.
The land – use will be permanently changed accordingly to the type of culture within permanent land
acquisition in compliance with the spatial plans. The land-use of the accessible area along the road will
not be changed but the implementation of the project will contribute to the area development in the
future thanks to the better accessibility. The positive effect lies in the better accessibility to the current
land and other private and public facilities (hotels, pastures, etc.) in the operation period.
Hydrogeology and hydrology
The road proposal encroaches the same water courses as the existing road plus improves the technical
solution. The concrete culverts are proposed approx. every 500 m or more often if the terrain and local
conditions require in order to provide the drainage of the water courses or the road drainage, except
the culverts, 2 small bridges are proposed. If the road axis and the width come too close to the slopes
of the river Jelovica, additional lining walls are added. The culverts are proposed with the bigger capacity
comparing to the existing state. The retaining walls as well as the road construction (tunnel as well)
propose system of weeping/drainage holes to let pass the natural flows of the groundwater and surface
water.
In the sections Lubnice – Jelovica and Jelovica where the road is reconstructed, no significant impacts
on the river Jelovica are assumed.
More detailed solution of the drainage system is proposed on the Jezerine side because of the sanitary
protection zone. In the section Klisura and Jezerine, sanitary protection zone of the city of Kolašin might
be influenced (Main designer obtained the requirement from the Water Protection Authority Kolasin to
elaborate detailed analysis and incorporate the adequate technical solution to protect the water
source). The majority of the Project is a reconstruction of the existing road, even some parts of the
existing road is unpaved, there is not expected any significant increase runoff from the road sections
during operation. No significant impact on watercourses will occur from structures such as bridges and
culverts at road crossing points. The road design reflects all encroached water courses (10 in full length).
Other potential impacts to the groundwater as well as to surface water are connected only with the risk
of accidents. Those will be reduced by implementing the OESMMP and standard emergency planning.
Concerning the sanitary protection zone Mušovica Rijeka, the potential impact on the water source and
therefore the protection conditions are concluded to be met because: the drainage system of the whole
tunnel leads to the side of Berane which means the quality of water cannot be influenced from the
tunnel, the watershed of the Mušovica Rijeka – due to the size of the area and comparison of the drained
area is assessed as rather small or minimal. The drainage system of the bridge and route of the section
Jezerine was computed and analysed in higher detail than the rest of the project and the “closed” system
of the drainage was proposed. This drainage system is characterized by 2 different proposed systems:
the atmospheric deposition from the slopes is drained as clean system via culverts to the recipients, the
drainage system of the road is discharged to the recipients via higher number of separators than
standard requirements – 6 separators proposed.
Potential impacts on the springs, wells, drinking water supplies during operation are similar to those
during the construction.
The designer – geological specialist provided brief summary of the possible impacts on hydrogeology.
From this summary, it is apparent that the groundwater level will not be likely affected, in case of the
tunnel nivelete cutting the contact zones, the likely local springs can be affected (it will not influence the
local supply in large scale but it might influence the individuals who would be supplied by the influenced
spring, accordingly to the individual households it is not likely to happen). The hydrogeological system
supplying the hydrology of the NP Biogradska Gora will not be influenced because of the terrain and
therefore influenced watersheds.
Ecosystems
The potential negative impacts on the ecosystems can occur as a result of the higher traffic flows and
therefore permanent increase of the nuisance of the adjacent wildlife and higher risk of the animal
collisions. The Main Design itself already includes the permanent fencing and embankments around the
tunnel portals (transport as well as the evacuation tunnel) for the health and safety security which will
prevent the risk of animals entering the tunnel and causing any serious accidents.
Landscape
The road construction together with the objects will cause local impacts on the landscape
characteristics, especially the bridge and portals. The reconstructed sections will not cause any adverse
impact as the alignment already exists so there will not be created any new line barrier nevertheless due
to the expected increase of the traffic flow and regional category of the road, this line / fragmentation
effect will increase. It is not expected that the traffic flow will cause any significant problems in crossing
and passability through the landscape. More visible impacts are associated with the section Klisura – the
tunnel and the bridge. From the eastern side of the hill, where landscape is more valuable and the views
are more open, the portal of the tunnel will be hidden in forest so it should be visible only from close
distance. On the western side in the direction to Jezerine views aren´t so open because of the broken
topography and the forests. Bridge will be visible from bigger distance. This side of the hill is more visibly
used by the residents and visitors of the area (ski centre) so the impact on the visual characteristics of
the landscape shouldn´t be significant. The bridge is expected to be part of the urbanistic system of the
ski centres.
The impact of the new bridge on the side of Jezerine will cause slightly negative change in the landscape
natural characteristic with local impact. The relief which will be crossed by the bridge is situated in a
very narrow valley which creates local closed scenery and the bridge is leaned on the background high
mountain of Bjelasica leading towards the Vranjak pasture. Therefore, the impact is local, minimal.
Similar impact of a local character will cause the portals which in real will be visually hidden in the
surrounding forests, groups of trees. The portals will be fenced even during operation period for security
reasons.
Social impacts
The road itself will generate predominantly positive impacts on the local and regional community:
Direct positive impacts
the increased security of the individual transport (EU standards, gallery etc.),
an alternative route connection of a regional category Kolašin-Berane during the whole year
an alternative and supportive connection to the highway
better accessibility for the land owners, land users, settlement residents, business owners,
tourists
Indirect positive/negative impacts
enable the local development due to the area accessibility which will result in the development
of the local economic activities, implementing the proposals of the spatial planning documents
increase the potential of job employment in the region
decrease of the migration from the rural area
development of tourism, etc.
Direct negative impacts are caused by the increase of traffic flow which will result in:
increase of the noise and air emissions and emission pollution (connected with public health
impact)
increased nuisance of the local inhabitants
Economic impacts
The affected area has limited economic activity. Nevertheless, this situation will be changed to some
degree by the proposed development of the area which is embedded and was publicly negotiated in the
spatial plans of the region Bjelasica i Komovi, NP Biogradska Gora and local spatial plans of Kolašin,
Berane and Andrejevica. All these plans incorporate the future development of this area as a touristic
region with the connection to valuable nature conservation area of NP Biogradska Gora and the natural
potential for touristic development – in Kolašin focused on ski tourism by implementing the urbanistic
plan of ski resort Kolašin 1450, ski resort Kolašin 1600 and ski&golf resort Jelovica which should
apparently serve the tourists for both winter and spring-autumn season. Due to this development, the
affected area need to prove better access as stated and adopted in all spatial plans together with spatial
plan NP Biogradska Gora which propose better promotion of the NP in connection with the adequate
types of tourism to increase even within its borders (“soft” and environmentally friendly activities –
cycling routes, hiking, environmental education etc.).
Positive economic impacts on the local business (hotels, katuns etc.) are assumed due to better
accessibility to the private properties from both sides of the regional town – Berane and as well Kolašin.
The road will be passable for the whole year. Another positive benefit is the expected time savings across
due to the better connection. The only negative impact can be in loss of tourists or change in the target
groups for the current local businesses as the traffic flow will increase and indirectly in long-term the
area will be dense by tourists therefore the nature / character of the comfort will be changed.
Cultural heritage
No negative impacts on cultural heritage are expected or likely to occur during the operation period.
Waste
Types and volumes of materials used and waste generated during operation of the project are expected
to be small. Occasional hazardous wastes may arise from maintenance operations, clearance of drainage
sumps, separators and clean up of accidental spills. All waste will be managed in accordance with legal
requirements. No significant impact is predicted to arise from resource use or waste disposal during
operation.
6 Short summary of proposed mitigation measures
and monitoring plan
On the basis of proposed mitigation measures that are part of ESAP detailed monitoring plan was
elaborated. Environmental and social monitoring plan is divided into two sections – during construction
and operation phase.
Monitoring during the construction phase will cover following measures:
- Dust control
- Good technical condition of machinery
- Protective equipment and clothing
- Sufficient noise protection measures
- First aid facilities
- Safety precautions and responsibilities
- Visible signs
- Fencing of the workers and main technology site
- Slopes stability assurance
- Suitable location for temporary deposit
- Separators in the tunnel drainage system
- Water Management Authority measures
- Secure storage of hazardous materials
- Plans of storage sites location
- Prevention of oil and fuel leakages
- Properly managed and equipped worksites
- Sanitation arrangements ensuring that no raw sewage is released into drains or watercourses
- Silt/oil traps installation
- Safe storage of rainwater
- Security 2 layers basins and protected storage tub for fuel and oil tank storage
- Clearing of vegetation and felling of trees during dormancy
- Suitable sites for storage of material
- Revitalization of the worksites
- Accessible information about the limitation of access to the road
- Preference of local workforce
- Transparency of recruitment
- Training programs on safety precautions and emergency procedures
- Operating rules on the construction sites
- Properly licensed and trained vehicle operators
- Regular safety checks of vehicles and material
Monitoring during the operation phase will cover following measures:
- Emergency plan
- Suitable and cost-efficient measures to increase the road safety
- Monitoring of traffic volumes
- Monitoring the impact of noise protection activities
- Water quality monitoring
- Economic monitoring (number of visitors and their contribution to local economy)
- Regular control of the tunnel safety measures