schema.railway.geschema.railway.ge/files/Proeqtebi/Eng/new/esia.pdf · TBILISI RAILWAY BYPASS...

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

Prepared for:

Prepared by:

JANUARY, 2010

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

i

ENVIRONMENTAL AND SOCIAL IMPACT ASSESSMENT (ESIA) OF THE TBILISI RAILWAY BYPASS PROJECT January, 2010

For and on behalf of GDC Solutions, CENN and APLR

Approved by: GDC Solutions, CENN, APLR

Signed: David Chantladze

Position: Partner

Date: January, 2010

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


ii

TITLE PAGE

Project Title: Tbilisi Railway Bypass Environmental and Social Due Diligence

Contract: No: 24./09

Document Title: 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: January, 2010

Principal authors: Irakli Kobulia, Tamar Mtvarelidze, Nino Tevzadze, Nana Janashia, Chichiko Janelidze

GDC Solutions Project Manager: David Chantladze

Georgia Railway Project Manager: Dimitri Kemoklidze


iii

TABLE OF CONTENTS

TITLE PAGE.............................................................................................................................. ii

TABLE OF CONTENTS........................................................................................................... iii

APPENDICES .......................................................................................................................... vi

LIST OF TABLES................................................................................................................... viii

LIST OF FIGURES.................................................................................................................. xii

MAPS xiv

ACRONYMS............................................................................................................................ xv

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

1.5 Methodology for the ESIA ........................................................................................... 4 1.6 Organization of This Report ........................................................................................ 8

2.0 Project Description ...................................................................................................... 9 2.1 Planning Process and Status...................................................................................... 9 2.2 Tbilisi Railway Bypass Project and Main Design Elements ...................................... 10 2.3 Current Situation – Tbilisi Railway Complex ............................................................. 27 2.4 Project Alternatives and Comparison........................................................................ 28

2.4.1 Technological alternatives.................................................................................... 28 2.4.2 Alternatives for location of the railway bypass ..................................................... 29 2.4.3 Comparative Description of Alternative Routings of the Tbilisi Railway Bypass .. 31

2.5 Future Traffic Scheme .............................................................................................. 46 2.6 Project Timeframe and Cost ..................................................................................... 50

3.0 Legal and Administrative Framework ...................................................................... 51 3.1 Administrative Framework ........................................................................................ 51 3.2 National Legislative Framework................................................................................ 52

3.2.1 Environmental Laws Pertinent to the Project ....................................................... 52 3.2.2 Legislation on Protected Areas ............................................................................ 53 3.2.3 Legislation on Water Resources .......................................................................... 53 3.2.4 Legislation on Land Use and Labour ................................................................... 54


iv

3.2.5 Procedure of Issuing an Environmental Permit.................................................... 54 3.2.6 Environmental Quality Standards and Norms ...................................................... 57 3.2.7 National Strategies and Plans.............................................................................. 60

3.3 EC Regulations Related to EIA................................................................................. 60 3.4 Requirements of International Financial Institutions ................................................. 60

3.4.1 EBRD Environmental and Social Policy............................................................... 60 3.4.2 EBRD Project Categorization............................................................................... 61

3.5 International Conventions and Agreements.............................................................. 62 3.6 Gap Analysis – Requirements of EBRD’s Environmental and Social Policy and

Georgian Legislation ................................................................................................. 63

4.0 Public Information and Engagement Process ........................................................ 65 4.1 Consultations Held and Information Provided........................................................... 65

4.1.1 Preliminary Consultations with High-Level Stakeholders..................................... 65 4.1.2 Scoping Meeting .................................................................................................. 65 4.1.3 Media Coverage................................................................................................... 66 4.1.4 Consultation meeting with companies connected to the railway system via the

rail sidings ........................................................................................................... 66 4.1.5 Consultations with Governmental Structures – Municipalities and Different

Ministries............................................................................................................. 67 4.1.6 Consultations with Patriarchate............................................................................ 67 4.1.7 Consultations with the Population Living along the Tbilisi Railway Bypass and in

Surroundings of the Central Station.................................................................... 68 4.1.8 Consultations with the Scientific Community ....................................................... 68 4.1.9 Comments & Suggestions Boxes......................................................................... 68 4.1.10 Publishing Project Information Online .................................................................. 68 4.1.11 Hot Line................................................................................................................ 69

4.2 Public Discussions .................................................................................................... 69 4.3 Key Issues Raised During the Consultation Process................................................ 70 4.4 Further Engagement Process ................................................................................... 71

5.0 Baseline Environmental and Social Conditions ..................................................... 72 5.1 Environmental Baseline ............................................................................................ 72

5.1.1 Climate ................................................................................................................. 72 5.1.2 Topography and Land Use................................................................................... 72 5.1.3 Geomorphology.................................................................................................... 74 5.1.4 Geological conditions........................................................................................... 75 5.1.5 Hydrology and Hydrogeology............................................................................... 84 5.1.6 Flora and vegetation ............................................................................................ 91 5.1.7 Fauna................................................................................................................... 93 5.1.8 Tbilisi National Park ............................................................................................. 97 5.1.9 Soils ..................................................................................................................... 98 5.1.10 Air quality ........................................................................................................... 103 5.1.11 The Assessment of the Chemical Pollution of the Railway Infrastructure and the

Need for its Further Study................................................................................. 104


v

5.1.12 Noise and vibration ............................................................................................ 107 5.2 Baseline socioeconomic conditions ........................................................................ 114

5.2.1. Demographics.................................................................................................... 115 5.2.2. Economic conditions .......................................................................................... 117 5.2.3. Infrastructure ...................................................................................................... 118 5.2.4. Health................................................................................................................. 120 5.2.5. Recreation.......................................................................................................... 121

5.3 Cultural Heritage and Archaeology ......................................................................... 121

6.0 Environmental and Socioeconomic Impacts (during construction and operation phases) ..................................................................................................................... 123

6.1 Potential Environmental Impacts ............................................................................ 123 6.1.1 Potential Impacts on Surface Water and Groundwater...................................... 123 6.1.2 Potential Impacts on Flora and Vegetation ........................................................ 128 6.1.3 Potential Impacts on Ecosystems ...................................................................... 130 6.1.4 Potential Impacts on Fauna ............................................................................... 131 6.1.5 Potential Impact on the Tbilisi National Park...................................................... 134 6.1.6 Potential Impacts on Soils.................................................................................. 136 6.1.7 Potential Impact on Air Quality........................................................................... 139 6.1.8 Potential Impacts of Noise and Vibration ........................................................... 140 6.1.9 Potential Visual Effects on Landscape............................................................... 152 6.1.10 Waste generation and Management .................................................................. 153

6.2 Potential Socioeconomic Impacts ........................................................................... 166 6.2.1 Assessment of socioeconomic impacts and mitigation measures ..................... 166 6.2.2 Positive socioeconomic impacts ........................................................................ 179

6.3 Impacts on Cultural Heritage and Archaeology ...................................................... 179 6.4 Risk of accidents..................................................................................................... 182

6.4.1 Georgian Railway’s Safety Regulations ............................................................. 182 6.4.2 Safety Infringements and their Classification ..................................................... 182 6.4.3 Railway Accidents .............................................................................................. 184 6.4.4 Accident risk control and reduction .................................................................... 184 6.4.5 Some Possible Scenarios of Emergency Situations .......................................... 186

7.0 Environmental and Social Action Plan and Monitoring Program ....................... 189 7.1 Environmental and Social Action Plan .................................................................... 189 7.2 Environmental and Social Monitoring Program....................................................... 217

8.0 Response to comments and changes introduced into the project..................... 247

9.0 References Cited...................................................................................................... 248


vi

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

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 Project Media Coverage

Appendix N Tbilisi Railway Bypass Road Crossings

Appendix O Detailed Design Characteristics of the Designed Route of the Tbilisi Railway Bypass

Appendix P

Risk of Accidents and Emergency Situations: Fire protection of rolling stocks and other facilities loaded with dangerous goods; Fire protection during transportation of dangerous goods; Railway tunnels; Organizational and technical measures and recommendations for fire fighting; Emergency Response Plan for Oil Spills and Fires on Railway

Appendix Q Noise: Results of Measurements of Parameters Needed for Calculation of Noise Equivalent Levels of Trains at a Distance of 35 m from the Railway Track

Appendix R Additional Information on Gldani Great Lake

Appendix S Freight Transported by Georgian Railway in 2005-2017

Appendix T Letter: Conclusion of Georgian Water and Power Ltd. Regarding the Tbilisi Railway Bypass Project EIA Report

Appendix U List of People/Organizations Interviewed in the Process of Development of the Railway Bypass Project ESIA

Appendix V Pickets of the Tbilisi Railway Bypass Route


vii

Appendix W Measures for Protection of the Tbilisi Sea from Accidental Oil Spills Cccurred at the Crossing of the Kvirikobiskhevi River

Appendix X Climate of the Project Area

Appendix Y Maximum Flow of Water

Appendix Z Linear Profile of the Tbilisi Railway Bypass Design Route


viii

LIST OF TABLES

Table 1.5-1. Significance of Impacts – Matrix

Table 1.5-2. Hierarchy of Mitigation

Table 2.2-1 Parameters of 5 Tunnels Considered in the Tbilisi Bypass Railway Project

Table 2.2-2 Parameters of Traction Stations

Table 2.2-3 Time-table of the Construction Personnel

Table 2.3-4 Schedule of Use of Main Construction Machinery and Vehicles

Table 2.2-5. Location of the infrastructure of Tbilisi railway junction to be relocated

Table 2.4-1. Maximum possible weight of freight train

Table 2.4-2. Alternatives for the Tbilisi Railway Bypass

Table 2.4-3. Comparison of Main Alternatives for the Tbilisi Railway Bypass Discussed at the Project Designing Stage

Table 2.4-4. Comparative costs for the different alternatives

Table 2.4-5. Comparison of the main technical and economical indicators of Alternatives III-1, III-3 and IV-1

Table 2.4-6. Comparison of the main technical and economical indicators of Alternatives III-1 and IV-1

Table 2.5-1. Expected freight turnover for the fifth and tenth years of operation of the Tbilisi railway junction

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 2.5-5. Number of trains and prognosis for 2007 - 2017

Table 3.2-1. Maximum Admissible Concentrations (MAC) of harmful substances in Ambient Air

Table 3.2-2. Georgian Admissible Equivalent and Maximum Sound Levels, 2001

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

Table 3.2-4. Maximum admissible concentrations of various substances and elements is soils

Table 3.2-5 Potable Water Quality Criteria

Table 3.4-1. Requirements of EBRD’s Environmental and Social Policy (2008)

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

Table 5.1.2-1. Land Use at the New Section of the Tbilisi Railway Bypass

Table 5.1.7-1. List of Protected Animal Species Found within the RoW of the Tbilisi Railway Bypass and Adjacent Areas


ix

Table 5.1.7-2. Bat Species Found in the Areas Adjacent to the Railway Bypass

Table 5.1.7-3. Mammalian Species Found in the Area Adjacent to the Tbilisi Railway Bypass

Table 5.1.10-1. Average annual indices of pollution of ambient air in Tbilisi

Table 5.1.11-1. Tbilisi railway infrastructure, oil products in soils

Table 5.1.11-2. Decree #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 Environment, Appendix 4, Levels of pollution of soils with oil

Table 5.1.12-1. Baseline noise at the nearest residential houses

Table 5.1.12-2. Baseline noise at the Lilo – Tbilisi Marshalling section

Table 5.2-1. Crossing of settlements by the Tbilisi Railway Bypass

Table 5.2-2. Number and size of households according to Municipalities

Table 5.2-3. Size of population and sex structure

Table 5.2-4. Age structure of the population

Table 5.2-5. Ethnical structure of Population

Table 5.2-6. Distribution of population according to educational level

Table 5.2-7. Distribution of population 15 years and above, according to economic activities (thousands of people)

Table 5.2-8. Sources of income in Tbilisi according to 2008 data (per household)

Table 6.1.8-1. Georgian Allowable Equivalent and Maximum Sound Levels

Table 6.1.8-2. Comparison of Georgian and Swiss Noise Regulations

Table 6.1.8-3. Comparison of German, IFC and Georgian Noise Regulations

Table 6.1.8-4. Georgian General Admissible Vibration Values in Residential Houses, Hospitals and Rest Houses, Sanitary Norms 2001

Table 6.1.8-5. Sound level and number of heavy construction machinery and equipment used for the ground extraction-discharge stage

Table 6.1.8-6. Sound level and number of heavy construction machinery and equipment used for the earthwork stage

Table 6.1.8-7. Noise levels at various distances from the construction site during ground extraction and transportation stage

Table 6.1.8-8. Noise levels at various distances from the construction site during earth works stage

Table 6.1.8-9. Prognosis of noise equivalent levels for 2013, I and III sections of the railway bypass – Zahesi – Gldani Great Lake and Lilo I – Tbilisi Marshalling Station

Table 6.1.8-10. Prognosis of noise equivalent levels for 2013, II section of the railway bypass –Gldani Great Lake - Lilo

Table 6.1.8-11. Prognosis of maximal noise levels for 2013, I and III sections of the railway bypass – Zahesi – Gldani Great Lake and Lilo I – Tbilisi Marshalling Station


x

Table 6.1.8-12. Prognosis of maximal noise levels for 2013, I and III sections of the railway bypass – Gldani Great Lake and Lilo

Table 6.1.8-13. Sensitive areas requiring implementation of additional noise control measures

Table 6.1.10-1. Some Potentially Hazardous Elements in Construction and Demolition

Table 6.1.10-2. Tbilisi railway infrastructure, oil products in soils

Table 6.1.10-3. Levels of pollution of soils with oil

Table 6.1.10-4. Potential Sources of Waste during Construction of the New Railway Track and Proposed Measures for Their Management

Table 6.3-1. Impacts on cultural heritage and archaeology

Table 6.3-2. Mitigation of impacts of the project on cultural heritage and archaeology

Table 6.4-1. GR Safety Infringements for 2003-2009

Table 6.4-2. Dispersion of harmful substances from fires

Table 6.4-3. Discharge of ammonia from a railway tank car

Table 7.1-1. ESAP: Surface Water and Groundwater

Table 7.1-2. ESAP: Flora and Vegetation

Table 7.1-3. ESAP: Fauna

Table 7.1-4. ESAP: Tbilisi National Park

Table 7.1-5. ESAP: Soil

Table 7.1-6. ESAP: Air Quality

Table 7.1-7. ESAP: Noise and Vibration

Table 7.1-8. ESAP: Visual Effects on Landscape

Table 7.1-9. ESAP: Waste Generation and Management

Table 7.1-10. ESAP: Socioeconomic Impacts

Table 7.1-11. ESAP: Cultural Heritage and Archaeology

Table 7.1-12. ESAP: Risk of Accidents

Table 7.2-1. ESMP: Surface Water and Groundwater

Table 7.2-2. ESMP: Flora and Vegetation

Table 7.2-3. ESMP: Fauna

Table 7.2-4. ESMP: Soil

Table 7.2-5. ESMP: Air Quality

Table 7.2-6. ESMP: Noise and Vibration

Table 7.2-7. ESMP: Visual Effects on Landscape

Table 7.2-8. ESMP: Waste Generation and Management

Table 7.2-9. ESMP: Socioeconomic Impacts

Table 7.2-10. ESMP: Cultural Heritage and Archaeology


xi

Table 7.2-11. ESMP: Risk of Accidents


xii

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

Figure 2.2-1. - 2.2-8. Various methods for construction of embankments for different surface types in case of fills and trenches.

Figure 2.2-1. Embankment built on up to 12 m high fill

Figure 2.2-2. Embankment built on more than 12 m high fill

Figure 2.2-3. Embankment built on up to 12 m high fill on a sloping surface

Figure 2.2-4. Embankment built on a fill using the system of ground reinforcement (in urban areas)

Figure 2.2-5. Embankment built in up to 12 m deep trench, outside the area of influence of groundwater

Figure 2.2-6. Embankment built in more than 12 m deep trench, outside the area of influence of groundwater

Figure 2.2-7. Embankment built in a trench, within the area of influence of groundwater

Figure 2.2-8. Embankment built in a trench, at landslip sites

Figure 2.2-9. Track profile for category I railway

Figure 2.2-10. Construction gauge C and inside contour of a tunnel at the straight section

Figure 2.2-11. Construction gauge C and inside contour of a tunnel at the curved section

Figure 3.2-1. Procedure of Issuing an Environmental Permit

Figure 5.1.5-1. The crossing of the highway with River Gldani Ravine

Figure 5.1.5-2 - 5.1.5-3. Riverbed of the river Gldaniskhevi at the crossing site of the Railway project

Figure 5.1.5-4. The site of the Great Lake (Didi Tba) in Gldani from the observation point

Figure 5.1.5-5 - 5.1.5-7. Bogged fragments on the north periphery of the Great Lake (Didi Tba) in Gldani

Figure 5.1.5-8. Local depression covered with water

Figure 5.1.5-9 – 5.1.5-10. Oligocene-Lower Miocene denudation at north periphery of the water reservoir

Figure 5.1.5-11 – 5.1.5-12. The project line on the edge of the hay land/territory

Figure 5.1.5-13 – 5.1.5-14. Bogged Plot in North Periphery of the Reservoir (Railway � Reservoir Interaction Zone)

Figure 5.1.5-15 – 5.1.5-16. The inactive irrigation canal along the planned railway

Figure 5.1.5-17. One of the hydrants of the former Varketili Kolkhoz irrigation system

Figure 5.1.9-1. Meadow brown soil

Figure 5.1.9-2. Brown carbonate soil

Figure 5.1.9-3. Brown carbonate soil with ticker humus layer in depressions

Figure 5.1.9-4. Carbonate and salinized soil, thickness of the fertile layer is 10-15 in general

Figure 5.1.12-1. Noise: T. Graneli Street


xiii

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: Near the Tbilisi Passenger Station

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

Figure 5.1.12-8 – 5.1.12-9. Noise: 100 m from the railway tracks, Lilo, apartment houses in the Saknavtobi settlement

Figure 5.1.12-10. Noise: Lilo, two 4-storeyed residential houses behind the railway tracks

Figure 5.1.12-11. Noise: Airport settlement, 45 m from the railway track

Figure 5.1.12-12. Noise: 25-45 m from the railway track, nearest residential houses, Alekseevka settlement

Figure 5.1.12-13. Noise: Section of the Kiziki street, mixed residential and industrial district

Figure 5.1.12-14. Noise: Residential area near the Kiziki street

Figure 5.1.12-15. Noise: Railway tracks near the Kiziki street

Figure 5.2-1 – 5.2-2. Unofficial traders of agricultural products

Figure 5.2-3. Grain industrial complex “Baraka”

Figure 6.1.8-1. Gldanula, about 100 m from the railway track

Figure 6.1.8-2. School #168 in Lilo Settlement, about 140-160 m from the railway track

Figure 6.1.8-3. Lilo Settlement, about 130 m from the railway track

Figure 6.1.8-4. Airport settlement, about 40 m from the railway track

Figure 6.4-1. The probable sector of the spread of ammonia in prevailing wind conditions (north-west)


xiv

MAPS

Map 1. Tbilisi Railway Bypass Project

Map 2. Tbilisi Railway Bypass Project (topographic map)

Map 3. Outline of Alternative Locations of the Tbilisi Railway Bypass

Map 4. Alternative Routes of the Tbilisi Railway Bypass

Map 5 Engineering-Geological Conditions of the Route

Map 6. Hydrographical Network of the Study Area

Map 7. Important Sites for Biodiversity Conservation

Map 8. Tbilisi National Park

Map 9. Cultural Heritage and Archaeology

Map 10. Water Intake and Water Discharge Facilities at the Tbilisi Water Reservoir

Map 11. Modeling of Surface Flows According to the Character of the Topography

Map 12. The Forest Fund of the Tbilisi National Park to be assigned a Special Purpose Category

Map 13-1. Spread of Excessive Noise at the Tbilisi Railway Bypass, Zahesi – Gldani

Map 13-2. Spread of Excessive Noise at the Tbilisi Railway Bypass, Lilo

Map 14-1. Noise Sensitive Areas, Zahesi - Gldani

Map 14-2. Noise Sensitive Areas, Lilo

Map 15. Venues of Public Meetings

Map 16. RoW of the Tbilisi Bypass Railway Project and Construction Sites

Map. 17 Crossing of the Mtskheta-Didgori Forested Area


xv

ACRONYMS APLR Association for Protection of Landowners Rights BOD Biochemical Oxygen Demand 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


xvi

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: �� (��))

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


xvii

THC Total Hydrocarbon

TIAR Total Induced Abortion Rate

ToR Terms of Reference

TRACECA Transport Corridor Europe-Caucasus-Asia

TSP Total Suspended Particulates

UNFCCC United Nations Framework Convention on Climate Change

VAT Value added tax

VOC Volatile Organic Compound

WHO World Health Organization

WM Waste Management Plan

WMP Waste Management Plan

�� Construction Norms and Rules (Russ: �� )


1

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 kilometers 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 kilometers 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 the values of land and residential houses 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. 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 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.


2

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. It is a legal entity of public law. 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 28.73 km double track “Zahesi” – “Lilo 1”;

� Rehabilitation of about 10 km long section “Lilo 1 – Tbilisi Marshalling Station” of the existing Kakheti railway:

o Rehabilitation of the existing track; and

o Construction of additional single rail track.

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


3

� Construction of 5 tunnels with total length of 3.52 km;

� Construction of 10 bridges;

� Construction of a new freight station “Lilo 1”, new intermediary station “Kvirike” and reconstruction of station “Zahesi”;

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.

Please refer to the Map 1 - Tbilisi Railway Bypass Project. 1.4.2 Project Area of Influence Approximately 180 ha will be required for the railway’s right-of-way. Project area of influence includes RoWs of the railway section to be constructed and/or rehabilitated, territories of the Tbilisi railway infrastructure and surrounding areas. Project area of influence also includes nearby communities, businesses, staff of “Georgian Railway” LLC and other legal and/or natural persons directly and/or indirectly depending on project implementation. The Project Area of Influence per different criteria could be summarized as follows: Air: Major impacts on air quality are likely to be observed at the construction stage of the project –

within a 100 m distance from construction sites 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: Impacts on soil are limited to the 30-50 m wide zone along the railway RoW 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 40 m wide zone along the new section of 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:

� 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.

n¤

Cent

ral

Stat

ion

Stat

ion

-Di

dube

Stat

ion

-Na

vtlu

gi

Bat

umi

Kakh

eti

Baku

Yereva

n

Free

d U

p Te

rrito

ry

New

Sta

tion

- Lilo

I

Ü

Tbili

siSe

a

Map

1. P

ropo

sed

Tbili

si

Rai

lway

Byp

ass

Stat

ion

- Vel

iSt

atio

n - G

achi

ani

Stat

ion

- Zah

esi

Lege

nd

Prop

osed

Rai

lway

Lin

e

Upg

radi

ng S

ectio

n of

Exi

stin

g Ka

khet

i Lin

e

Brid

ge

Tunn

el

n¤St

atio

n

Tbili

si S

ea

Tbili

si B

ound

ary

Free

d U

p Te

rrito

ryW

GS

1984

UTM

Zon

e 38

N

New

Sta

tion

- Kvi

rike

1 ce

ntim

eter

= 1

,000

met

ers


4

� 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 neighboring 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 area of socioeconomic influence of the Project will determined on the basis of the socioeconomic data and stakeholder / focus group consultations. The ESIA studied the settlement structures, land use and socioeconomic conditions for a distance of about 1 kilometer on either side of the route, as spatial context required. The Resettlement Framework (RF) studied the status of the affected lands and households. 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 bargaining2. 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. Legal and institutional frameworks of the Project as well as the compliance of the Project with the Georgian legislation and guidelines and procedures of IFIs are described in details in Chapter 4. 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, especially the Aarhus Convention;

� 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);

� IFC’s General Environment, Health and Safety Guidelines;

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

� IFC’s Stakeholder Engagement (2007) manual.

2 EBRD Environmental and Social Policy, PR2, 2008.


5

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.

The scoping meeting was held on July 21, 2009 in Tbilisi (detailed information is provided in Chapter 4 of this ESIA report).

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

Stakeholder Engagem

ent and Consultations


6

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;

� Laboratory analysis;

� Measurements of noise levels;

� Review of existing information and data;



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;

� Modeling for prediction of noise and vibration levels;

� Modeling 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 railway bypass 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)

Valu

e /S

ensi

tivity

of

the

Res

ourc

e/R

ecep

tor

High Moderate Major (Mod – Maj) Major


7

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 Railway will implement a number of mitigation measures and these measures are described in the Chapter 6. Social and Environmental Impacts and Mitigation 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 judgment, modeling (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 of this report is visualized in the following way: maps and map overlays using GIS; schemes, tables, figures and matrices.


8

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. 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. This Chapter also gives information about environmental and social protection measures required to avoid, minimize, mitigate and/or compensate/offset possible adverse impacts of the proposed project.

Chapter 7 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 8 describes the changes introduced to the project as a result of stakeholder

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


9

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”). The Tbilisi Railway Bypass Project has a long history. The possibility of implementation of this project had been already discussed in Soviet times (70-80s of the last century). The Tbilisi Prospective Development Master Plan adopted in 1970 (the next, new plan has been developed this year) highlighted the need of the project. Various alternatives had been discussed; however the project was never developed. According to the decision of the Board of Directors of “Georgian Railway” LLC (made on January 17, 2009)3, the following is planned:

� Construction of the Tbilisi railway bypass;

� 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 railway bypass project. Separate parts of the project’s Basic Designs have been implemented by the following organizations:

� Engineering-geological, topographic and geodetic survey of the railway bypass 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 decisions – Corporation “Merimont Global”;

� Buildings and structures – Horizonti Ltd;

3 Decision of the Board of Directors of “Georgian Railway” LLC # 1/2 (made on January 17, 2009) – on adjustment of funds considered for designing the bypass railway for the Tbilisi railway junction specified in the plan of major projects to be implemented by “Georgian Railway” LLC in 2009.


10

� 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).

At present the detailed project design is being developed. It is expected to be finalized by the end of October, 2009. 2.2 Tbilisi Railway Bypass Project and Main Design Elements According to the concept of the Tbilisi Railway Bypass Project, the Project consists of two main components:

� The railway bypass;

� Removal of the railway infrastructure from the Tbilisi central urban area.

1) Construction of the bypass includes:

� 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 a new regional freight station – Lilo 1 and intermediary station Kvirike;

� Rehabilitation of the existing Avchala railway station and arrangement of an additional locomotive depot and passenger wagon depot on its territory.

Proposed railway route

The designed route 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. 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 km the route runs along a high embankment. The maximum height of embankment is 22.04 meters. From the 4-5th km the route enters a 1.05 km long tunnel. Afterwards, at the 6th km, the route crosses the Gldanula River via the bridge and enters 0.26 km and 0.6 km long tunnels, below the Tianeti-Tbilisi road.

At the 7th km, 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 the traction sub-station. At the 10th km it crosses Khevdzmarakhevi via the high embankment, the maximal height of which is 44.46 m. Geologically, this crossing point is a landslip section. Afterwards, the route enters the 0.43 km long tunnel. After passing the tunnel, the route runs along a slope, the surface of which is heavily dissected with ravines.


11

At the end of the 12th km 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 14-15th km. At the 16th km the route reaches the maximum altitude mark – 700.8 meters. At this section the route goes alongside Tbilisi reservoir (minimum distance – 900 meters). At the 17th km of the route construction of a new intermediary station is considered. Afterwards, the route heads down a 150/00 slope. It is planned to open Lilo I junction station at the 27th km. From Lilo I station the route would join the existing Kakheti railway. The Tbilisi Railway Bypass will join the Baku-Tbilisi railway at the Tbilisi marshalling station via 10 km long section of the existing Kakheti railway. Please refer to the Map 2 – Tbilisi Railway Bypass Project. The detailed description of the route is given in Appendix O (Detailed Design Characteristics of the Designed Route of the Tbilisi Railway Bypass). Main technical characteristics of the designed route:

� Construction length:

o new double railway track section – 28.73 km;

o reconstruction of the existing track – 10 km;

o construction of the second track – 10 km.

� Ruling gradient – 18 0/00;

� Multiples of traction – double;

� Type of Locomotive – �!-10, �!-11;

� Alarm and communication systems during train movements - automatic blocking;

� tunnels (unit/km) – 5/3.52;

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

o medium and large bridges – 10/0.996 km;

o pipes-viaducts - 2/0.103 km;

o viaducts - 6/0.318 km;

o pipes - 28/1.72 km;

o bearing walls - 3/0.64km.

� small buildings structures during construction of the II track:

o bridges – 4/0.062 km.

o pipes-viaducts _ 3/0.115 km;

o viaducts – 1/0.04 km;

o pipes – 2/0.37 km.

� Maximal speed – 80 km/h.

Embankment:

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

� The height of fills varies within 1-27 m (minimal height 1 m, maximal – 27 m) and the height of cuts - within 1-50 m (minimal depth 1 m, maximal – 27 m).

Fig. 2.2-1 – 2.2-8 illustrate various methods for construction of embankments for different surface types in case of fills and trenches.

n¤

Cent

ral

Stat

ion

Stat

ion

-Di

dube

Stat

ion

-Na

vtlu

gi

Bat

umi

Kakh

eti

Baku

Yereva

n

Free

d U

p Te

rrito

ry

New

Sta

tion

- Lilo

I

Ü

Tbili

siSe

a

Map

2. P

ropo

sed

Tbili

si

Rai

lway

Byp

ass

Stat

ion

- Vel

iSt

atio

n - G

achi

ani

Stat

ion

- Zah

esi

Lege

nd

Prop

osed

Rai

lway

Lin

e

Upg

radi

ng S

ectio

n of

Exi

stin

g Ka

khet

i Lin

e

Brid

ge

Tunn

el

n¤St

atio

n

Tbili

si S

ea

Tbili

si B

ound

ary

Free

d U

p Te

rrito

ryW

GS

1984

UTM

Zon

e 38

N

New

Sta

tion

- Kvi

rike

1 ce

ntim

eter

= 1

,000

met

ers


12

Fig. 2.2-1. Embankment built on up to 12 m high fill

Fig. 2.2-2. Embankment built on more than 12 m high fill

Fig. 2.2-3. Embankment built on up to 12 m high fill on a sloping surface


13

Fig. 2.2-4. Embankment built on a fill using the system of ground reinforcement (in urban areas)

1. wall of the building; 2. wire gabions and panels (elements of the Teramesh system) 3. geotextile; 4. ground fill.

Fig. 2.2-5. Embankment built in up to 12 m deep trench, outside the area of influence

of groundwater

Fig. 2.2-6. Embankment built in more than 12 m deep trench, outside the area of

influence of groundwater


14

Fig. 2.2-7. Embankment built in a trench, within the area of influence of groundwater

Fig. 2.2-8. Embankment built in a trench, at landslip sites

Superstructure and right-of-way of the track: According to the ToR, Tbilisi railway bypass shall be designed in compliance with the norms for category I railways. According to �� 32-01-95 for category I railways, the following has been taken into account when designing the track:

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

� 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 will 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.


15

Fig. 2.2-9. Track profile for the category I railway

1 – reinforced concrete sleeper; 2 – P65 type rail; 3 – stone chipping (ballast); 4 – sand (pillow under the ballast); 5 – fill.

TunnelsDesign of the transport tunnels and linear profiles are to be developed in accordance of the standards established for open sections of a route considering the specifics of traffic in closed confined space. For the purpose of creation of favorable conditions for traffic, ventilation, tracing and construction of a tunnel the route within the tunnel has been given a linear shape. The profile of the tunnel has one gradient. Table 2.2-1. Parameters of 5 Tunnels Considered in the Tbilisi Bypass Railway Project

Picket

Tunnel # Length of a tunnel, m Start

point End point

Maximal deepening of a tunnel, m

Maximal linear gradient 0/00

Maximal radius, m

1 1050 36+60 47+10 104 16.2 -

2 240 53+45 55+85 21 16.8 600

3 600 56+50 62+50 35 16.2 600

4 430 97+70 102+00 57 16.0 800

5 1200 129+35 141+35 107 15.0 600

Lining of the tunnels will be built of concrete splash (primary lining) and cast concrete (secondary lining) to be placed using moulds. Concrete splash will be put using pneumatic machinery. Waterproofing materials will be placed between the primary and secondary linings of the tunnel to increase the level of chemical resistance of the concrete and ensure protection of the tunnel from underground waters. Concrete will by supplied by concrete mixers delivering the material from its source located up to 3.0 km from the excavation. B22.5 concrete class will be used for the main section of the tunnel, B30 class for portal sections, and B22.5 class of concrete splash.


16

Earthworks consider application of an explosion drilling method. Construction gauge C is established for the main railway network. The contours of the interior empty space of the tunnel shall meet the construction gauge C considering the possibility of locating lightening devices, cables, road and signaling signs, communication, central blocking and drainage systems and rails outside the contour. Fig. 2.10-2.11. At the curved sections the construction gauge C considers movement of a standard carriage with 17 m base and 24 m long body considering the possible maximal designed speed for the given section.

Fig. 2.2-10. Construction gauge C and inside contour of a tunnel at the straight

section

141

R 4900

R 6810

2050

7650

9990

4100

2050

131 131

�.�.�

��

�

��

��

�

��

��

��

��

��

� �

��


17

Fig. 2.2-11. Construction gauge C and inside contour of a tunnel at the curved section

344

8100

R 5350

R 7260

2480

4320

1840

10890

120

174 174

�.�.�

��

�

��

��

�

��

��

��

��

��

� �

��

Construction gauge C shall be observed when stocking the materials required for repair of rails near the tracks. The excavation of the tunnel will be horseshoe shaped. It interior contour shall ensure arrangement and placement of drainage ditches, sanitary engineering and electric equipment, automated management system of tunnel related processes, alarm, communication, blocking and ventilation systems. The lining of the tunnel consists of the 15-20 cm thick primary lining of concrete splash calculated using the new Austrian technology for tunnel construction, and the secondary lining of cast concrete which increases the strength of the tunnel, ensures the smoothness and homogeneity of its interior surface and improves its waterproofing. The smoothness of the interior surface of the lining is important for reduction of the resistance for air flows and improving the lightning conditions, as well as for facilitation of tunnel maintenance. The secondary lining is built on foundation blocks which play the role of a link with the concave crown if required. The waterproofing system consisted of two layers are placed between the primary and secondary linings. The first layer is made of cloth attached to the concrete flash surface and the second layer is a waterproofing membrane. Arrangement of an engineering unit of dispatch control is planned at the portal of one of the tunnels to ensure technological processes of tunnel operation. Design Solutions of the Tbilisi Bypass Railway Project

Design solutions of the structures of the Tbilisi Bypass Railway are developed in accordance with the ToR, spatial planning solutions and the Master Plan. Bearing structures of the structures are developed in accordance with the following regulations:

� Construction Norms and Rules 2.01.01-82. “Construction Climatology and Geophysics”; � Construction Norms and Rules �-7-81 “Construction in Seismic Zones”; � “Loads and Influences”; � Construction Norms and Rules 2.02.01-83 “Foundations of the Buildings and Structures”; � Construction Norms and Rules �-23-81 “Steel Constructions”; � Construction Norms and Rules �-22-81 “Stone and Reinforced Stone Structures”;


18

� Construction Norms and Rules 2.03.01-84 “Concrete and Reinforced Concrete Structures”.

The construction site is located within the IV climate zone (Construction Norms and Rules 2.01.01-82) and characterized by the following climate conditions:

� Climate of the district – temperate continental; � Prevailing wind direction – north and west.

Design air temperature for confining structures is 80C in accordance with Construction Norms and Rules 2.01.07-85. Standard wind pressure for the V wind district is 0.6 kpa (60kg/m2) in accordance with Construction Norms and Rules 2.01.07-85. Design weight of the snow cover on 1 m2 of horizontal surface for the II snow district is 1.2 kpa (120 kg/m2) in accordance with Construction Norms and Rules 2.01.07-85. Seismicity of the construction area is 8 in accordance with the seismic zoning. Standard depth of sub-soil freezing is 0.05 m. Due to complicated engineering-geological conditions of the construction area the foundations of the structures will be arranged both on the natural base and banked earth. According to the State Standard 27751-88 (with amendments) the structures of the railway complex belong to the II normal level of reliability. The coefficient of reliability ��by the responsibility is 0.95. All designed structures are divided into rectangular blocks connected with aseismic joints in accordance with Construction Norms and Rules II-7-81. The foundations of the buildings are cast reinforced concrete columnar structures on natural base. Covers are made of cast reinforced concrete. For the protection of the foundations they are covered by two layered hot bitumen from the ground side. Horizontal waterproofing of the walls is made of the 20 cm thick concrete solution 1:2 at 0.03 mark. 1 m wide waterproof facing is considered on the outer perimeter of the walls of the buildings. Protection of structures from corrosion will be ensured in accordance with Construction Norms and Rules 2.03.II-85 “Protection of Structures from Corrosion. Design Norms”. Protection of metal constructions from corrosion will be ensured through putting a layer of "$-021 ("��' 24129-82) or $!-03 ("��' 9109-81) coating and cleaning its surface at the factory-manufacturer. After completion of installation-welding operations the structures will be covered by "$-021 ("��' 24129-82) prime coating and two-layered enamel-paint �$-115 ("��' 8485-78). The thickness of the protection layer of armature of monolithic reinforced concrete structures is determined in accordance with the Construction Norms and Rules 2.03.01-84 “Concrete and Reinforced Concrete Structures”. Reinforced concrete structures being in touch with soils will be covered by two-layered hot bitumen in accordance with �� 301-65.


19

Electricity Supply

Traction sub-stations

The Tbilisi Bypass Railway will be provided with 33.3 kilovolt continuous current. According to the design of the Bypass Railway and the calculation of electricity needs of traction devices operating on 3.3 kilovolt voltage, the construction of the following traction sub-stations is considered:

� existing – in the Zahesi station with 35/10 kilovolt voltage (reconstruction); � designed – Kvirike station (pK 160+00+ with 110/10 kilovolt voltage; � designed – Tbilisi marshalling station with 110/10 kilovolt voltage.

Table 2.2.-2 Parameters of traction sub-stations

number of power units Desired capacity of transformer Sub-station Rated capacity of transformer, megawatt

Initial power of transformers, kilovolt calculated establishe

d for traction, megawatt

for needs of the region, megawatt

for traction and the region, megawatt

Zahesi

6,3�2+5,6�1 35 1 2 12,6 5,6 18,2

Kvirike (pK160+00)

16�2+12,5�2 10 1 2 25,0 16,0 41,0

Tbilisi-marshalling

16�2+12,5�2 10 1 2 25,0 16,0 41,0

Along the whole perimeter of traction sub-stations 2 meters high reinforces concrete fences will be built with barbed wire top and steel gates.

Overhead contact system

The design of the overhead contact system of the Tbilisi Bypass railway is based on standard meteorological conditions established in Construction Norms and Rules 2.01.07-85 “Zoning of the Territory of USSR by Climatic Characteristics”: wind speed – V district, ice-covered ground – IV district. Standard air temperature is based on Construction Norms and Rules 2.01.01-82 ‘Construction Climatology and Geophysics”. The profiles of the overhead are determined on the basis of electric calculations. The following types and profiles of the overhead contact system will be used:

� on spans – semicompensated, springing (rhomboid in windy straight sections), with two copper contact-wire lines *$-100, copper suspension cable *-120 and aluminum amplifying wires <-185 (*-120+2�*$);

� on main tracks of stations - semicompensated, springing, with two copper contact-wire lines *$-100, copper suspension cable *-120 (*-120+2�*$);

� on second lines – semicompensated, with simple support bars, one contact-wire line *$-100 and bimetal iron copper suspension cables �>�*1-70 (�>�*1-70+*$-100);

� on other tracks of stations, where the exiting overhead system will be maintained - semicompensated, with simple support bars, one contact-wire line *$-85 and bimetal iron copper suspension cables �>�*1-70 (�>�*1-70+*$-85).


20

Since especial pollution of the environment is not observed within the target area the overhead contact system will be insulated in accordance with the standards established for the III level of air pollution. Insulators of the overhead contact system have to be made of polymeric materials of corresponding types – stretching, fixing, suspending. The length of current leakage of all insulators is 600 mm. Insulators of amplifying feeders are made of porcelain, plate-shaped and �$-70� type. The maximal length of a section for each type of the overhead contact system is based on “Calculation of the length of sections of overhead contact system” developed by ��??'�.

Wires

Wires of feeding lines, 10 kilovolt overhead lines of linear electricity supply or automatic blocking will be hanged on the existing and design supports of the overhead contact system in accordance with their location. Holder structures of the overhead system and lines on the existing supports will be replaced by new ones. For 10 kilovolt lines iron-aluminum wires will be used and attached in a springing manner. Insulators for automatic blocking and linear electricity supply will be made of porcelain ([$-20"). Schemes of wire suspension are typical except of those developed for artificial structures and the junction sections with traction sub-stations. Suspension of additional wires is not considered in the future.

Ground connection, protection from overvoltage

Supports of the overhead contact system will be grounded individually with spark gaps. If the size of the supports are 4.9 m and more a group grounding connected to rail with a diode-spark is applied. Protection from overvoltage is ensured by:

� horn-shaped dischargers of overhead contact system; � valve dischargers of automatic blocking and linear electricity supports lines.

Electricity supply of tunnel construction sites

� estimated designed voltage of each construction site is 700 kilovolt; � construction sites will be provided with electricity by a separate 10 kilovolt line feeding

from ru-10 of the 110/10/3.3 designed traction substation to be located in the station Kvirike (pK 160+00) and station Zahesi in accordance with the specifications of the Electricity Supply Department;

� electricity consumers of the construction site will be fed from KTP-1000/10 connected to 10 kilovolt lines;

� construction machinery will be connected to 0.4 kilovolt KTP via cables.

Corrosion protection from roaming currents

Design of active and passive protection means from ground corrosion and corrosion from roaming currents of cable networks of gas and water supply, sewerage system and electricity supply will be considered in relevant parts of the project in accordance with the relevant regulations and "��' 9.602-2005 ‘Underground Structures”. The passive means of protection include: proper selection of the route; insulating covers; insulating canalling, eclectic insulation from buildings and structures having metal links with rails; linear electronic sectioning; proper grounding of buildings.


21

The project considers application of an active mean of protection from corrosion - cathode - at the rehabilitated section in accordance with the level of the corrosion risk. Crossings with gas pipelines

The Tbilisi Bypass Railway Project crosses the main gas pipeline of various diameters at several locations – see Appendix O. In the process of design and construction of railway crossings the following technical norms shall be observed: 1. According to the Construction Norms and Rules ��2.05.06-85 the outer steel pipe where

the working main gas pipeline will be laid shall be located at a distance of at least 25.0 m from the outer parts of the outermost right and left tracks. The diameter of outer steel pipe shall be: for $530 mm gas pipelines - $700 mm, for $730 mm gas pipelines – $1000 mm, for $1000 mm gas pipelines - $1200 mm. In case of crossing the P<1.2 megapascal gas pipeline the outer steel pipe will be laid at a distance of a least 10.0 m from the outermost track. For d=200 mm gas pipeline the diameter of outer steep pile shall be 400 mm and 500 mm for d=300 mm gas pipeline.

2. The length of outer pipe for main gas pipeline is 60.0 m, and 30 m – for P<1.2 megapascal

gas pipeline. The gas pipeline shall be laid in outer pipe through proper footing to avoid damage of insulation (footing shall be made of 3 cm thick wooden straps).

3. Gas pipeline and outer pipe shall be covered with anti-corrosion insulation comprised of two-

layered polymer tape and a protective layer. Insulation shall be factory-made, however it can be made in field conditions as well.

4. The both ends of outer pipe of gas pipeline shall be plugged with a dielectric material and a

d=50 mm steel exhaust plug shall be installed on one of its ends. Its length from the outermost part of the track shall be 50.0 m. The length of a pipe of the exhaust plug shall be 5.0 above the ground level. In case of P<1.2 megapascal gas pipelines the diameter of the outer pipe shall be d=50 mm and its length from the outermost part of the track shall be 450.0 m. The length of a pipe of the exhaust plug shall be 3.0 above the ground level.

The project considers arrangement of a Control Measurement Point at the both ends of the outer pipe. One end of contact cable located in the pipe of the Control Measurement Point will be connected to the outer pipe and the second – to the pipeline. Two such devises shall be installed at each crossing.

Land allocation for construction purposes:

� Bypass Railway:

o in permanent use – 212.3 ha

o in temporary use – 281.4 ha

� Railway infrastructure:

o station Avchala – 21.49 ha

o station Tbilisi (Georgian Railway LLC. Lands);

o station Didube (Georgian Railway LLC. Lands);

o station Tbilisi junction (Georgian Railway LLC. Lands).


22

Construction materials and their volumes

� Earth works (volume):

o new track – 7954.68 m3

o Kakheti track – 173.37 m3

Subsoil extracted from trenches will be used for construction of embankments and fills. According to preliminary estimation the volumes of subsoil extracted from trenches and tunnels will exceed the volumes needed for construction purposes. The issue of disposal of excessive subsoil shall be agreed with the Tbilisi Municipality. Local construction materials and structures will be delivered from the exiting enterprises and quarries:

� – pebble and stone quarry – station Marneuli, station Tskhradzma; � – ring assembling base – station Veli � – factory of reinforced concrete sleepers – station Tbilisi marshalling.

Procurement of materials will be responsibility of a construction company selected on the basis of a tender. Construction resources

The need for labor force will be specified on the basis of initial data on construction-rehabilitation works, estimate labor-intensiveness of the works and considering the number of workers employed at supporting enterprises during construction period.

Table 2.2.-3. Time-table of the Construction Personnel

Estimated data

Year of construction # Title Total I II III

1 Estimate labor-intensiveness of construction-assembling works, man/hour 8465899 3217042 3555678 1693179

2 Standard duration of a work day for 40 hours working weeks, hours 5024 2016 2008 1000

3 Total number of employees 1988 1882 2089 1998 including: - workers 85% 1689 1599 1775 1698 - ?'] 8% 159 150 167 160 - servants 5% 99 94 104 99 - *�� and guards 2% 41 39 43 41

4 Number of personnel working in relatively many shifts 1285 1216 1351 1293

including: workers (�0,7) 1182 1119 1243 1189 ?'] and servants (�0,8�0,5=0,4) 103 97 108 104 5 Total labor expenditures, thousand man/day 1058,2 402,1 444,5 211,6


23

Construction sites

Construction sites are designed in the station Avchala, station Tbilisi marshalling, station Tbilisi junction, station Didube, station Kvirike, station Lilo 1 and on the spans during construction of tunnels. Construction camps, parking areas, workshops, etc. will be located in construction sites. Construction sites will be provided with drinking and industrial water from the local water supply system located near the construction sites and water delivered by <^'�-4,1 type tank trucks (capacity of tanks – 4.05 t). At the preparation stage ]�" 11-1-0,7 �* type steel singe-section, horizontal, cylinder water reservoirs (weight of a reservoir P=1.92 t) shall be installed on the construction sites. They shall be wrapped up to avoid freezing in autumn-winter season. Water from these water reservoirs shall be used for fire fighting purposes. The construction contractor shall ensure permanent filling of water reservoirs. Temporary electricity supply of construction sites until reconstruction of the existing transformer and traction substation will be ensured by �"<-100 type mobile power plants with the capacity 100 kilowatt. Maintenance of construction machinery, vehicles and other equipment is considered in existing enterprises and workshops of the contractor. For location of construction camps refer to Map 16.

Table 2.2.-4 Schedule of use of main construction machinery and vehicles

Vehicles and Construction Machinery Unit Total

1 2 3 Construction Machinery

1. `�-2621< type single-bucket excavator with back bucket, capacity of bucket - 0.25m3. item 5

2. `�-4321 type single-bucket excavator with back bucket, capacity of bucket - 0.5m3. item 6

3. Single-bucket excavator with front bucket, capacity of bucket - 0.65m3.eqskavatori item 6

4. Single-bucket excavator with back bucket, capacity of bucket - 1.0m3.eqskavatori item 3

5. Motor roller �{-29 (weight with ballast ]=30.0t) item 6 6. Lift of {|-25/9-18 type carrying capacity Q=18.0 t item 2 7. Lift of {|-25/28�� type carrying capacity Q=30.0 t item 2 8. Electric laster of `!>-3� type item 3 9. Rectifier of ��]-1200 type item 3 10. Chain excavator for tranches of `'^-165 type on hydraulic and pneumatic travel item 5

11. Trolley based multi-bucket digger of �|-3 type item 5 12. Mobile compressor plant �|�-5 with 5.0 m3/min output item 8 13. Caterpillar bulldozer with the capacity of more than 79.4 kw. item 14 14. Suspended vibroroller ��'-3 with the output 50.0m3/shift item 6 15. mud pump "��*-10< with the output 21.6m3/h item 8

0

90

8060

7050

4030

2010

380

370

360

350

340

330

320

310

300

29028

027

026

025

0

240

230

220

210

200

190

180

170

160

15014

0

130

120

110

100

Ü

Map

16.

Tbi

lisi R

ailw

ay B

ypas

s R

oW

and

Con

stru

ctio

n A

reas

Lege

nd

Tbili

si R

ailw

ay B

ypas

s R

oW

Con

stru

ctio

n Ar

eas

WG

S 19

84 U

TM

Zon

e 38

N1

cent

imet

er =

700

met

ers


24


1 2 3 16. Vehicle lift |�-2561|, length of a jib 8, carrying capacity Q=6,3-1,9t item 4

17. Vehicle lift |�-3562<, length of a jib 10 carrying capacity Q=10.0-1.6t item 4

18. Vehicle lift |�-3562<, length of a jib 14M carrying capacity Q=4.0-1.3t item 4

19. Vehicle lift |�-4561, length of a jib 10m carrying capacity Q=16.0-2.8t item 3

20. Air lift |�-4361, length of a jib 15.0m carrying capacity Q=9.0-2.0t item 4

21. Pneumowheel lift |�-5363 (|-255<), length of a jib 15.0m carrying capacity Q=25.0-3.5t item 3

22. Length of a jib 20.0m, length with immovable goose neck - 10 m, carrying capacity Q=4.2-1.0 t item 1

23. Caterpillar lift *|"-16, length of a jib 15m, carrying capacity Q=11.0-2.0t item 4

24. Caterpillar lift �`|-251, length of a jib 14.0m, carrying capacity Q=25.0-4.3 t item 5

25. Length of a jib 14.0m, length with immovable goose neck – 5.0 m with 5.0 m long immovable goose neck, carrying capacity Q=5.0-1.8t

item 1

26. Caterpillar lift �|"-50, length of a jib 15m, carrying capacity Q=50.0-14.8t item 3

27. switch laying crane |�`-161, length of a jib 15m, carrying capacity Q=16.0-4.9t item 4

28. Railway lift `�|-1000 carrying capacity Q=125.0 t item 1 29. Pipelaying crane '-614, carrying capacity Q=6.3 t item 4 30. Cable handler item 4 31. Cable transporter '|>-5 item 5 32. Caterpillar asphalt paver ��-126 item 4 33. motor roller �{-51 (weight with ballast P=13.0t) item 5

34. Pneumatic single-bucket excavator of `�-2621 type item 3

Vehicles 35. Truck }?!-130, carrying capacity Q=5t item 17 36. Dump-truck |�*<}, carrying capacity Q=7.0t item 35 37. Dump-truck |�*<}, carrying capacity Q=10.0t item 40 38. Concrete mix truck �>-69>, installed on vehicle type *<}-503<, volume of mixture V=2,6m3 item 25

39. Boxcar item 12 40. Platform with engine {|-25/9-18*� carrying capacity Q=66.0t item 7

41. Hopper-batcher item 35 42. Truck trolley �"|�, equipped with a lift, carrying capacity Q=3.5-1.7t item 3


25


1 2 3 43. Assembling hydraulic lift on the basis of a railway platform *['�-2�*

item 5

44. Shunting diesel locomotive item 9

Duration of the construction

Duration of the construction of the Tbilisi Bypass Railway is estimated to be: � bypass railway – 30 months (including 6 month period of preparatory works) � railway infrastructure – 6 months.

Construction of railway infrastructure will start in the first quarter of the firs year of construction. Infrastructure of the Tbilisi Bypass Railway will be put into operation in the second quarter of the third year of construction.

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

� Cutting and complete dismantling of the present main railway line (including shunting areas, rail yards, rail sidings, depots and other infrastructure) in the urban area between Didube in the north and Navtlughi in the south (circa 10km). A total of approximately 83.4 ha (out of which 73.2ha 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 the 64 existing 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 the railway relocation they will presumably either move to the territories adjacent to the new railway, or change their profile of freight transportation. In case of moving to the new territories they may benefit from selling the freed areas.

� Abandonment of Tbilisi passenger and Tbilisi freight stations. Stations Didube and Navtlughi (Tbilisi Junction) 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 Avchala station. 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 Prospective Development Master Plan) and the subway would compensate for rail passenger traffic in the urban and suburban areas.

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

� Those transit freight trains which require marshalling would enter the Tbilisi Marshalling station. After being marshaled 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 decisions, the railway infrastructure relocated from the urban area will be installed/constructed at the nearest stations to Tbilisi railway junction. Location of the Tbilisi railway junction infrastructure subject to relocation is given in Table 2.2-1.

Table 2.2-5. Location of the infrastructure of Tbilisi railway junction to be relocated


26

Station Location of Tbilisi railway junction infrastructure to be relocated

Service of Tbilisi Central Blocking Stations

Fire and emergency repair train

Passenger station up to 150 passengers Tbilisi Junction Station

Passenger platforms

Material and technical supplies complex

~*`3 diesel locomotivas repair depots Tbilisi Marshalling

Station

Freight yard

Passenger station up to 250 passengers Didube Station

Passenger platforms

Passenger technical fleet

Diesel locomotive, electric locomotive, passenger car repair complex Avchala Station

Track maintenance service


27

2.3 Current Situation – Tbilisi Railway Complex The scheme of main direction and technical equipment Tbilisi railway complex belongs to that type of a 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 rail sidings. 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.


28

Tbilisi Passenger station – a second class passenger station. This is 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. “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. 2.4 Project Alternatives and Comparison The alternatives considered in the process of preparing the main project decisions for the Tbilisi railway bypass were as follows:

� Technological alternatives;

� Alternatives with regard to location of the railway bypass;

� Zero (“do nothing”) alternative. 2.4.1 Technological alternatives The process of identifying appropriate technological routes for the Tbilisi Railway Bypass 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 2.4-1 below.


29

Table 2.4-1. Maximum possible weight of freight train

Maximum possible weight of freight train (tons)

Electric Train ��10 Electric Train ��10 Electric Train ��10 Gradient

Unit Draft Double Heading Modernized Electric Train ��15

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

180/00 2,185 4,370 2,626 2,836 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 �!10 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 Railway Bypass. 2.4.2 Alternatives for location of the railway bypass In the process of development of the basic design solutions, different route alternatives for the bypass have been discussed. The left bank of the Mtkvari River was designated early on as the site of the railway route, since the right bank would have been related to heavy expenses due to its complex topographic conditions. Location of the railway on the left bank of the Mtkvari River bypassing the Tbilisi urban area is determined by the Tbilisi Prospective Development Master Plan. Alternative options for the Tbilisi Railway Bypass Project have been developed in accordance with the Tbilisi Prospective Development Master Plan. To make basic design solutions for the Tbilisi Railway Bypass, alternatives and relevant sub-alternatives for locating the bypass have been developed. In total 16 alternatives were proposed. Main factors considered in the selection of alternatives were the following:

� Construction parameters: o length of the route; o location; o number of artificial structures.


30

� 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.

� 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 2.4-2):

� Option I – The city tunnel

� Option II – (North with 180/00 gradient) – Proposed Karsani Station – Lochini Gorge – 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.

Please refer to the Map 3 - Outline of alternative locations of the Tbilisi Railway Bypass. Table 2.4-2. Alternatives for the Tbilisi Railway Bypass

No Alternative Sub-alternative Departure Point Destination

Point Ruling

gradient

Tunnel in the water reservoir section

1 Alternative I (The City Tunnel) _ Didube Station Navtlughi Station _ -

2 Alternative II

(North with 18 0/00 gradient)

_ Karsani Station (designed)

Gachiani / Veli Station 18 0/00 -

III-1 Karsani Station (proposed) Lilo I Station 15 0/00 -

III-2 Karsani Station (proposed) Lilo I Station 15 0/00 +

III-3 Karsani Station (proposed) Lilo I Station 15 0/00 -

3 Alternative III

(Central with 15-18 0/00 gradient)

III-4 Karsani Station (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 +

n¤

n¤

n¤

n¤

n¤

n¤

n¤

n¤

n¤

Cent

ral

Stat

ion

Stat

ion

"Did

ube"

Stat

ion

"Nav

tlugi

"

Batu

mi

Kakh

eti

Baku

Yerevan

Free

d U

p Te

rrito

ry,

Appr

ox. L

engt

h 10

km

Sele

cted

Rou

te "

Cen

tral

",Le

ngth

29

km

New

Sta

tio n

"Kar

s a

n i"

New

Sta

tion

"Lilo

I"

Alte

rnat

ive

"Nor

th -

18"

Alte

rnat

ive

"Cen

tral

- 18

"

Ü

Tbili

siSe

a

Alte

rnat

ive

"City

Tunn

el"

Stat

ion

"Zah

esi"

Stat

ion

"Gac

hian

i"

Stat

ion

"Vel

i"

WG

S 19

84 U

TM Z

one

38N

Lege

nd n¤St

atio

n

Sele

cted

Rou

te IV

"Cen

tral"

Sub-

alte

rnat

ive

"Cen

tral"

Alte

rnat

ive

I "C

ity T

unne

l"

Alte

rnat

ive

II "N

orth

- 1

8"

Alte

rnat

ive

III "

Cen

tral -

18"

Sub-

alte

rnat

ive

III "C

entra

l - 1

8"

Exis

ting

Rai

lway

Tbili

si S

ea

Tbili

si B

ound

ary

Free

d U

p Te

rrito

ry

Map

3. A

ltern

ativ

e R

oute

s of

Tbili

si R

ailw

ay B

ypas

s

New

Sta

tion

"Kvi

rike"

1 ce

ntim

eter

= 1

,000

met

ers


31

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. Georgian Railway may consider joining the railway bypass with the existing Baku-Tbilisi railway at Gachiani station in the future. This will be an issue for an independent project. 2.4.3 Comparative Description of Alternative Routings of the Tbilisi Railway

Bypass

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 always exists the risk of derailment even in the best maintenance conditions). It should be mentioned that the transported 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.

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


32

follows it until crossing the existing Kakheti railway line and joins the Tbilisi-Baku railroad at Gachiani station. In this alternative it is planned:

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

� 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 complex due to:

� 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 km, 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 km, 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 complex 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.

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 the Gachiani station. It was finally decided to implement


33

connection in the future. At present, the alternative will join the existing Kakheti railway after Lilo I station. Sub-alternatives:

� Sub-alternative III-1 (passing through population centers) – 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 km. At the 7th km, the route crosses the Tbilisi Road Bypass again and runs alongside the road.

At the 10th km the route crosses the Gldanula River via the bridge. It is planned to construct a wayside stop of 1 km length at the 13th km. Afterwards, the route continues to run along the road. It crosses a high ravine at the 14th km and turns sharply to the right towards the Tbilisi Sea. At the end of the 14th km the route crosses Khevdzmara gorge and, after passing through a high cut, runs along a slope, the surface of which is heavily dissected with ravines.

At the 17th km 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 km. At the 20th km 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 water 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 32nd km. 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 abovementioned option repeats

Option III-1 up to the 6th km. From 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 km the route passes through a 2.47 long tunnel, and then crosses the Gldanula River via an open bridge. Between 10-11th km 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 km 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 water 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 the Tbilisi National Park;

� proximity to the Tbilisi water reservoir;

� high probability of activation of geodynamic processes;


34

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

� increase of noise and vibration levels in settlements. 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 the Gachiani station. Finally 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 Railway Bypass.

The starting section of the route crosses 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 km the route runs along a high embankment. The maximum height of embankment is 18.65 meters. From the 4-5th km the route enters a 1.05 km long tunnel. Afterwards, at the 6th km, the route crosses the Gldanula River via the bridge and enters 0.24 km and 0.6 km tunnels, below the Tianeti-Tbilisi road. After passing through the tunnels the railway runs along Gldani Lake.

At the 7th km, 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 Khevdzmarakhevi via the high fill the maximal height of which is 44.46 m. Geologically, this crossing point is a landslip section. After this the route enters a 0.43 km long tunnel. Afterwards Option IV-1 coincides with 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 km 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;


35

o In the vicinity of Gldani Lake 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 km the route will pass through a landslip section, which is related to additional expenses and may create difficulties in railway operation.

� From an environmental 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. Please refer to the Map 4 – Alternative routes of the Tbilisi Railway Bypass

n¤

n¤

n¤

n¤

n¤

n¤

n¤

n¤

n¤

Cent

ral

Stat

ion

Stat

ion

"Did

ube"

Stat

ion

"Nav

tlugi

"

Batu

mi

Kakh

eti

Baku

Yerevan

Free

d U

p Te

rrito

ry,

Appr

ox. L

engt

h 10

km

Sele

cted

Rou

te "

Cen

tral

",Le

ngth

29

km

New

Sta

tio n

"Kar

s a

n i"

New

Sta

tion

"Lilo

I"

Alte

rnat

ive

"Nor

th -

18"

Alte

rnat

ive

"Cen

tral

- 18

"

Ü

Tbili

siSe

a

Alte

rnat

ive

"City

Tunn

el"

Stat

ion

"Zah

esi"

Stat

ion

"Gac

hian

i"

Stat

ion

"Vel

i"

WG

S 19

84 U

TM Z

one

38N

Lege

nd n¤St

atio

n

Sele

cted

Rou

te IV

"Cen

tral"

Sub-

alte

rnat

ive

"Cen

tral"

Alte

rnat

ive

I "C

ity T

unne

l"

Alte

rnat

ive

II "N

orth

- 1

8"

Alte

rnat

ive

III "

Cen

tral -

18"

Sub-

alte

rnat

ive

III "C

entra

l - 1

8"

Exis

ting

Rai

lway

Tbili

si S

ea

Tbili

si B

ound

ary

Free

d U

p Te

rrito

ry

Map

4. A

ltern

ativ

e R

oute

s of

Tbili

si R

ailw

ay B

ypas

s

New

Sta

tion

"Kvi

rike"

1 ce

ntim

eter

= 1

,000

met

ers

TB

ILIS

I RA

ILW

AY

BYP

AS

S P

RO

JEC

T E

NV

IRO

NM

EN

TAL

AN

D S

OC

IAL

IMP

AC

T A

SS

ES

SM

EN

T (E

SIA

)

36

Tabl

e 2.

4-3.

C

ompa

rison

of M

ain

Alte

rnat

ives

for t

he T

bilis

i Rai

lway

Byp

ass

Dis

cuss

ed a

t the

Pro

ject

Des

igni

ng S

tage

Alte

rnat

ive I

The C

ity T

unne

l Al

tern

ative

II No

rth 18

0 / 00

Alte

rnat

ive III

Ce

ntra

l 18 0 / 0

0

Alte

rnat

ive IV

Ce

ntra

lAl

tern

ative

0 / N

o ac

tion

alter

nativ

e

Envir

onm

enta

l Iss

ues

Geolo

gy

Degr

aded

phys

ical a

nd

mech

anica

l ch

arac

terist

ics of

su

bsoil

. Sub

siding

su

bsoil

. Neg

ative

inf

luenc

e of th

e tun

nel

on th

is typ

e of s

ubso

il.

High

prob

abilit

y of a

ctiva

tion o

f inten

sive

lands

lide p

roce

sses

. Esp

ecial

ly se

nsitiv

e site

s:

� Th

e Nam

galas

khev

i site

; �

Stro

ng la

ndsli

de bo

dy of

a blo

ck ty

pe at

the

Mlas

hobi

ravin

e;

� No

riosk

hevi.

High

prob

abilit

y of a

ctiva

tion o

f land

slide

pr

oces

ses.

Espe

cially

sens

itive s

ites:

� Th

e sou

thern

slop

e of th

e Sag

uram

o ra

nge;

� Th

e sec

tion o

f the K

viriko

biskh

evi;

� Th

e Sate

mo si

te;

� Th

e villa

ge of

Glda

ni;

� Th

e slop

e of th

e Lur

ji Ser

i.

High

prob

abilit

y of a

ctiva

tion o

f inten

sive

lands

lide p

roce

sses

. Esp

ecial

ly se

nsitiv

e site

: �

The s

ectio

n of th

e Kvir

ikobis

khev

i.

Hydr

ogeo

logy

Risk

facto

r of

Poss

ible o

il spil

l in th

e tun

nel

�

Low

depth

of 2-

10 m

to gr

ound

water

, whic

h ca

n lea

d to n

egati

ve im

pacts

on its

quali

ty �

Low

depth

of 2-

10 m

to gr

ound

water

, wh

ich ca

n lea

d to n

egati

ve im

pacts

on its

qu

ality

� Po

ssibl

e soil

and

grou

ndwa

ter

histor

ic co

ntami

natio

n

Hydr

ology

Poten

tially

high

ly ad

verse

impa

ct on

the

circu

lation

of

unde

rgro

und w

ater.

Di

sturb

ance

of th

e hy

drolo

gical

regim

e.

� Im

media

te vic

inity

of the

Glda

ni lak

es;

� Ac

tivati

on of

later

al er

osion

at th

e sec

tion

cross

ing th

e Loc

hini R

iver;

� Ri

ver h

ead o

f the L

ochin

i rive

r, the

No

riosk

hevi,

Shu

biskh

evi, S

atskh

enisi

. The

re

are a

ccum

ulated

rathe

r dee

p ero

sion r

avine

s an

d gull

ies bu

ilt of

loose

and e

rosio

n pro

ne

rock

s; �

Sour

ce of

pollu

tion o

f the M

tkvar

i Rive

r by t

he

Loch

ini go

rge;

� Po

ssibi

lity of

bloc

king o

f the r

avine

s with

solid

wa

ste at

the c

onstr

uctio

n stag

e;

� Po

ssibi

lity of

mud

flows

;

� Po

ssibl

e neg

ative

influ

ence

on ic

thyofa

una

� Im

media

te vic

inity

of the

Glda

ni lak

es;

� Po

llutio

n of th

e Mtkv

ari R

iver in

the L

ochin

i go

rge;

� Po

llutio

n of T

bilisi

sea;

� Bl

ockin

g of th

e rav

ines w

ith so

lid w

aste

espe

cially

at th

e con

struc

tion s

tage;

�

Poss

ible n

egati

ve in

fluen

ce on

ichth

yofau

na;

� Po

ssibi

lity of

mud

flows

.

� Im

media

te vic

inity

of the

Glda

ni lak

es;

� Po

llutio

n of th

e Mtkv

ari R

iver in

the L

ochin

i go

rge;

� Po

llutio

n of T

bilisi

sea;

� Bl

ockin

g of th

e rav

ines w

ith so

lid w

aste

espe

cially

at th

e con

struc

tion s

tage;

�

Poss

ible n

egati

ve in

fluen

ce on

ich

thyofa

una;

� Po

ssibi

lity of

mud

flows

.

Poten

tial s

ource

of

pollu

tion o

f the

Mtkv

ari R

iver

caus

ed by

soil

pollu

tion i

n the

ar

ea.

Prote

cted a

reas

� Cr

osse

s the

trad

itiona

l use

zone

of T

bilisi

Na

tiona

l Par

k.

� Cr

osse

s the

trad

itiona

l use

zone

and t

he

visito

rs’ zo

ne of

the T

bilisi

Nati

onal

Park;

�

Oak-h

ornb

eam

seco

ndar

y for

ests

betw

een

� Cr

osse

s the

trad

itiona

l use

zone

and t

he

visito

rs’ zo

ne of

the T

bilisi

Nati

onal

Park;

�

Oak-h

ornb

eam

seco

ndar

y for

ests

betw

een

TB

ILIS

I RA

ILW

AY

BYP

AS

S P

RO

JEC

T E

NV

IRO

NM

EN

TAL

AN

D S

OC

IAL

IMP

AC

T A

SS

ES

SM

EN

T (E

SIA

)

37

Alte

rnat

ive I

The C

ity T

unne

l Al

tern

ative

II No

rth 18

0 / 00

Alte

rnat

ive III

Ce

ntra

l 18 0 / 0

0

Alte

rnat

ive IV

Ce

ntra

lAl

tern

ative

0 / N

o ac

tion

alter

nativ

e

Zahe

si an

d Nam

galas

khev

i; �

Ripa

rian T

ugai

and b

right

arid

fores

t hab

itats

of nig

h con

serva

tive v

alue w

ith so

me

enda

nger

ed an

d Geo

rgian

“Red

List”

sp

ecies

.

Zahe

si an

d Nam

galas

khev

i; �

Ripa

rian T

ugai

and B

right

Arid

Fore

st Ha

bitats

of ni

gh co

nser

vativ

e valu

e with

so

me en

dang

ered

and G

eorg

ian “R

ed Li

st”

spec

ies.

Land

scap

e/visu

al im

pact

Nega

tive i

nflue

nce o

n the

aesth

etic v

alue o

f sit

es im

porta

nt fro

m the

land

scap

e poin

t of v

iew:

� Th

e ups

tream

area

of th

e Khe

vdzm

ara R

iver

gorg

e; �

The s

lopes

of th

e Kas

hveti

mou

ntain;

� Th

e for

est la

ndsc

ape o

f the s

lopes

of th

e Na

sera

la ra

nge

Nega

tive i

nflue

nce o

n the

aesth

etic v

alue o

f sit

es im

porta

nt fro

m the

land

scap

e poin

t of

view:

�

The u

pstre

am ar

ea of

the K

hevd

zmar

a Ri

ver g

orge

; �

The s

lopes

of th

e Kas

hveti

mou

ntain;

� Th

e for

est la

ndsc

ape o

f the s

lopes

of th

e Na

sera

la ra

nge

Nega

tive i

nflue

nce o

n the

aesth

etic v

alue o

f sit

es im

porta

nt fro

m the

land

scap

e poin

t of

view:

�

The u

pstre

am ar

ea of

the K

hevd

zmar

a Ri

ver g

orge

; �

The s

lopes

of th

e Kas

hveti

mou

ntain;

� Th

e for

est la

ndsc

ape o

f the s

lopes

of th

e Na

sera

la ra

nge

Noise

and

vibra

tion

The f

ollow

ing se

ttleme

nts w

ill fal

l with

in the

area

of

spec

ial in

fluen

ce:

� Za

hesi

� Po

nicha

la �

Glda

ni �

Gama

rjveb

a

The f

ollow

ing se

ttleme

nts w

ill fal

l with

in the

ar

ea of

spec

ial in

fluen

ce:

� Za

hesi

� Po

nicha

la �

Glda

ni �

The M

ukhia

ni su

burb

an ar

ea

The f

ollow

ing se

ttleme

nts w

ill fal

l with

in the

ar

ea of

spec

ial in

fluen

ce:

� Za

hesi

� Po

nicha

la �

Glda

ni �

The M

ukhia

ni su

burb

an ar

ea

Exce

eding

the

allow

able

levels

of

noise

and v

ibrati

on

in the

city.

Flora

and

vege

tation

Destr

uctio

n of g

reen

cove

r (for

est, s

hrub

bery)

. De

struc

tion o

f gre

en co

ver (

fores

t, shr

ubbe

ry)

Destr

uctio

n of g

reen

cove

r (for

est,

shru

bber

y)

Faun

a

The r

oute

is ric

h in f

auna

, ther

efore

the n

egati

ve

influe

nce i

s con

sider

able

Enda

nger

ed sp

ecies

may

exist

En

dang

ered

spec

ies m

ay ex

ist

Infra

struc

ture

� Cr

osse

s the

Bak

u-Su

psa o

il pipe

line;

� Cr

osse

s the

exist

ing 12

00 m

m an

d the

pr

ojecte

d gas

pipe

lines

; �

Cros

ses t

he pr

ojecte

d 700

mm

gas p

ipelin

e;

� Cr

osse

s the

city

infra

struc

ture (

water

pipe

line,

sewe

rage

syste

m, el

ectric

ity tr

ansm

ission

lin

es)

� Cr

osse

s the

isola

ted br

anch

of th

e Sa

gura

mo 70

0 mm

gas p

ipelin

e;

� Cr

osse

s the

city

infra

struc

ture (

water

pip

eline

, sew

erag

e sys

tem, e

lectric

ity

trans

miss

ion lin

es)

� Cr

osse

s the

isola

ted br

anch

of th

e Sa

gura

mo 70

0 mm

gas p

ipelin

e;

� Cr

osse

s the

city

infra

struc

ture (

water

pip

eline

, sew

erag

e sys

tem, e

lectric

ity

trans

miss

ion lin

es)

TB

ILIS

I RA

ILW

AY

BYP

AS

S P

RO

JEC

T E

NV

IRO

NM

EN

TAL

AN

D S

OC

IAL

IMP

AC

T A

SS

ES

SM

EN

T (E

SIA

)

38

Alte

rnat

ive I

The C

ity T

unne

l Al

tern

ative

II No

rth 18

0 / 00

Alte

rnat

ive III

Ce

ntra

l 18 0 / 0

0

Alte

rnat

ive IV

Ce

ntra

lAl

tern

ative

0 / N

o ac

tion

alter

nativ

e

Rese

ttlem

ent a

nd

socia

l issu

es

Impa

ct on

re

settle

ments

Al

terna

tive w

as

disca

rded

for

cons

idera

tion

� 4 r

eside

ntial

settle

ments

(Zah

esi, v

illage

Gl

dani,

Avc

hala

and C

entro

liti se

ttleme

nt) ar

e cro

ssed

in 7

area

s (Za

hesi

– 500

m (u

nder

grou

nd tu

nnel)

and 3

00m

length

of

cross

ings,

villag

e Glda

ni – 1

000m

and 6

00m

length

of cr

ossin

gs, A

vcha

la – 5

00m

length

of

cross

ing, C

entro

liti se

ttleme

nt – 5

00m

and

200m

leng

th of

cross

ing po

ints;

� Ma

gnitu

de of

rese

ttleme

nt en

comp

asse

s re

siden

tial p

rivate

build

ings,

land p

lots,

gas

statio

ns, c

emete

ries a

nd se

vera

l ente

rpris

e pr

oper

ties

� Ar

ound

300 p

rivate

hous

es (a

pp. 9

0,000

sq

uare

mete

rs) w

ill be

affec

ted, fr

om w

hich

app.

70 (2

0,500

squa

re m

eters)

will

be ab

ove

the un

derg

roun

d tun

nels

� Ab

out 9

0 (ap

p. 27

,500 s

quar

e mete

rs)

comm

ercia

l and

enter

prise

prop

ertie

s will

be

affec

ted, fr

om w

hich a

roun

d 15 (

app.

5,000

sq

uare

mete

rs) w

ill be

abov

e the

unde

rgro

und

tunne

ls �

App.

42 ha

of la

nd w

ith re

gister

ed an

d re

cogn

ized l

egal

titles

� Ap

p. 27

8 ha o

f land

with

out le

gal ti

tles

� 5 r

eside

ntial

settle

ments

(Glda

ni, C

entro

liti

subu

rban

area

, Pata

ra Li

lo, A

irpor

t se

ttleme

nt, Z

ahes

i) are

cros

sed i

n 6 ar

eas

(Cen

troliti

subu

rban

area

– 80

0m an

d 750

m len

gth of

cros

sings

, Glda

ni – 3

50m

length

of

cross

ing, P

atara

Lilo

– 400

m len

gth of

cro

ssed

by tu

nnel,

Airp

ort s

ettlem

ent –

15

00m

length

of cr

ossin

g, Za

hesi

settle

ment

– 100

m len

gth of

cros

sing;

� Ma

gnitu

de of

rese

ttleme

nt en

comp

asse

s re

siden

tial p

rivate

build

ings,

land p

lots,

and

seve

ral e

nterp

rise p

rope

rties

� Ar

ound

170 p

rivate

hous

es (a

pp. 4

5,500

sq

uare

mete

rs) w

ill be

affec

ted, fr

om w

hich

app.

30 (8

,000 s

quar

e mete

rs) w

ill be

abov

e the

unde

rgro

und t

unne

ls �

Abou

t 20 (

app.

5,500

squa

re m

eters)

co

mmer

cial a

nd en

terpr

ise pr

oper

ties w

ill be

aff

ected

, from

whic

h aro

und 5

(app

. 1,00

0 sq

uare

mete

rs) w

ill be

abov

e the

un

derg

roun

d tun

nels

� Ap

p. 37

ha of

land

with

regis

tered

and

reco

gnize

d leg

al titl

es

� Ap

p. 18

0 ha o

f land

with

out le

gal ti

tles

� 5 r

eside

ntial

settle

ments

(Glda

ni, G

ldani

subu

rban

area

, villa

ge G

ldani,

Cen

troliti

se

ttleme

nt, A

vcha

la) ar

e cro

ssed

in 8

area

s (Gl

dani

– 350

m len

gth of

cros

sing,

Glda

ni su

burb

an ar

ea –

400m

leng

th of

cross

ing, v

illage

Glda

ni – 3

00m

length

of

cross

ing, C

entro

liti se

ttleme

nt – 3

50m

length

of cr

ossin

g plus

350m

cros

sed b

y tun

nel) a

nd A

vcha

la – w

ith 50

0m, 8

00m

and 3

00m

length

of cr

ossin

gs;

� Ma

gnitu

de of

rese

ttleme

nt en

comp

asse

s re

siden

tial p

rivate

build

ings,

land p

lots,

and s

ever

al en

terpr

ise pr

oper

ties

� Ar

ound

50-7

5 priv

ate ho

uses

(app

. 37,0

00

squa

re m

eters)

will

be af

fected

, from

whic

h 20

(7,00

0 squ

are m

eters)

will

be ab

ove t

he

unde

rgro

und t

unne

ls �

Abou

t 30 (

app.

11,00

0 squ

are m

eters)

co

mmer

cial a

nd en

terpr

ise pr

oper

ties w

ill be

affec

ted, fr

om w

hich a

roun

d 5 (a

pp.

2,000

squa

re m

eters)

will

be ab

ove t

he

unde

rgro

und t

unne

ls �

App.

34 ha

of la

nd w

ith re

gister

ed an

d re

cogn

ized l

egal

titles

� Ap

p. 14

6 ha o

f land

with

out le

gal ti

tles

Land

acqu

isitio

n �

Appr

oxim

ately

312.6

ha of

land

mus

t be

acqu

ired f

or th

e pro

ject (

addit

ional

app.

21.4

ha of

land

is ab

ove u

nder

grou

nd tu

nnel)

� Ap

prox

imate

ly 20

7.55 h

a of la

nd m

ust b

e ac

quire

d for

the p

rojec

t (ad

dition

al ap

p. 19

.45 ha

of la

nd is

abov

e und

ergr

ound

tun

nel).

� Ap

prox

imate

ly 18

0 ha o

f land

mus

t be

acqu

ired f

or th

e pro

ject (

addit

ional

app.

8 ha

of la

nd is

abov

e und

ergr

ound

tunn

els)

Socia

l netw

orks

�

Socia

l netw

ork d

isrup

tion i

s anti

cipate

d in 4

se

ttleme

nts w

ith 7

area

s (inc

luding

one a

rea

with

unde

rgro

und t

unne

l)

� So

cial n

etwor

k disr

uptio

n is a

nticip

ated i

n 5

settle

ments

with

6 ar

eas (

includ

ing on

e are

a wi

th un

derg

roun

d tun

nel)

� So

cial n

etwor

k disr

uptio

n is a

nticip

ated i

n 5 s

ettlem

ents

with

8 are

as (in

cludin

g one

ar

ea w

ith un

derg

roun

d tun

nel)


39

Important issues, which are identical for all discussed alternatives (except for “Zero” alternative):

� Hydrology:

o Possibility of blocking dry ravines.

� Soils:

o The complex relief and mechanical features of soils lead to the development of active erosion processes. In the case of slope cutting the development of erosion processes is a threat.

o Loss of fertile topsoil within an at least 30 m wide corridor along the railway. Georgian legislation prohibits any activity connected with the removal of the dividing layer of soils without its stocking and conservation.

� Vegetation cover:

o Destruction of the greenery (forest, shrubbery) within the railway RoW. o Deterioration of the structure of the vegetation on adjacent territories.

� Protected landscapes/habitats:

o Certain sections of the three considered options (Central, Central - 18 0/00 and North - 180/00) go through the sites of secondary cuscus grass, cuscus grass forb and thorn meadows. They also go through river food plains (Lochini) where species (long-stalk oak, pistachio-tree, hackberry, Georgian iris, etc.) protected by Law can be found.

� Noise and vibration:

o Considerable increase in noise levels near the new railway, especially relevant within the settlement areas.

� Chemical pollution.

o Risk of chemical pollution during construction, operation and possible accidents. From the point of view of pollution with chemical substances the most sensitive locations are the following settlements and their surroundings: Zahesi, Avchala, Gldani, Didi Lilo, Parata Lilo, Gamarjveba.


40

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 from the east. 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 2.4-4. Comparative costs for the different alternatives

No Alternative Sub-alternative Point of Departure Point of Destination

Cost mln Euros

(exclusive VAT)

1 Alternative I _ Didube Station Navtlughi Station No cost estimation

2 Alternative II _ Karsani Station (proposed) Gachiani Station 686

III-1 Karsani Station (proposed) Gachiani Station 346



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, III-3 and IV-1) (Table 2.4-5). Table 2.4-5. 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 Ruling gradient 2 Ruling gradient

From East to West 0/00 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


41

Alternatives No Indicators of alternatives Dimension Option III-

1 Option III-

3 Option IV-1

9 Standard weight of the train: from /to t 3300/4000 3300/4000 3300/4000

10 Type of Locomotive �!-10, �!-11

�!-10, �!-11 �!-10, �!-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

Artificial Structures Average and big size bridges

each/km 7/2.155 8/1.711

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

Abutments Abutments m3 33,750 33,750

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

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

17 Cost of construction (estimation) Cost of construction (estimation)

mln Euro 296.9 346.225

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 Railway Bypass 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 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 2.4-6).


42

Table 2.4-6. 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 DimensionsOption 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 6 Volume of Earthworks

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

7 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 (3,300 tons in odd, 4,000 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.


43

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 double rail-track (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;

� Construction of an intermediary station Kvirike.

At stage II: (likely, future prospects)

� Construction of Lilo I as the junction station. Departure from Lilo 1 towards Telavi via single rail-track and departure towards Gachiani via a double rail-track.

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 allowable limits. Results of noise measurement in the radius of central railway station during day and night exceeds allowable level by 5-20 dB(A). This means that in particular cases, the level of noise exceeds allowable 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.


44

� 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. Urban development surrounds a number of the rail terminals, sidings and yards, many of which are now either obsolete or derelict. There are plots of land in the city centre located along the railway and around the central station which are in possession of Georgian Railway and have potential for urban development. 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. The main provision of the concept of Tbilisi Prospective Development adopted in 2005 which would be considered in the new Tbilisi Prospective Development Master Plan was relocation of the economic activities (warehousing, marshalling, maintenance, etc.) of the railway from the central part of the city. Proposal also anticipated creation of high level social-business area near Didube and Navtlughi railway sections. The concept particularly mentions the following4:

� 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 large and partially useless economic area with almost empty 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 divided urban planning area.”

� Constructions of a railway bypass, which means relocation of 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 modern 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. At the same this space will 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 route 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

4 The Concept of Tbilisi Prospective Development Master Plan. 2005.


45

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 the cost of its development considerably.

� 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 a part of the Bypass Project but Georgian Railway LLC will cooperate with the Tbilisi Municipality for implementation of this project.

According to the new Tbilisi Prospective Development Master Plan5:

� 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-Erzerum direction as well as development of the second axis of the capital. With these trends in mind, relocation of transit railway mainline from 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:

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

b) Use of the territory from Didube to Central Station (approx. 150.0 ha) released after relocation of the railway economic functions from the city for construction of multifunctional urban centre.

Thus, implementation of the Tbilisi railway bypass project is one of the main preconditions for development of the city. Therefore, the planned activity has no alternative. Non-implementation of the project would contradict to the Tbilisi Prospective Development Master Plan.

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


46

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 program 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. 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

fifth 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

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


47

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

� there will be no more passenger through-traffic in the urban area of Tbilisi; Tbilisi Central Station will lose its present function.

� 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;

� growth of recreational traffic to the suburban zone. 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. 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

fifth year of operation 2,632 1,824 70 808 30

tenth year of operation 3,643 2,564 70 1,079 30


48

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 The present and future traffic (passenger and freight) volumes for the Tbilisi Railway Bypass are presented in the Table 2.5-5.

TB

ILIS

I RA

ILW

AY

BYP

AS

S P

RO

JEC

T E

NV

IRO

NM

EN

TAL

AN

D S

OC

IAL

IMP

AC

T A

SS

ES

SM

EN

T (E

SIA

)

49

Tabl

e 2.

5-5.

N

umbe

r of t

rain

s an

d pr

ogno

sis

for 2

007

- 201

7

Pres

ent

Plan

ned

2007

20

08

2009

Q1-

Q26

2010

20

11

2012

20

13

2014

20

15

2016

20

17

Trai

n Ty

pe

day

nigh

t da

y ni

ght

day

nigh

t da

y ni

ght

day

nigh

t da

y ni

ght

day

nigh

t da

y ni

ght

day

nigh

t da

y ni

ght

day

nigh

t

Pass

enge

r

Sub

urba

n 73

00

- 79

57

- 43

37

- 83

55

- 87

73

- 92

11

- 96

72

- 10

155

- 10

663

- 11

196

- 11

756

-

EM

U

1314

0 80

30

1432

3 87

53

7806

47

70

1503

9 91

90

1579

1 96

50

1658

0 10

132

1740

9 10

639

1828

0 11

171

1919

4 11

729

2015

3 12

316

2116

1 12

932

Inte

rnat

iona

l -

1460

-

1591

-

867

- 16

71

- 17

55

- 18

42

- 19

34

- 20

31

- 21

33

- 22

39

- 23

51

Frei

ght

Oil

Mix

ed

4380

87

60

4774

95

48

2602

52

04

5204

10

408

5672

11

344

6183

12

365

6739

13

478

7346

14

691

8007

16

014

8727

17

455

9513

19

026

Tota

l: 24

,820

18

,250

27

,054

19

,893

14

,744

10

,842

28

,597

21

,269

30

,235

22

,749

31

,974

24

,340

33

,820

26

,052

35

,781

27

,893

37

,864

29

,876

40

,077

32

,010

42

,430

34

,309

Ann

ual

tota

l: 43

,070

46

,946

25

,586

49

,867

52

,984

56

,314

59

,872

63

,674

67

,739

72

,087

76

,739

6 Onl

y I a

nd II

qua

rters

of 2

009.


50

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 Perspective 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 railway bypass 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. Project cost “Georgian Railway” LLC is presently estimating the total cost of the Project at around 290 million Euro, not including VAT. The cost of construction of the proposed railway infrastructure and railway bypass is given in Euro and is calculated according to costs as of the 2nd quarter of 2009.


51

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).


52

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): Environmental protection:

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

� Law on Environmental Permits (2007);

� Law on Ecological Expertise (2007). Conservation of natural resources:

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

� Law on Natural Resources (1996);

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

� Law on Regulation of Forest Use (1998);

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

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

� Forest Code (1999). Conservation of nature and biodiversity:

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

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

� Law on Biological Reproduction (2006). Environmental security:

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

� Law on Pesticides and Agrochemicals (1998);

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

� Law on Sanitary Protection Zones and Resort Areas (1998); Protected areas:

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

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

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

� Law on Tbilisi National Park (2007).


53

Various:

� Law on Tourism and Recreation (1997);

� Law on Licensing Design-Construction Activities (1999);

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

� Law on Licenses and Permits (2005). 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. According to the Decree # 30 of the Ministry of Environment Protection and Natural Resources made on September 1, 2009 (amending the Orders # 9 of March 9, 2009 and #729 of November 7, 2008) the protection regime has been changed in certain part of the visitor’s zone of the Tbilisi National Park and this area has designated as a traditional use zone. 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 on Regulation and Engineering Protection of Coastlines and Riverbanks; and

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


54

“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 Affairs 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 Article 5 of the Decree #204/N dated September 18, 2009 of the Minster of Labour, Health and Social Affairs (amending the Decree No. 297/N dated August 16, 2001 of the Minster of Labour, Health and Social Affairs on “Approval of Standards of Environmental Quality”): “In exceptional case, considering concrete ecological situation the territorial boundaries of the Second Sanitary Zone can be changed in the sanitary protection zone project in accordance with the relevant rules”. 3.2.4 Legislation on Land Use and Labour Detailed information about land use legislation is provided in the Resettlement Framework (RF) (see Appendix D – Resettlement Framework). 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. 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.


55

� 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 in printed media, the developer is responsible for presenting the EIS its hard and soft copies) to the Ministry of Environment Protection and Natural Resources.

� 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 proposed activity.

� The developer shall invite in writing the preventatives from relevant local and national administrative bodies.

� The public hearing shall be organized in the centre of that local administrative unit where the proposed activity is planned to be implemented.

� According to the Article 7 of the Law on Environmental Permits the developer shall prepare the minutes of the public hearing within 5 days after the date 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 makes 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.

� 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.


56

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

Figure 3.2-1. Procedure of Issuing an Environmental Permit


57

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 Affairs 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 the Decree 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) of harmful substances 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 of Labour, Health and Social Affairs (No.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. Georgian Admissible Equivalent and Maximum Sound Levels, 2001

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

Table 3.2-3. Georgian General Admissible Vibration Values in Residential Houses,

Hospitals and Rest Houses, Sanitary Norms 2001

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


58

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 maximum admissible concentrations of various substances and elements is soils are given in the Table 3.2-4. Table 3.2-4. Maximum admissible concentrations of various substances and elements is

soils

Component Unit Level

Arsenic mg/kg 2-10

Copper mg/kg 3

Mercury mg/kg 2.1

Nickel mg/kg 4

Lead mg/kg 32

Zinc mg/kg 23

Compound Hydrocarbons mg/kg 0.1

Phenol (Compound) mg/kg -

Cyanide mg/kg -

Sulphate mg/kg -

Chloride mg/kg -

Ammonium Nitrogen mg/kg -

Evaporable Organic Compounds

Benzoyl mg/kg 0.3

Toluol mg/kg 0.3

Ethylbenzene mg/kg -

Compound Xylene (ortho-, meta-, para -) mg/kg 0.3

Semi-Evaporable Compounds

Benzoapiren mg/kg 0.02

Izopropilen-benzol mg/kg 0.5

Pesticides

Atrazin mg/kg 0.5

Linden mg/kg 0.1

DDT (and its metabolite) mg/kg 0.1


59

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

Component Unit Level

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 -

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


60

3.2.7 National Strategies and Plans The creation of a National Biodiversity Strategy and Action Plan (NBSAP) is required by the Convention on Biodiversity. The objective of this strategy is to protect biodiversity, 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. 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 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.


61

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: Table 3.4-1. Requirements of EBRD Environmental and Social Policy (2008)

Requirements of EBRD Environmental and Social Policy (2008)

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

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 Categorization EBRD categorizes 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 categorization, cannot readily be identified or assessed and which require a formalized 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 m 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 km or more in continuous length.”


62

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 Information, Public Participation in Decision-making and

Access to Justice in Environmental Matters.

TB

ILIS

I RA

ILW

AY

BYP

AS

S P

RO

JEC

T E

NV

IRO

NM

EN

TAL

AN

D S

OC

IAL

IMP

AC

T A

SS

ES

SM

EN

T (E

SIA

)

63

3.6

Gap

Ana

lysi

s –

Req

uire

men

ts o

f EB

RD

’s E

nviro

nmen

tal a

nd S

ocia

l Pol

icy

and

Geo

rgia

n Le

gisl

atio

n Ta

ble

3.6-

1.

Gap

Ana

lysi

s –

Req

uire

men

ts o

f EB

RD

’s E

nviro

nmen

tal a

nd S

ocia

l Pol

icy

and

Geo

rgia

n Le

gisl

atio

n IS

SUES

R

EQU

IREM

ENTS

OF

EBR

D’S

EN

VIR

ON

MEN

TAL

AN

D S

OC

IAL

POLI

CY

REQ

UIR

EMEN

TS O

F G

EOR

GIA

N L

EGIS

LATI

ON

R

EMA

RK

S

Envir

onme

ntal a

nd

Socia

l impa

ct �

Preli

mina

ry as

sess

ment

of ex

pecte

d soc

ial an

d en

viron

menta

l impa

ct (P

R 1,

items

2-5)

.

� La

w of

Geor

gia on

Env

ironm

ent Im

pact

Licen

sing,

artic

le 3,

claus

e (d)

: “En

viron

menta

l impa

ct as

sess

ment

is a s

tudy a

nd

rese

arch

proc

edur

e with

the p

urpo

se of

prote

cting

selec

ted

comp

onen

ts of

envir

onme

ntal, h

uman

, land

scap

e and

cultu

ral

herita

ge”

� Th

e Geo

rgian

legis

lation

regu

lates

the s

creen

ing st

age

by th

e list

of ac

tivitie

s sub

ject to

EIA

�

No sp

ecific

regu

lation

in G

eorg

ia for

Pre

limina

ry sc

oping

� No

spec

ific re

gulat

ion in

Geo

rgia

for P

ost-p

rojec

t mon

itorin

g

Labo

ur R

elatio

ns

� Es

tablis

h and

main

tain a

soun

d wor

ker-m

anag

emen

t re

lation

ship

base

d on l

abou

r con

tracts

, exis

ting l

egisl

ation

an

d ILO

Con

venti

on. M

ore s

pecif

ically

, atte

ntion

shou

ld be

pa

id to:

docu

menti

ng la

bour

relat

ionsh

ips; c

hild l

abou

r ab

olitio

n; for

ced l

abou

r abo

lition

; pro

hibitio

n of

discri

mina

tion;

freed

om of

crea

tion o

f pro

fessio

nal la

bour

un

ions;

enab

ling s

afe w

orkin

g con

dition

s; pr

ovidi

ng a

griev

ance

mec

hanis

m fro

m the

time o

f emp

loyme

nt to

raise

re

ason

able

workp

lace c

once

rns a

nd en

able

timely

revie

w of

such

conc

erns

thro

ugh a

dmini

strati

ve m

echa

nisms

and

guar

antee

s (PR

2, ite

ms 1,

5-11

, 18)

� La

bour

Cod

e of G

eorg

ia �

The L

abou

r Cod

e of G

eorg

ian re

gulat

es th

e majo

rity of

issu

es

addr

esse

d by t

he E

BRD

Envir

onme

ntal a

nd S

ocial

Poli

cy,

howe

ver t

he re

levan

t reg

ulatio

ns sh

all be

furth

er im

prov

ed an

d de

velop

ed.

Pollu

tion P

reve

ntion

an

d Aba

temen

t

� Me

asur

es sh

ould

be ta

ken t

o pre

vent

or ab

ate po

llutio

n of

comm

unitie

s and

envir

onme

nt (P

R 3,

item

1)

� EB

RD is

comm

itted t

o sup

portin

g: the

prec

autio

nary

princ

iple;

the pr

even

tion p

rincip

le; th

e prin

ciple

that

envir

onme

ntal d

amag

e sho

uld as

a pr

iority

be re

ctifie

d at

sour

ce; a

nd th

e poll

uter p

ays p

rincip

le (P

R 3,

item

2).

� La

w of

Geor

gia on

Env

ironm

ent P

rotec

tion,

Artic

le 5,

claus

e 2,

gene

ral p

rincip

les of

envir

onme

nt pr

otecti

on:

- Ri

sk ab

ateme

nt pr

incipl

e; -

Susta

inabil

ity pr

incipl

e; -

Prior

itizing

princ

iple;

- Pa

id us

e of n

atura

l reso

urce

s;

- Th

e poll

uter p

ays p

rincip

le;

- Su

staina

bility

of bi

odive

rsity;

-

waste

abate

ment,

recy

cling

, res

titutio

n;

- en

viron

ment

impa

ct as

sess

ment;

-

publi

c par

ticipa

tion i

n dec

ision

-mak

ing;

- ac

cess

to in

forma

tion.

� Ge

orgia

n leg

islati

on on

Was

te Ma

nage

ment

is ma

inly i

n dra

ft for

m.

� Th

e only

legis

lative

act, w

hich h

as le

gal fo

rce, is

the “

Law

of Ge

orgia

on T

rans

it and

Impo

rt of

Was

tes in

the T

errito

ry of

Geor

gia”.

� Th

e foll

owing

decre

es of

the M

inistr

y of L

abou

r, He

alth a

nd

Socia

l Affa

irs of

Geo

rgia

defin

e the

was

te ma

nage

ment

rules

: -

Decre

e on “

Appr

oval

of ar

rang

emen

t of la

ndfill

s for

dis

posa

l of s

olid h

ouse

hold

waste

s and

adop

tion o

f sa

nitar

y rule

s and

norm

s” ( 2

003)

and

- De

cree o

n “Ap

prov

al of

the ru

les of

colle

ction

, stor

age a

nd

neutr

aliza

tion o

f the w

astes

of m

edica

l insti

tution

s” (2

001)

.

Comm

unity

Hea

lth,

Safet

y and

Sec

urity

�

To av

oid or

mini

mize

risks

and i

mpac

ts on

the h

ealth

and

safet

y of th

e loc

al co

mmun

ity du

ring t

he pr

oject

(PR

4, ite

m �

Law

of Ge

orgia

on E

nviro

nmen

t Pro

tectio

n -

Artic

le 3,

claus

e 2, s

ub-cl

ause

(a) -

“pro

tect a

nd m

aintai

n �

No m

ajor g

aps a

re id

entifi

ed

TB

ILIS

I RA

ILW

AY

BYP

AS

S P

RO

JEC

T E

NV

IRO

NM

EN

TAL

AN

D S

OC

IAL

IMP

AC

T A

SS

ES

SM

EN

T (E

SIA

)

64

ISSU

ES

REQ

UIR

EMEN

TS O

F EB

RD

’S

ENVI

RO

NM

ENTA

L A

ND

SO

CIA

L PO

LIC

Y R

EQU

IREM

ENTS

OF

GEO

RG

IAN

LEG

ISLA

TIO

N

REM

AR

KS

4)

healt

hy an

d safe

envir

onme

nt for

huma

n hea

lth.”

- Ar

ticle

6, cla

use (

a) –

“a ci

tizen

has t

he rig

ht to

live i

n a

safe

and h

ealth

y env

ironm

ent.”

Biod

iversi

ty co

nser

vatio

n and

Su

staina

ble

Mana

geme

nt of

Living

Na

tural

Reso

urce

s

� To

prote

ct an

d con

serve

biod

iversi

ty;

� To

avoid

, mini

mize

and m

itigate

impa

cts on

biod

iversi

ty, so

-ca

lled n

o net-

loss c

ompe

nsati

on (P

R 6,

item

3)

� La

w of

Geor

gia on

Env

ironm

ent P

rotec

tion,

Artic

le 5,

claus

e 2

lists

the fo

llowi

ng pr

incipl

es:

- ris

k aba

temen

t -

susta

inabil

ity

- po

lluter

pays

-

susta

ining

bio-

diver

sity

- mi

nimizi

ng w

aste

- re

stitut

ion

� Th

e Geo

rgian

legis

lation

does

not c

onsid

er so

-calle

d net-

loss

comp

ensa

tion a

ppro

ach f

or en

viron

menta

l impa

cts

Indige

nous

Peo

ples

� EB

RD’s

Envir

onme

ntal a

nd S

ocial

Poli

cy co

nside

rs Ind

igeno

us P

eople

s as a

grou

p of in

dividu

als pu

rsuing

triba

l liv

es, a

re en

gage

d in a

gricu

lture

prod

uctio

n, ha

ve th

eir ow

n cri

teria

and w

ay of

living

. The

y are

radic

ally d

iffere

nt wi

th na

tiona

l, reli

gious

back

grou

nds a

s well

as w

ith di

ffere

nt ha

bits (

PR 7,

item

1).

�

The G

eorg

ian le

gislat

ion do

es no

t con

sider

and t

here

fore d

oes

nor r

egula

te su

ch gr

oups

Cultu

ral H

erita

ge

� Th

e clie

nt is

oblig

ed to

supp

ort p

rotec

tion a

nd to

prote

ct cu

ltura

l her

itage

from

adve

rse im

pacts

of pr

oject

activ

ities

(PR

8, ite

m 4)

. �

Law

of Ge

orgia

on C

ultur

al He

ritage

requ

ires p

rotec

tion o

f cu

ltura

l her

itage

from

harm

ful im

pact

of co

nstru

ction

� No

majo

r gap

s are

iden

tified

�

Geor

gia is

a pa

rty to

the E

urop

ean A

rchae

ologic

al He

ritage

Co

nven

tion a

nd P

aris

Conv

entio

n on P

rotec

tion o

f the W

orld

Cultu

re an

d Natu

re H

erita

ge

Infor

matio

n Disc

losur

e an

d Stak

ehold

er

Enga

geme

nt �

EBRD

shall

mak

e the

ESI

A re

port

for pu

blic s

ector

proje

cts

publi

cly av

ailab

le for

120 d

ays (

PR 10

, item

18)

� La

w of

Geor

gia on

Env

ironm

ent Im

pact

Licen

sing,

Artic

le 6,

claus

e 4

� Pu

blic c

omme

nts an

d sug

gesti

ons s

hould

be re

viewe

d with

in 45

days

of pu

blish

ing th

e ann

ounc

emen

t of th

e pro

pose

d pr

oject;

� Pu

blic h

earin

gs sh

ould

be he

ld no

t ear

lier t

han 5

0 and

no la

ter

than 6

0 day

s afte

r mak

ing an

anno

unce

ment

� EB

RD’s

Socia

l and

Env

ironm

ental

Poli

cy (P

R 10

) and

Pub

lic

Infor

matio

n Poli

cy (3

.4.1)

prov

ide lo

nger

term

s for

holdi

ng

publi

c con

sulta

tions

.

� No

spec

ific re

quire

ment

in Ge

orgia

for p

ublic

cons

ultati

on at

pr

oject

scop

ing st

age.

� Ge

orgia

n leg

islati

on do

es no

t spe

cify t

he m

echa

nism

of pu

blic

involv

emen

t in E

IA pr

oces

s

� Aa

rhus

Con

venti

on is

ratifi

ed in

Geo

rgia


65

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. The Ministry of Justice was 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 public7) 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)8 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. 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)9 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.

7 Since no decision on the final routing had been made at that stage, it was decided not to contact them and avoid disturbing them. 8 CENN electronic network has more that 16,000 subscribers. 9 CENN electronic network has more that 16,000 subscribers.


66

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). Since September 12, 2009 the project related articles have been published in the following lead newspapers: Alia, Rezonansi, Sakartvelos Respublika, 24 Saati, Asaval-Dasavali, Kviris Palitra, Chronica, Interpresnews. All published articles are available in the Appendix M. TV coverage From July 16, 2009 information on the planned project was broadcasted in the following TV channels: Rustavi2, Georgian Public Broadcasting, Imedi, Kavkasia. Information of broadcasted TV programmes is available in Annex M. 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 is aired through the following TV channels: Imedi, Rustavi since 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


67

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 area10 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. The special emphasis should be made on consultations with the Ministry of Environment Protection and Natural Resources of Georgia. Due to its importance out of these meetings separately should be mentioned consultation meeting with the Agency of Protected Areas that was held on September 22, 2009. The main issue that was discussed during the meeting was application procedure for designating the territories crossing the Traditional Use Zone of the Tbilisi National Park as special purpose category areas where the utilization of the Tbilisi National Park’s forest fund is justified. 4.1.6 Consultations with Patriarchate

Since the territory owned by the Georgian Patriarchate is located near the design railway, Georgian Railway conducted consultations with the Patriarchate. 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 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 the 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. 10 According to the initial railway route developed within the framework of the project construction of the railway depots was planned at some distance from the former atomic reactor still undergoing decommissioning located in Karsani. On the basis of consultations held with the stakeholders the project has been changed and the freight station will not be constructed at this location, see Chapter 8 - Response on comments and changes introduced to the Project.


68

4.1.7 Consultations with the Population Living along the Tbilisi Railway Bypass and in Surroundings of the Central Station

Since no decision on the final routing has been made yet and certain changes may be introduced in the Project, no formal consultations with the populations were conducted to avoid their disturbance. However at the stage of EIA report during field visits the consultants have had information meetings and consultations with the active groups of the population. They have been provided with the information about the project (about the availability of a Project Brochure, Comments & Suggestions Boxes) and the opportunity to express their views/comments. 4.1.8 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. 4.1.9 Comments & Suggestions Boxes Comments & Suggestions Boxes labeled 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. 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, Georgian Railway and the Aarhus Centre. Georgian Railway appointed a special person responsible for the collection of complaints forms from the boxes; this person checks all five (5) boxes and collects the forms on a weekly basis. Till the end of September about 30 comments were received. Mainly these comments are provided by the residents of Avchala and Lilo settlements, Village Gldani and from those who have the plots near the Tbilisi Sea. The people mainly raised the questions concerning the compensation issues and the possible land price. Should be noted that about 450-500 Comments & Suggestions Forms were taken from Comments & Suggestions Boxes thus it is most likely the number of comments from the public will be increased at the later stages of the project implementation. 4.1.10 Publishing Project Information Online Project related information (project brochure, scoping report, comments and grievance form) was posted on the following web sites:

� The Georgian railway o in Georgian:

www.railway.ge/index.php?option=com_content&view=category&layout=blog&id=47&Itemid=120&lang=ka


69

o in English www.railway.ge/index.php?option=com_content&view=category&layout=blog&id=47&Itemid=120&lang=en

� 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

4.1.11 Hot Line In addition, on August Georgian Railway launched a hot line (Tel.: 56 54 90) through which stakeholders could raise their concerns. All incoming calls are registered and taped. Till the end of September about 80-90 calls were registered. Mainly residents of Avchala and Lilo settlements, Village Gldani were calling; also those who have the plots near the Tbilisi Sea. The people mainly are concerned with the issue if the new railway route is crossing their plots or the houses / properties. Also they are interested in the compensation price of 1m2 land. In addition they are interested in where will be the passengers train stations and what is the planned to develop on the place of current central station. 4.2 Public Discussions On October 8, 2009 the Georgian Railway made an advertisement on public hearings of ESIA in the newspapers (24 Saati (24 Hours) - to reach high level stakeholders) and Kviris Palitra - to reach general public that read this newspaper). Starting from this date the public / stakeholders were given 45 day period for submitting written comments / recommendations to the Georgian Railway on the ESIA report. After receiving written comments from the public within the 45 days the Georgian Railway arranged public hearings with stakeholders. The public hearings were arranged in three target municipalities – Didube-Chugureti, Gldani-Nadzaladevi and Isani-Samgori and one for statutory stakeholders at the national level and NGO representatives. Along with the representatives of Georgian Railway all four public hearing was attended by the group of specialists involved in development of ESIA report. After presentation of the project and ESIA the meetings were carried out in the form of questions and answers. On November 30, 2009 a public discussion of the Tbilisi Bypass Railway Project ESIA with the target settlements of the Isani-Samgori municipality was organized in the building of the Isani-Samgori municipality. The meeting was attended by more than 1000 stakeholders/local population. The representative of Georgian Railway explained the attendees that within the boundaries of this municipality the project would not intersect with residential houses. The construction would mainly affect the agricultural lands. The population expressed the interest toward the procedures of land acquisition for construction purposes. They were informed that at the process of identification/registration of immovable assets was underway and Georgian Railway would hire an evaluation company to assess the likely affected property and on the basis of obtained results the relevant offers would be processed and negotiations with the owners of land parcels started. At the end of the meeting the representative of the company “Geographic” which is directly involved in the land registration process presented the visual materials of land survey. He said that the result of land survey revealed certain cases of incorrect registration of land parcels and recommended to improve these shortcomings. Afterwards he listed the names of all land owners land parcels of which were located within the buffer zone and those who required correction of their property registration in Public Register. He also specified all problems which might be raised as a result of incorrect registration of immovable property.

90

30

20

80

50

0

60

110

70

100

170

160

270

140130

120

180

190

200

210

220

230

240

250

260

150

10

290

40

280

300

310

320

330

340

350

360

370

380

Map

15.

Pub

lic H

earin

g Ve

nues

Gld

ani-N

adza

lade

viDi

stric

t

Isan

i-Sam

gori

Dist

rict

Didu

be-C

hugu

reti

Dist

rict

Old

Tbi

lisi

Dist

rict

Nov

embe

r 30

, 2 p

m,

Isan

i-Sam

gori

Mun

icip

ality

Bui

ldin

g(M

osco

w A

v. 1

4)

Des

embe

r 1,

2 p

m,

Did

ube-

Chu

gure

ti M

unic

ipal

ity B

uild

ing

(Dav

id A

gmas

hene

beli

Av. 1

40)

Dec

embe

r 2,

2 p

m,

Gld

ani-N

adza

lade

vi M

unic

ipal

ity B

uild

ing

(Sar

ajis

hvili

Str.

1)

Dec

embe

r 3,

11

am,

"Geo

rgia

n R

ailw

ay"

LLC

Adm

inis

trat

ion

Bui

ldin

g(T

amar

Mep

e St

r. 15

0)

WG

S 19

84 U

TM Z

one

38N

²

Gld

ani

Muk

hian

i cou

ntry

cotta

ge s

ettle

men

t

Pata

ra L

ilo

Sam

gori

Lilo

Gld

anul

a

Avch

ala

Isan

i-Sam

gori

Dist

rict

Zahe

si

Zem

oAv

chal

a

Gld

ani c

ount

ryco

ttage

set

tlem

ent

Didi

Lilo

1 ce

ntim

eter

= 7

00 m

eter

s


70

Public discussion with the population of the Didube-Chugureti municipality was held on December 1, 200911. The representative of Georgian Railway explained the attendees that the population of this municipality would not be subject of displacement, since only dismantling of the existing tracks would take place on its territory within 6 months after completion of the construction of the Tbilisi Bypass Railway. The population of the Didube-Chugureti municipality was mainly concerned whether the dismantling operation would damage their property and what measures would ne undertaken by Georgian Railway in case of such damage. On December 2 a public hearing with the population of the Gldani-Nadzaladevi municipality was organized in the building of the municipality. During the meeting the representative of Georgia Railway talked about main procedures of land and immovable property acquisition. Mr. Vazha Beselia, resident of Avchala commented on project. In particular, he spoke about possible negative impact of the project on Avchala settlement. The local population was mainly interested in procedures of land acquisition and technical measures for mitigating impacts of noise, dust and other negative impacts. After presentation and discussions the representative of the company “Geographic” presented the visual materials of land survey. Below is given a summary of main concerns raised by the affected population:

� Procedures and time-table of acquisition of immovable property (agricultural land plots, residential houses);

� Technical measures for mitigating impacts of noise, dust and other negative impacts. On December 3, 2009 a consultation meeting with the specialists, representatives of governmental structures, private sector and non-governmental organizations was organized in the administrative building of Georgian Railway. This meeting was an additional meeting which was not considered by the legislation and was designed for the above listed groups for the purpose of receiving/ discussion of their professional comments and suggestions. In the beginning of the meeting the representative of Georgian Railway proposed to carry out the meeting in the format of questions and answers and avoid standard presentations since the majority of the meeting participants had attended the previous meetings. The following issues were discussed during the meeting:

� Earth fill in Zemo Avchala settlement; � Crossing of the Tbilisi National Park by the Tbilisi Bypass Railway; � Mitigation/protection measures developed for Kvirikobiskhevi and Tbilisi Sea.

Detailed information on public discussions is given in Appendix I (Minutes of Public Discussions). 4.3 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 railway depot was planned;

2. The storage of radioactive and other dangerous substances located in the project influence area controlled by the National Security Council.

3. Existence of diseased cattle burials in the project area of influence, the necessity of carrying out veterinary-sanitary researches before commencement of construction works and implementation of epizootological-environmental monitoring during construction process;

4. Existence of Gldani and Norio dumpsites;

11 The meeting was organized in the administrative building of Georgian Railway due to absence of relevant premises in the building of the municipality.


71

5. The written comment received from the Georgian Water and Power LLC is noteworthy. Georgian Water and Power LLC considers that the proposed route poses a threat to Tbilisi water supply system, since in case of even small scale spill of oils products on soils and their penetration into subsoil there is a risk of pollution of the Tbilisi Water Reservoir;

6. The necessity of implementation of research and archaeological works on 13 sites from 16 (except cemeteries) revealed as a result of preliminary survey is stressed in the written comment received form the Ministry of Culture, Monuments and Sports of Georgia;

7. The issue of safety of Zemo Avchala settlement (rather high earth fill on its territory);

8. Crossing of the Tbilisi National Park by the Tbilisi Bypass Railway;

9. Mitigation/protection measures developed for Kvirikobiskhevi and Tbilisi Sea. 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. The answers of Georgian Railway on comments and issues raised during the consultation process are discussed in Chapter 8 - Response to comments and changes introduced into the Project. 4.4 Further Engagement Process The Georgian Railway will continue constructive cooperation with the project stakeholder during the project construction and operation phases. At the given state the cooperation will be ensured through the established Grievance Mechanism. The Georgian Railway will appoint a special person - Liaison Officer who will be responsible for cooperation and relationship with the public. After the bypass goes into operation, Georgian Railway will continue constructive cooperation with the project stakeholders. The stakeholders will have opportunity to submit any grievances or comments they have to Georgian Railway, who shall respond according to the General Administrative Code of Georgia. According to the General Administrative Code of Georgia, the author of the complaint12 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 this 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.

12 In case the complaint was not anonymous


72

5.0 Baseline Environmental and Social Conditions 5.1 Environmental Baseline 5.1.1 Climate The climate of Tbilisi and its surroundings is moderately continental, with prevailing north-west and east winds determined by local mesorelief. Maximum wind speed may reach 30 m/sec 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 is 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/min 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. West and north-west winds prevail on the target territory during almost whole year. For details on climate of the target area refer to Appendix X. 5.1.2 Topography and Land Use The study of archaeological materials found in on the Samgori valley and the adjacent Tbilisi ravine (Martkopi, Lilo, Gldani, Didube, Nadzaladevi districts, etc.) shows 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, which according to the paleobotanical data (Kvavadze, 1999) had been represented by hemixerophilous and partially arid forest massifs and fragments of bluestem steppes underwent the gradual anthropogenic transformation. The process of anthropogenic transformation of the natural landscape was especially intensified after a large water reservoir “Tbilisi Sea” had been created to irrigate the lands of Samgori valley (1951). The majority of the natural Samgori landscape has been transformed into cultural-agricultural lands (settlement territories). At present, the fragments of heavily modified natural landscapes can be found at certain locations which are not attractive for development. Mainly the secondary natural landscapes merged with the cultural landscapes (arable land, gardens-vineyards, pastures, haylands, settlement territories, etc.) are found along the railway bypass The cultural and secondary natural landscapes along the railway bypass are spread in a following way:

� The western part of the railway bypass - starts approximately 0.8 km east of Mukhatgverdi village, from the crossing of the Mtkvari River and Zahesi derivation canal to the western section of the Naserali mountain ridge. The length is approximately 10 km. At this section, the projected railway runs on the low foothills of the Saguramo ridge, on the substrate built of sandstone and clays of the Tertiary period and covered by the layer of diluvium and dealluvial–proluvial macadam clays at certain locations. The majority of the railway track is inclined to the south. Inclination of the surface exceeds 10-15 degrees at some locations. This section of railway track mainly runs through the settlements – the northernmost part of Zahesi settlement, the northernmost part of Zhinvalhesi settlement and four dwelling quarters of Gldani village. The territories located along the western part of this section are within the zone dividing zone between the foothills of the southern slope of Saguramo ridge and the sloping valley of the intensively cultivated foothills. Within this zone, in conditions of hot and moderately humid subtropical climate, on the relief dissected by dry gullies covered with brown forest soil and humus-carbonate soil, a heavily degraded landscape comprised of hornbeam-oak and thorn (mixed shrubbery comprised of blackthorn, meadow sweet, hawthorn, cornel, etc.). The mentioned landscape is in immediate contact with the cultural landscape (settlement territories). It is remarkable that some species of the vegetation included in the Red Book (e.g. ulmus) is found within the farmlands.


73

� The central part of the railway bypass goes from the eastern section of the Naserali ridge to Patara Lilo village. 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 dissected by eroded ravines of small permanent and temporary rivers - Khevdzmara, Saaptrekhevi, Kvirikobiskhevi, Porakaantkhevi, Pshatiskhevi and others and dozens of dry ravines. The depth of erosion in the mentioned ravines and gullies varies from 2-3 meters to 10-15 meters. The majority of slopes of the ravines and gullies have mild contours and at some places they are of plateau type. At the major part of the central part of the railway bypass, in conditions of hot summer climate transitive from moderately warm steppe to moderately humid, the secondary mixed bluestem-motley grass and sibljak landscape is developed on the wavy plain. The bluestem-motley grass valley vegetation is formed from the blue grass, lucerne, variegated brome, chardon, clover, timothy, etc. The juniper valley in the form of the fragments of the summer green xerophilous and hemixerophilous shrubs and shrub forests developed as a result of destruction of forests is found mainly on the slopes of the ravines and gullies. The sibjak valley is formed from the blackthorn, buckthorn, meadow-sweet, hawthorn, almond bush, etc. Oak and hornbeam bush are also found. The areas formed from the thick cover of oak, hornbeam, elm and other broad-leaved species found along the Kvirikobiskhevi river bed and on adjacent slopes are remarkable.

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

approximately 8.5 km. At this section, the railway runs on the relatively flat plain inclined to the south, where the Upper Samgori irrigation canal, the Tetriskhevi river and several shallow dry ravines are located. From village Patara Lilo up to the crossing the Tetriskhevi river the railway section mainly runs of the territories covered with thorny shrubbery. Only about 1 km long section from Didi Vake foothills (711.5) to the riverbed of the Tetriskhevi river is located on the lands under perennial plantations (mainly vineyards and vegetable gardens). The major part of the territories located eastward up to Samgori farm are covered by perennial plantations – the vineyards, fruit gardens and farmlands. The secondary forest-shrub and valley-shrub landscape are found in the form of narrow strips. The landscape around the eastern part of the railway bypass is comprised of separate fragments of heavily degraded forest-shrub and valley-shrub merged with the agricultural landscape.

� Two intrazonal aqualandscapes are located at 400-900 m southward from the railway bypass.

At the western section of the projected railway, eastward from the Gldani village the Gldani Great Lake (Didi Tba) is located (length – 850-900 m; width – 250-300 m). It is a salty water reservoir, fed mainly by precipitation and partially by groundwater. At some locations the banks of the lake are swamped and covered by the wetland vegetation (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; surface area - 38 km2; maximum depth – 45 m; water volume - 308 million m3) fed by Iori river water and the water channel built from the Zhinvali water reservoir. It is regulating the Samgori irrigation system and also is used for the water supply of Tbilisi. The northern and the south-western banks of the Tbilisi Sea are developed (the parks of dendrology, culture and rest, friendship, sport complexes are established, etc.). The other parts of the banks of the water reservoir are less developed and covered by the thorn bush valley landscapes.

Table 5.1.2-1. Land use at the new section of the Tbilisi Railway Bypass

� pk Land use type Location

1. pk 04+00 – 07+50 Farmlands Avchala settlement

2. pk 08+00 -11+65 Industrial zone / location of industrial facilities Avchala settlement


4. pk 14+00 – 17+50 Territory used by the local population for grazing Avchala settlement

5. pk 17+50 – 22+00 Industrial zone / location of industrial facilities Avchala settlement


74

� pk Land use type Location


7. pk 26+85 – 31+50 Industrial zone / location of industrial facilities Avchala settlement


9. pk 35+00 – 37+00 Territory used by the local population for grazing Gldani village

10. pk 62+35 – 67+40 Farmlands Gldani village

11. pk 67+40 – 94+00 Mixed agricultural lands / meadows Gldani village

12. pk 102+30 – 128+25 Meadows Mukhiani suburban area / Gldani suburban area

13. pk 140+45 – 144+30 Traditional use zone of the Tbilisi National Park Patara Lilo village

14. pk 144+30 – 179+57 Mixed agricultural lands / meadows Patara Lilo village

15. pk 179+57 – 181+32 Traditional use zone of the Tbilisi National Park Patara Lilo village

16. pk 181+32 – 190+70 Mixed agricultural lands / meadows Patara Lilo village

17. pk 190+70 – 195+60 Agricultural lands Patara Lilo village

18. pk 195+60 – 206+56 Meadows Patara Lilo village

19. pk 206+56 – 218+65 Agricultural lands Patara Lilo village

20. pk 218+65 – 230+55 Agricultural lands Territory adjacent to the former Varketili collective farm

21. pk 230+55 – 232+50 Mixed agricultural lands / meadows Orkhevi settlement

22. pk 232+50 – 235+50 Agricultural lands Orkhevi settlement



25. pk 245+60 – 286+00 Agricultural lands Lilo settlement

10 km long railway section to be rehabilitated under the Project starts from pk 286+00. On the both sides of this territory farmlands are located. See Appendix V – Map – Pickets of the Tbilisi Railway Bypass. 5.1.3 Geomorphology The territory considered for the Tbilisi railway bypass is included into the east inundation zone of the Trans-Caucasian intermountain area (Mtkvari intermountain depression) of the Kartli molassic sub zone according to the Georgian tectonic zonal scheme (Gamkrelidze, 2000). According to the Georgian geomorphologic division ("� � �� "��, 1971), the mentioned territory is included into the geomorphologic zone of mountain lowering. The most part of this territory includes the north-west section of the Iori (Gare Kakheti) highland (immediately set against Tbilisi) 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 to the West from the “Zahesi” settlement near Mukhadgverdi village. The relative difference between the heights of the railway lay down surface is equal to 270 m. The absolute height of the railway lay down surface at Mukhatgverdi


75

village is 430 m, at the right side (western) of Kvirikobiskhevi ravine (to the north of the Tbilisi Sea) is 700 m, and at the east-southernmost section (to the west of the Lochini river) is equal to 520 m. The southern foothill zone of Iveri mountain ridge and Saguramo mountain ridge located along the railway bypass are built of Tertiary clastic rocks – Oligocene, Lower Miocene arcosic sandstones, gypsum clays; middle Miocene and Sarmatian clays, sandstones, marl, late Meocene gypsum clays and sandstones. The major areas are covered by proluvium, diluvial-proluvial and alluvial sediments of the Quaternary period (loamy, leossial clays, macadam, pebbles). The foothill zone of the Saguramo mountain ridge located along the projected railway is characterized by hilly and low mountain erosion-denudation and dissected relief. Along the railway bypass the surface of the relief is inclined to the south and the south-west. The major part of the territories located along the railway is occupied by various structures (mainly dwelling houses). The morphographic elements of the Samgori wavy plain alongside the railway are represented by the hills of comparatively less relative height (Naserali mountain, Kvirikoba mountain, the southern slope of the Kashveti mountain, etc.) and the hills with the flat plateau type surfaces. The mentioned forms of the relief are characterized by slightly inclined and gullied slopes. Small flat bottomed accumulative depressions are found within the Samgori wavy plain. Among them the depression of the Gldani Great Lake (Didi Tba) located in the northern in the northern part of Gldani is notable. The territories located along the railway in the boundaries of the Samgori wavy plain are not populated. The railway crosses the Upper Samgori irrigation canal and several motor roads, connecting the Tbilisi-Telavi highway to villages Lilo, Patara Lilo and other settlements. It is remarkable that the railway bypass also crosses the Gldaniskhevi, Khevdzmara, Kvirikobiskhevi, Patarakhevi, Tetrikhevi ravines, the depth of erosion varies within 5-10 m. At a number of sections of the railway bypass – Zahesi – Gldaniskhevi river, Khevdzmara river – source of the Saaptrekhevi river – Kvirikobiskhevi river the inclination of the relief across the railway route in considerable, at certain location even exceeds 15-250. Cutting of the slopes built of breakable rocks will result in development of steep and in some cases vertical walls leading to intensification of water and wind erosion, rock sliding and stone falling processes Moreover, disruption of the natural dynamic process of relief development as a result of railway construction may lead to development of landslides at these locations. To avoid the above-mentioned processes appropriate engineering measures (concrete protecting walls, etc.) shall be implemented. 5.1.4 Geological conditions 5.1.4.1 History of Geological Development The oldest geological formations in the area of the railway bypass and the adjacent territories are the Lower Eocene sediments. The sea transgression that took place at Lower Eocene and coincided with the formation of the Adjara-Trialeti wrinkled system led to intense sedimentation of the coarse grained materials. The lithofacial character of the sediments of the early stage of Lower Eocene (Tbilisi layer) proves that rise of the underwater Amlevi-Teleti zone influenced the sediments greatly. During the Olygocene period the terigenic materials brought from the north from the south-north the accumulation were being accumulated in the area of the railway bypass and adjacent territories. The materials brought from the Adjara-Trialeti wrinkle system (from the south-north) were dominating. Existence of the tufogenic materials is recorded in the profile of the Oligocene sediments. This points out that strong volcanic processes were taking place at that time. In the Sakaraulo century the terigenic materials - terigen and graywackle sandstones were substituted by quartz–feldspar, which can be explained by the increase of the land area built of cristalline rocks (at the place of the Great Caucasus ridge). Decrease of the fragmented materials brought from the north and its enrichment by the Pelaocene and Eocene tufogenic rocks in the sediments of the Sakaraulo horizon can be observed southward from the Ormoiani syncline.


76

Along the southern wing of this syncline the sediments of the Sakaraulo horizon are mainly presented by the strong foliate layers of the quartz feldspar, and by clays - along its northern wing. The washing material of the effusion rocks prevails in the sandstone composition. In the beginning of the Kotsakhuri century (upper stage of Lower Miocene) mainly sedimentation of clays had been taking place within the study area; it means that the materials of washing out areas failed to reach the mentioned area. By the end of the Kotsakhuri century the folding and sea regression connected with the Chokraki pre-orophase had been started. As a result of the tectogenesis the important part of the south-west territory of the study area was freed from water. Accordingly the sand clays and the sand stones formed sediments in the upper part of the Kotsakhuri horizon. The regression started by the end of the Kotsakhuri period continued till the middle of the Chokraki and freed the arch part of the Norio–Khashmi anticline from water. As a result of the transgression started in the Upper Chokraki the land formed earlier had been covered by water only partially. During the Karaganal and Konkal centuries the sea basin did not undergo important changes. The accumulation of mainly clay-carbonate sediments had been taking place on the bottom of the sea basin. As a result of rise of the separate areas of the sea basin that took place by the end of the Konkal century the sea became shallow and the process of accumulation of coarse grained material (sand stones and micro conglomerates) started. The sediments accumulated during the Pliocene are found on the adjacent territories of the study area. On the background of the immersion of the bottom of the sea basin, mainly the accumulation of the conglomerates, sandstones and clay materials was taking place. After the Pliocene the sea finally left the territory of the study area. From Eocene to Pliocene the shrinking of folds influenced by the Georgian bed from the north and by the Artvin-Armenian bed from the south was taking place. As a result the folds of the northern periphery are inverted to the north – Georgian bed direction and the folds of the south periphery - to the south. The shrinking process was oriented from south to the east. A strong orophase that took place between the Pliocene and Post Pliocene led to the intense folding. Presumable, the meridian faults have been developed during this period. The tectonic movement continued in the Post-Pliocene (anthropogenic period) period and led to increased folding and development of faults. The sediments of the nonerosive river terraces indicate about the gradual rise of the folded system of the study area during the anthropogenic period. 5.1.4.2 Geological structure As mentioned above the oldest geological formations in the area of the railway bypass and the adjacent territories are the Lower Eocene sediments (Tbilisi Nummulity layer). The mentioned rocks are mainly found in the eastern part of the study area in the form of clays with sandstone sublayers. The average thickness of these sediments is 2,000 m. The Oligocene sediments are spread in the western and eastern parts of the study area. The Oligocene sediments are considered as the consisting part of the low molasses known under the name of Maikop layer. The arch part of Norio-Khashmi anticline neighboring the study area is formed by the sediments of this layer. The Oligocene sediments have latitudinal orientation. The angle of their inclination at certain location is almost vertical. The Oligocene sediments in the eastern part of the region are inverted to the south and covered with the Miocene sediments. The Oligocene is mainly represented in the form of green-grey medium and fine grained tufogenic sandstones and Maikopi clay layers, with the micro conglomerates and volcanic ash sublayers. Certain lithological changes of the rocks are observed. In the profile of the western part of the region the Oligocene is formed by coarse textured layer and coarse grained sandstones with micro conglomerate sublayers and lenses. In the profile of the eastern part of the region the clays are the most widespread. The average thickness of the Oligocene sediments in the study area is 500-600 meters. From the lithological point of view the sediments of Lower Miocene found on the territories located along the railroad can be divided into two parts: the upper or Maikop I layer (Kotsakhuri horizon) and lower or Maikop II layer (Sakaraulo horizon). The sediments of the Kotsakhuri horizon are mainly


77

represented by non-carbonate clays. The mentioned clays are developed in the western and central parts of the study area (these clays have a chocolate colour while exhausted, with yellow inserts of the jarosite, sometimes with siderite concretions and thin whitish sand and sandstone sublayers). The sediments of the Sakaraulo horizon within the study area are mainly represented by thick, light quartz feldspar sandstones with Maikop clay sublayers. The average thickness of the sediments of Lower Miocene (Kotsakhuri and Sakaraulo horizons) is 150 m. Within the layer of Lower Miocene sediments spread in the central part of the study area the Konka, Karagan and Chokraki horizons can be distinguished. Konka and Karagan horizons are mainly represented by even layers of clays and sandstones with sublayers built of rich limestone and marls of the fossilized fauna. In some cases these horizons can be hardly distinguished due to the small areas of exposed rocks. The substitution of thin layers of sandstones and clays is observed in the lower part of the Chokraki horizon. The upper part is formed by the layered sandstones with coloured clay sublayers. The sediments of the Quaternary period are found almost everywhere around the railway bypass. They are presented in the form of dealluvial–prolluvial, modern, old alluvial and lacustrine sediments. The dealluvial–prolluvial sediments are formed by clays, with the inclusions of unsorted and unprocessed macadam; the alluvial sediments are formed by pebbles with the inclusions of the cobble stone, sand-gravel aggregated and slightly cemented conglomerates. These sediments are spread in the riverbeds and on the flood-plain terraces. The lacustrine sediments (clays and sandy soil) are found in the form of fragments on the territory adjacent to Gldani. 5.1.4.3 Tectonics According to the Georgian tectonic zonal scheme (Gamkrelidze, 2000) the territory considered for the Tbilisi railway bypass is included into the East inundation zone of the Trans-Caucasian intermountain area (Mtkvari intermountain depression) of the Kartli molassic sub zone. There are relatively large tectonic units within the study area and its neighborhood: the Norio-Khashmi anticline to the north and the Ormoiani syncline to the south. The Norio-Khashmi anticline spread at 50 km is characterized by very complex, fan-shaped structure. The Ormoiani syncline is deeply inundated. The Middle Miocene sediments of the northern wing of the Norio-Khashmi anticline are shinned on the arch part of the fold and partially cover its southern wing. Vertical shins and rebounds are also observed. The axis of the Norio-Khashmi anticline is directed to west, north-west, east and south-east. The section of the anticline from the Pashatriskhevi ravine to the Aragvi river gorge is covered by the Miocene and Oligocene shinned from the north. The northern wing of the Norio-Khashmi anticline has a complex tectonic structure. Some oil deposits are registered in this area. A meridian profile typical for this area (meridian of Kvakalo mountain) has been developed on the basis of geological studies undertaken for the Norio oil deposit. The profile shows that its southern part is tectonically calm, while the northern part is complicated with the fault structures. The faults are inclined to the north with a relatively small angle (350-500) than the rocks of the northern wing of the fold (75-800). Due to this, the Middle Miocene sediments of the northern wing cover the arch and the southern wing of the anticline. The angles of inclination grow with the increase of the depth. The total shift of the masses from the north to the south is 2,000-3,000 meters. Along with large faults recorded in the region the small faults complicating the northern wing of the fold are also observed. The wide syncline of Ormoiani is spread over 50 km (village Norio, Tsitelubani). The spread of its wings in Lower Miocene sediments reaches 8 km. The syncline is getting narrow eastward, becomes straight and ends on the territory of village Mughanlo in the sediments of the Maikop layer. Due to the dislocation of Zemo Avchala the syncline is relatively wide westward (village Zemo Avchala). Afterwards it is narrowing though the inclination of its wings does not decrease. The syncline is spread in the sediments of Oligocene and Upper Eocene sediments and ended on the southern slope of the Armazi-Zirtivi anticline.


78

5.1.4.4 Seismicity The RoW 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 molasse denudation of the South Caucasus and in Tbilisi–Aspindza zone. These zones are considerably complicated due to intercrossing tectonic faults. 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 reoccurrence of the earthquakes are given below. The 6-9-point earthquakes in Mtskheta occurred 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. According to the statistics of earthquakes occurred during the 20th century, the duration of earthquake shocks vary from 2.1 sec. to 3.6 sec. A nature and direction of spread of the seismic waves depend mostly upon the position of the tectonic faults. The dominated direction (sub-latitudinal) of spread of 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. Below, is given the data of maximal horizontal acceleration of the seismic waves calculated for the settlements located within the territorial limits of and nearby the study area:

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) will be applied. 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 reoccurrence of the earthquake twice per 1,000 years). 5.1.4.5 Geohazards 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.

Map

5. G

eo-E

ngin

eerin

g C

ondi

tions

of

the

Tbili

si R

ailw

ay B

ypas

s Tr

ack

Lege

nd

Prop

osed

Rai

lway

Lin

e

I Cat

egor

y (S

impl

e)

II C

ateg

ory

(Med

ium

)

III C

ateg

ory

(Diff

icul

t)W

GS

1984

UTM

Zon

e 38

N

²1

cent

imet

er =

650

met

ers


79

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 laid 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.). Please refer to the Map 5 - Engineering-geological conditions of the route and Appendix V – Map – Pickets of the Tbilisi Railway Bypass route At the section pk 63+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 section is 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 – pk 98+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 – pk 109+03 sections are characterized by thin 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.). A tunnel will be 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 Kvirikobiskhevi river gorge and untitled right river junction at Pshatiskhevi gorge should be considered during planning and design. 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 section is not prone 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 a number of ravines crossed by the route out of which water is discharged directly into to the reservoir. Such highly hazardous sections start from the Kvirikobiskhevi 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 the Kvirikobiskhevi ravine and Village Patara Lilo are in danger, but a section southeast of this area until intersection of Upper Samgori main canal as well.


80

5.1.4.6 Engineering-geological Conditions of the Design Route of the Bypass Railway

and Averaged Physical-Mechanical (Geotectonic) Characteristics of Main Rocks

The design route of the Tbilisi Bypass Railway will join the existing track at the Zahesi Station, cross the rivers Gldaniskhevi, Khevdzmara, Kvirikobiskhevi and their tributaries, pass round the Tbilisi Reservoir (Tbilisi Sea) from the north-east and join the existing railway. Description of the engineering and geological conditions of the design route of the Tbilisi Bypass Railway by pickets is given below. Up to pk 0+00 –pk 37+00 the railway route travels on plane surface of the II fluvial terrace of the left bank of the Mtkvari River, which is slightly inclined to the south. In some places, the sections of the railway are insignificantly complicated due to artificial structures (technical communications, residential houses, summer houses, etc.) and the crossings with the Jokhtani River and Usakhelo ravines on the east. The major part of this area is covered by grass and fruit gardens. The geological structure of the territory is comprised of alluvial pebbles with shingle inclusions (5-10%) and coarse sand fillers (20%). The sediments are covered by the dealluvial loams with the inclusions of the grit and the rock debris (15-20%) of various thicknesses. The river sediments are placed on the Sakaraulo horizon rocks (N1 1SC) of the old Neogene period and represented by sandstones (70%) and sub-layers of the non-carbonic loams. According to the Obligatory Annex No.10 to the Construction Norma and Rules 1.02.07.87-I, this section belongs to the I (simple) category of complexity, by its engineering and geological features. Morphologically, the kp 37+00 - kp 47+50 section of the design route of the railway is slopes of unnamed hill (634,2m) inclined to the west and south. Geologically the hill is built of the Kotsakhuri horizon (N1 1CZ) rocks of the Lower Neogene period, lithologicy presented in the form of sandstones and carbon loams. These rocks are covered by thin light brown inclusions of loam, rock debris and grit of the dealluvial genesis (15-20%) and the products of sedimentation of the rocks (mainly the shingle beds) of the fragments of the left fluvial terrace of the Mtkvari river located on the top of the unnamed hill. This section belongs to the II (moderate) category of complexity by its engineering and geological features (the coefficient of strength of the main rocks is not high). The pk 47 – pk 53+50 section of the design route of the railway is a slope lowering to the zone of the riverbed-floodplain of the Gldaniskhevi River. Geologically, the slope is built of light brown loam with pebble and shingle fillers (10-15%) of dealluvial genesis and different thickness. As for the zone of the riverbed-floodplain of the Gldaniskhevi River, it is built of modern the alluvial sediment – well and moderately processed shingle beds with 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 up to kp 53+50 - kp 63+00 is an upland located on the southern slope of the 588.1 m high unnamed hill. Geologically it is built of the Kotsakhuri horizon (N11CZ) rocks of the Lower Neogene period. These rocks are covered by the dealluvial loams of different thickness and terrace sediments – the shingle beds, the boulders inclusions and the sand-and-gravel fillers (10-15%) still found on the upland.

Morphologically, the territory of kp 63+00 – kp 79-50 section of the design route of the railway is a semi-oval lowland formed as a result of the suffusion processes. It is insignificantly complicated by superficial dry ravines at its peripheries. 5.0 m deep, 340-400 m wide and 1,000-1,200 long so called “Great Lake (Didi Tba)” has been developed in is central part. The railway route will pass round the lake from the north and the north-east. Certain parts within this section are swamped. Geologically, the territory is built of lacustrine clays and loams of the low bearing capacity. By engineering and


81

geological features, the major part of this territory (pk 63+00 – pk 75+00) belongs to the III (complex) category, while the rest part – to the II (moderate) category of complexity. Within pk 79+50 – pk 93+00 section, the embankment of the design route of the railway passes alongside the partially levelled surface of the right bank of the Khevdzmara River. The eastern part of the section is complicated by dry ravines. The territory is mainly covered by the grasses. The geological structure of the area is comprised of the Kotsakhuri horizon (N11CZ) age rocks – sandstone and carbon clays covered by the dealluvial loams of different thickness. Starting from kp 79+50 the railway route goes up to the right bank of the Khevdzmara River and crosses the above-mentioned dry ravines in their eastern part. Among the geological hazards in-depth erosion (gully erosion) and surface washing should be mentioned. By engineering and geological features, the section belongs to the II (moderate) category of complexity.

Within the limits of section kp 93+00 – kp 98+00, the design route of the railway crosses the Khevdzmara River. Morphologically, the river gorge is of “V” shape. The height of its right slope is 40-45 m and the height of the left slope - up to 90 m. Its width at the source of the river is 200 m and 50 m at the end. Big-size stones are found in the riverbed. Geological structure of the area consists of the Chokrak horizon (N21tvc ) rocks of the Lower Neogene age, lithologically is presented in the form of clays, marlstones and sandstones covered by loams, shingle beds and grits of dealluvial-alluvial genesis. On the both slopes of the river and well as on the crossing and adjacent areas, both the young (dynamically active) and the already stabilized landslip bodies are observed. They are developed both in the modern sediments and in the zones of active weathering of main rocks. Due to exposure of main rocks to erosive processes, both in-depth and river side erosion processes are well developed in the thalweg of the river. This in turn contributes to development-activation of landslip processes. A clear evidence of the complexity of geological conditions of this site is the existing section of the motor road located in the north-east part of the territory characterized with similar geological conditions. Starting from 1980s (when the road was put into operation) up to present, the said road has damaged seriously several times, due to influence of the landslide processes. As a result, the overpass became inoperable and the road has had to be moved to the north of the site. Recently, a new version of the motor road project has been developed. Taking into account all the above mentioned, the section of the Khevdzmara River of the design route of the railway belongs to the III (complex) category of complexity, by engineering and geological features. Morphologically the section kp 98+00 – kp 109+30 is a watershed between the Khevdzmara River and its parallel unnamed ravine, where the levelled surfaces in some places are substituted by slightly inclined slopes. Geologically the area is built of the Concoure horizon (N21kn) rocks of the Lower Neogene age, lithologically presented in the form of clays with sandstones and marl sub-layers and inclusions of conglomerates. On the southern slope a superficial, currently stable landslip body is observed. By engineering and geological features, the section belongs to the II (moderate) category of complexity. Morphologically, the section pk 109+30 – pk 128+50 is a monocline hilly upland rather deeply dissected by erosive processes (gully erosion). Within this section, the embankment of the design railway route crosses unnamed ravines on the left side of the Khevdzmara River and of the head of the Saaptrekhevi ravine. Geologically the area is built of the Kotsakhuri horizon (N11CZ) rocks of the Lower Neogene age, lithologically presented in the form of sandstones and the carbon clays. From geological hazards gully erosion, superficial erosion and existence of the avalanche-type thin landslips in certain areas should be mentioned. By engineering and geological features, the section belongs to the III (complex) category of complexity. The central part of section pk 128+50 – pk 142+00 is a high fluvial terrace (Makhata terrace) of the left bank of the Mtkvari River and at the same time – a watershed between the Saaptregele River directed to the north-west and the Kvirikobiskhevi River directed to the south-west. The south-west bank of the terrace is a catchment area for the source of the Saaptregele River, while the south-east bank is a sharply inclined slope of the right bank of the Kvirikobiskhevi River. Geologically, the territory is built of


82

the Kotsakhuri horizon (N11CZ) rocks of the Lower Neogene period, lithologically presented in the form of carbon clays and sub-layers of sandstones covered by alluvial shingle beds, inclusions of boulders (10%), sand-and-gravel fillers (the terrace sediments), and dealluvial loam with the fillers pebble and grit (15-20%). By engineering and geological features, the section belongs to the II (moderate) category of complexity. Morphologically, the pk 142+00 – pk 189+060 section, from the left slope of the Kvirikobiskhevi River to the right slope of the right-side unnamed tributary of the Pshatiskhevi River, is a plane surface of the high fluvial terrace (Makhata terrace) of the left bank of the Mtkvari River, slightly inclined to the south-west and to the south. At the crossing point, the depth of the Mtkvari River ravine is 50-50m. The width in its head is 80 m and the width in its bottom – 30 m. The width of the river bed at this location is 5-6 m. Geologically the territory is built of the alluvial sedimentations of the Quaternary Age – shingle beds with grit inclusions and the sand-and-gravel fillers covered by dealluvial loams of various thicknesses. Under these sediments there are clays and the sandstones of the Oligocene Age (Pg2+3 3). By engineering and geological features, almost the whole part of the section belongs to the I (simple) category of complexity. Morphologically, the pk 189+060 – pk 208+00 section is a surface of the high fluvial terrace of the left bank of the Mtkvari River, complicated by the Pshatiskhevi River and the influence of erosive processes (in-depth erosion) developed in its right-side unnamed tributary and several unnamed dry ravines. The section starts from the right-side unnamed tributary of the Pshatiskhevi River and ends on the bottom of the south-west slope of an unnamed hill (711.5 m). The depth of the unnamed ravine at the crossing point is 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 the cut of Pshatiskhevi River is 20 m, its width in the head point is 20-25 m, in the bottom – 4-5 m. Geologically, the territory is built of terrace sediments, alluvial shingle beds with grit inclusions and sand-and-gravel fillers, which, in their part, are covered by dealluvial loams of various thickness, as well as by main rocks, loams and sandstones of the Oligocene Age (Pg2+3 3) and Upper Oligocene Age (Pg1 3) – the so called “Tbilisi Nummulitic Layer” manifested in the form clays with sandstone sub-layers. By engineering and geological features, the section belongs to the I (simple) category of complexity, except for the crossing points of ravines and certain places of the south-western slope of the unnamed hill, belonging to the II (complex) category of complexity. Morphologically, the kp 208+00 – kp 292+00 section is a surface of the high fluvial terrace of the left bank of the Mtkvari River, slightly inclined to the south and weakly dissected with the Tetrikhevi River, an unnamed ravine and the Zemo Samgori Main canal. Geologically the section is built of the dealluvial-alluvial sediments of the Pleistocene Age and presented in the form of the shingle beds with the grit inclusions covered by loam, coarse stone and grit fillers. No hazardous processes are observed within the limits of this section. The geotechnical parameters of the sub-soil are also acceptable. By engineering and geological features, the section belongs to the I (simple) category of complexity. Below, the averaged physical-mechanical (geotechnical) characteristics of the sub-soils spread within the target territory are provided. Conditionally, 7 (seven) engineering-geological elements (EGE) can be distinguished: 1. Dealluvial-alluvial (dpQiv) clay sub-soils (loam, clay) 2. Lacustrine (IQiv) clay sub-soils (loam, clay) of a lake genesis 3. Alluvial (aQ) shingle beds with the grit inclusions and the sandstone fillers 4. Marine conglomerates 5. Marlstones 6. Sandstones 7. The main age clays.


83

The averaged geotechnical characteristics of the 1st EGE (clay sub-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 averaged geotechnical characteristics of the 2nd EGE (Lacustrine clay sub-soils) are as follows: Compactness (P) – 1,800 kg/m2, 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 averaged 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 averaged 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 averaged 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; Backpressure Coefficient (K0) - 300kg/cm2; Processing category – VI.

The averaged 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 averaged 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 (�) – 15°; Bond (c) – 0.5 kg/cm2; Strength Index (fkp) – 2-3; Back-pressure Coefficient (K0) – 50 kg/cm2; Processing category – IV.


84

5.1.5 Hydrology and Hydrogeology 5.1.5.1 Hydrology The adjacent territory of Tbilisi railway bypass 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 courses, 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 River, which starts in Turkey and flows into 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 fall 2,295 m, average inclination 4.8, and the catchment area is 20,800 km2. At the crossing site, river Mtkvari flows as a single string, in the riverbed created from the main inclinations. At this site the width of the river is 80-90 meters, depth 3.5-4.0 meters, and speed 1.0-1.2 m/sec. The water regime of 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 takes its rise on the eastern slope of Saguramo range at the height of 1,515 m and joins river Mtkvari from the left side, at the railway station of Kvemo Avchala. The length of the river from source to the crossing site of Zahesi route is 15.4 km, total fall 995 m, average inclination 65.0, and the catchment area is 61.0 km2. Several tributaries with 20.0 km total length join the river ahead of the above mentioned crossing site. The river gorge from its sources to the Gldani village is “V” shaped and trapezoidal at the crossing with the designed railway. The width of the bottom of the gorge (within the “V” shaped gorge) varies from 15-20 m to 200-250 m. At the crossing point the width of the river’s gravel riverbed varies in the range of 50–100 m. At this point the river breaks into branches and forms small sized, short islands. The width of the river at the crossing point is 5-7 m, the depth is 0.3-0.5 m and the flow velocity – 0.9-1.0 m/sec. The water regime of 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 7.25 km, total fall 370 meters, average inclination 51.0‰, and the catchment area is 19.5 km2. Several main tributaries with 5.80 km total length 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 water regime of 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 (1,096.0 m), at the height of 1005 meters, and joins Tbilisi water reservoir from 750 meters south-west of Zhinvali water pipeline. The length of the river from the headwork to the crossing site of the railway project is 4.20 km, total fall - 360 m, average inclination – 86.0‰, and the catchment area is 6.93 km2. Before the above mentioned crossing site, the river is joined by three dry tributaries with 5.10 km total length. The depth of the cut of the “V” shaped gorge of the river at the crossing point is about 50-60 m.


85

At the crossing site the width of the riverbed’s bottom line is 30-40 meters and the width of the flow varies in the range of 5-7 meters. The water regime of the river depends on the floods in spring, inundations in summer-autumn period and constant droughts in winter. The depth of the flow is 0.2-0.3 m, velocity – 1.0-1.4 m/sec. The water regime of the river is characterized by spring high water, summer-fall floods and winter stable low waters. River Grmakhevi takes its source on southern front hills of the Ialno range at a height of 975 m. River Grmagele along with river Pshatiskhevi is a source of river Porakaantkhevi. River Porakaantkhevi enters river Tetrikhevi from the left on the territory of Tbilisi and flows into the Mtkvati river from the left under the name of river Orkhevi. The length of the river from the source to the crossing site of the railway project is 3.88 km, total fall - 365 m, average inclination – 85.0‰, and the catchment area is 2.99 km2. Before the above mentioned crossing site, the river is joined by several main tributaries with 2.0 km total length. The gorge of river Grmakhevi is “V” shaped. The width of the bottom of the riverbed at the crossing point is 5-7 m, the width of the flow varies within 1-3 m. The depth of the flow is 0.2-0.3 m, velocity – 0.8-1.0 m/sec. The water regime of the river is characterized by spring high water, summer-fall floods and winter stable low waters. River Pshatiskhevi which together with river Grmakhevi forms the flow of river Porakaantkhevi takes its source on southern front hills of the Ialno range at a height of 1010 m. The length of the river from the source to the crossing site of the railway project is 3.60 km, total fall - 382 m, average inclination – 106‰, and the catchment area is 2.34 km2. Before the above mentioned crossing site, the river is joined by several main tributaries with 1.0 km total length. The river gorge at its source is “V” shaped, and gets the form of a box at the crossing section. The left slop of the gorge is high and steep at certain locations. The right slope is gentle. The width of the bottom of the riverbed at the crossing point is 3-6 m, the width of the flow varies within 1-3 m. The depth of the flow is 0.2-0.3 m, velocity is around 1.0 m/sec.

The water regime of the river is characterized by spring high water, summer-fall floods and winter stable low waters. River Tetrikhevi originates from the southern frontline mountains of Ialno range, at the height of 1,060 meters, joins river Porakaantkhevi and joins river Mtkvari from the left side under the name of River Orkhevi. The length of the river from source to the crossing site of the railway project route is 6.60 km, total fall 478 m, average inclination 71.0‰, and the catchment area is 7.27 km2. Before the above mentioned crossing, the river is joined with several dry ravines with 4.45 k total length. At the crossing point the width of the riverbed’s bottom line varies in the range of 6-10 meters. The width of the flow in 2-3 m, depth 0.2-0.4 m, velocity – around 0.8-1.0 m/sec. At the moment of reconnaissance mission the river was dry. The water regime of the river depends on the floods in spring, inundations in summer-autumn period and constant droughts in winter. River Tintskali takes its source on southern front hills of the Ialno range west to the Didi Lilo village at a height of 1025 m and joins the river Lochini from the right side. The length of the river from source to the crossing site of the railway project route is 6.30 km, total fall 465 m, average inclination 74.0‰, and the catchment area is 5.84 km2. Before the above mentioned crossing, the river is joined by several main tributaries with 3.20 k total length. The depth of the cut of

Gld

ani B

igLa

ke

0

90

80

6070

50

40

30

2010

380

370

360

350

340

330

320

310

300

290

280

270

260

250

240

230

220

210

200

190

180

170

160

15014

0

130

120

110

100

Map

6. H

ydro

grap

hica

l Grid

of

the

Proj

ect T

arge

t Are

a

Tbili

siSe

a

Gld

anis

khev

i

Khev

dzm

ara

Saap

tre G

orge

Kviri

koba

Gor

ge

Dee

p G

orge

Psha

tis G

orge

Pora

kaan

t Gor

ge

Tetri

Gor

ge

Ork

hevi

Sam

gori

Upp

erM

agis

tral C

anal

Sam

gori

Low

erM

agis

tral C

anal

Mtk

vari

WG

S 19

84 U

TM Z

one

38N

²1

cent

imet

er =

700

met

ers


86

the riverbed at the crossing point is about 4-5 m. The width of insignificant flow is 1-2 m, depth – 0.1-0.2 m and velocity is around 0.7-0.9 m/sec. The river gorge from its sources to the crossing of the Main Canal of the Zemo Samgori Irrigation System is “V” shaped. Afterwards it is trapezoidal and so distinct shape at the crossing site. The left natural tributary of river Tintskali – river Khevadala has been redirected to the left at 600 m mark and at present flows to the unnamed ravine located at pk 263=30 through 500 m long canal.

The water regime of the river depends on the floods in spring, inundations in summer-autumn period and constant droughts in winter. River Tsodviantkhevi takes its source on southern front hills of the Ialno range east to the Didi Lilo village at a height of 790 m and joins the river Lochini from the right side. The length of the river from source to the crossing site of the railway project route is 5.20 km, total fall 237 m, average inclination 46.0‰, and the catchment area is 3.62 km2. Before the above mentioned crossing, the river is joined by several dry ravines with 3.60 k total length. The river gorge is trapezoidal. The width of the dry riverbed of the river at the crossing point is 30-40 m.

The water 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. For details on maximal flows of rivers and ravines crossed by the Tbilisi Bypass Railway project refer to Appendix Y. Special attention should be paid to the Tbilisi Reservoir, so called Tbilisi Sea, situated in the study area. The railway bypass route is supposed to be built in its catchment area. The Tbilisi water reservoir was put in operation in 1953. It is used for irrigation and other purposes. 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 completed. 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. 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 since these rivers cross river Mtkvari far from the Railway project route. 5.1.5.2 Hydrogeology Along the Tbilisi railway bypass project route, from the Zahesi settlement till the crossing point of river Khevdzmara, due to the relief’s dissection and existence of erosive ravines, groundwaters are


87

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 Giorgitsminda suburban area, 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 dealluvial 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 anticline, 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 characteristics the Tbilisi railway bypass adjacent territory has been described from west (Zahesi settlement) to east (projected Lilo Station).

Figure 5.1.5-1. The crossing of the highway with River Gldani Ravine At the crossing site, the riverbed is quite wide, covered with modern pebble rocky structure.


88

Figures 5.1.5-2 - 5.1.5-3. Riverbed of the river Gldaniskhevi at the crossing site of the Railway project

At this site, the slopes of the river Gldaniskhevi ravine are built of rocky sand and clay formations of Upper Oligocene – Lower Miocene (Maikop layer). The territory is dry, and from hydrogeological 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 railway bypass, 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 5.1.5-4. 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).

Figures 5.1.5-5 - 5.1.5-7. Bogged fragments on the north periphery of the Great Lake (Didi Tba)

in Gldani 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.


89

Figure 5.1.5-8. Local depression covered with water Presumably, the ground water under the study area that is to be connected with dealluvial clays, is being discharged into Tbilisi water 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.

Figures 5.1.5-9 – 5.1.5-10. Oligocene-Lower Miocene denudation at north periphery of the reservoir

After crossing the river Kvirikobiskhevi, the railway follows the edge of the land parcel used as the hay land and getting at most close to the Tbilisi water reservoir.


90

Figures 5.1.5-11 - 5.1.5-12. 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.

Figures 5.1.5-13 - 5.1.5-14. 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 canal. However, the irrigation canal is inactive, covered with grass, filled with garbage with traces of repair works. Therefore, the reason for the dealluvial ground water’s succulence under the canal can not be caused by water filtration.

Figures 5.1.5-15 - 5.1.5-16. The inactive irrigation canal along the railway project


91

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 vineyards) 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.

Figure 5.1.5-17. One of the hydrants of the former Varketili Kolkhoz irrigation system

Today those territories are covered with thick 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. 5.1.6 Flora and vegetation The RoW of the Tbilisi railway bypass and surrounding areas, together with Tbilisi depression, on the basis of similarity of landscape, botanic-geographic and phytocenologic features, form the entire Tbilisi physical-geographical district. Diversity of the 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 railway bypass project would decrease the biodiversity to some extent. For determination of the scales of the loss of biodiversity within the scopes of environmental impact assessment study, it was necessary to describe the major types of the plants within the RoW 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 plant species spread in the areas along the railway route, as well as the rare species, genera of which shall be protected. Almost two thirds of the territories along the railway bypass RoW 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:


92

Flood plain forests habitat

Flood plain forest habitats are developed in a form of narrow strip on separate areas of the river gorges. Along the railway route they are located at the crossing with Mtkvari River (territories in the vicinity of Mukhatgverdi 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 the ecosystem balance. 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 RoW 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 extinction). 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 the crossing with Mtkvari River at Zahesi, as well as crossings with rivers Gldaniskhevi, Khevdzmara and Kvirikobiskhevi, along the western bank of the Gldani Great Lake, in the Lilo settlement.

� Along with the field elm, the following relicts are also found in flood plain forests: curly poplar (Populus canescens), black poplar (Populus nigra), white willow (Salix alba); lianas:greenbrier (Smilax excelsa), ivy (Hedera helix), silk vine (Periploca graeca) which shall beprotected as well.

Habitat of steppe vegetation

Steppe habitats are represented almost in all vegetation complexes along the railway bypass, though its typical ecosystems are basically spread at dry, eastern and transitional expositions, at 300-700 m above the sea level, basically developed on the deforested areas and therefore, almost entire steppe vegetation is of secondary nature comprised of mat-grass (Stipapulcherrima, S. lessingiana, S. capillata, S. stenophylla), fescue (Festuca valesiaca) and yellow bluestem (Bothriochloa ischaemum). In the study area the steppe vegetation is fragmented, from the areas adjacent to Patara Lilo to the crossing of Khevdzmara River. The habitat has no conservation value.

Habitat of hemixerophilous shrubbery

Habitat of hemixerophilous shrubbery is characterized by fragmentary distribution along the railway. There are found only heavily degraded areas of this habitat comprised of Christ’s thorn (Paliurus spina-chritsi), hornbeam (Carpinus orientalis),spiraea (Spiraea hypericifolia), blackthorn (Prusun spinoza), (Cerasus incana), barberry (Berberis vulgaris), etc. Separate areas of hemixerophilous shrubbery are found in the section between the Khevdzmara river and Patara Lilo village.

The habitat has no conservation value.

Lacustral floodplain habitat

This habitat is located to the south in 400 m from Gldani section of the railway bypass route. This type of ecosystems, with respect of sensitivity is always significant, as in addition to the plants specific to water and wetlands provide shelter to numerous other living organisms and niches for their propagation.

The habitat is of conservation value and therefore shall be conserved.


93

5.1.7 Fauna Fauna of Tbilisi railway RoW and adjacent territories is rather depleted. This is the result of extensive development of this territory for a long period of time. Small section of the RoW contains small part of the visitor’s zone of the Tbilisi National Park, within the borders of Kvirikobiskhevi Gorge. From zoogeographical point of view the territory of the Tbilisi Railway Bypass can be divided into two western and eastern areas. The western part of the territory, from Zahesi settlement till Gldani village (including) belongs to the Caucasus area of the Circumboreal (western Eurasia) region of the Hollarctic kingdom. Forest fauna is widespread in this area. This part covers the north-western outskirts of Tbilisi and adjacent areas which are used for cattle grazing. There are fragments of secondary mixed deciduous forests (oak, hornbeam, poplar, elm, etc.). Christ’s thorn is widespread in forest edge areas and valleys. Forested and thorny areas are distributed mosaically. The eastern part of the territory – from Gldani village to Samgori settlement – belongs to the Mtkvari region of the Iran-Turan province of the Mediterranean zoogeographical sub-region of the Hollarctic kingdom. Mainly the animals preferring open arid habitats are found in this area. At present this area is under agricultural lands. The last 7-8 km long corridor runs on the plain transformed as a result of heavy anthropogenic pressure and covered with arable lands and gardens. Currently, on the territories along the RoW, 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, 1 species of amphibian and 7 species of insects. As the RoW consists of two zoo-geographic sections, the table 5.1.6-1 specifies in which section various species could be met. Table 5.1.7-1 shows distribution of species by zoogeographic areas. Table 5.1.7-1. List of protected species found within the RoW of the Tbilisi Railway Bypass

and adjacent areas # 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 - +


94

# Latin name English name Status West East

3 Eirenis collaris Collared Dwarf Racer VU - +

Amphibians

1 Pelobates syriacus Eastern Spadefoot Toad 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 - + For these species, the territory adjacent to the RoW is not a 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 RoW). In Georgia, there are 29 Cheiroptera or bat species; each of them is protected by the Agreement on the Conservation of Populations of European Bats (2000). 11 out of them are found on the areas adjacent to the railway bypass (see Table 5.1.7-2). Table 5.1.7-2. Bat Species Found in the Areas Adjacent to the Railway Bypass

# Latin name English name

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 The territories adjacent to the railway include the places attractive for the tourists, ornithologists, hunters. The following mammalian species listed in the Table 5.1.7-3 are found in the area:


95

Table 5.1.7-3. 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

Based on available data and the results of field studies four different sections can be distinguished within the RoW of the railway bypass and adjacent territories. Section I – from Zahesi settlement to Giorgitsminda settlement

This section is located in the north-western outskirts of Tbilisi. In its north-western part the railway will run along the southern border of the Tbilisi National Park at a distance of 100-200 m at two locations. The area along the railway is covered with thin forest and shrubbery. Neither breeding areas nor tall trees with hollows where the nests of protected bird species or bat colonies might exist have been identified at the observation sites (August 2009). In general, this area is less sensitive in terms of animal conservation, since the animals may migrate to the adjacent forest massif located on southern slope of the Saguramo range. Main functions of this section are to:

� provide nesting and breeding area for ordinary birds;

� provide feeding area for migratory birds during breeding and autumn migration;

� provide shelter and migration routes for non-migratory mammals and birds in forest edge zone.

Section II – Gldani Great Lake

The Gldani Great Lake has been filled with fresh water. At present construction of a recreational facility and beach development is taking place on its southern side. Along its northern side the areas covered with cane and sod are observed. These places can serve as shelter for wetland and water migratory birds.

Section III – from Giorgitsminda settlement to Patara Lilo village

From Giorgitsminda settlement to Parata Lilo village the railway bypass runs through thorny slopes of hills. Thorns are more widespread on the western slopes. In the areas adjacent to the railway bypass shrubbery is found mainly on the slopes and along the bottom of the slopes of the ravines. Riverside vegetation serves as a shelter and breeding place for animals.

The railway bypass crosses some deep ravines (Khevdzmara, Saaptrekhevi, Kvirikobiskhevi, etc.) covered with shrubbery and fragments of forests. Kvirikobiskhevi is included in the traditional use zone of the Tbilisi National Park. The slopes of this ravine are covered with secondary shrubbery. The areas between the ravines are used as pastures and hayfields. During field observations two nesting places of the protected species - long-legged buzzard (Buteo rufinus) has been registered in the Kvirikobiskhevi ravine. The section of the railway bypass from Giorgitsminda settlement to Parata Lilo village plays an important role. It serves as:


96

� Resting place for big birds of prey and cranes during migration;

� Nesting place for birds of prey and ordinary birds;

� Breeding place for birds during reproduction and autumn migration;

� Wintering place for some migratory birds in mild winters;

� Habitat for the Georgian Red Listed reptiles – Mediterranean tortoise and eirenis;

� Places of migration and reproduction of mammals and birds in river and spring flood-plains.

The most sensitive areas within this section are: Saaptrekevi and Kvirikobiskhevi covered with shrubbery and fragments of forests.

Section IV – from Patara Lilo village to Lilo settlement The last 10 km from Patara Lilo village to Lilo settlement the RoW goes through agricultural lands, abandoned gardens and vineyards, pastures and stony fields. Besides crossing the Upper Samgori Irrigation Canal, Porakaantkhevi and Tetrikhevi, the railway bypass crosses some wind belts and irrigation canals. During field observations carried out in August 2009 at 7 observation points neither borrows of Turkish hamster nor nests of big birds of prey have not been found. No traces of any other protected species have been registered within the RoW and adjacent areas. The section of the railway serves as:

� Resting place for big birds of prey and cranes during migration;

� Breeding place for birds during reproduction and autumn migration;

� Habitat for the Georgian Red Listed reptiles – Mediterranean tortoise and eirenis;

� Places of migration and reproduction of mammals and birds in river and spring flood-plains.

Great number of stray dogs at this section of the railway suggests that the existence of protected big mammals may not be expected. Other species are presumably under the strong pressure of predators. The most sensitive areas are the crossings with the river ravines, canals and forest strips. The ravines, the slopes covered with shrubbery and fragments of forests and the crossings with rivers, canals and forest strips are important areas for animals.

Map 7 - Important areas for Biodiversity Conservation – shows the most important areas for conservation of animals’ biodiversity:

(a) The environs of Tbilisi and the boundaries of the Tbilisi National Park where the bats are found

in old houses;

(b) The northern part of the Gldani Great Lake presumably used for waterbirds during migration;

(c) Saaptrekhevi – Nesting area for birds of prey;

(d) Kvirikobiskhevi – Nesting area for birds of prey and other birds;

(e) Small ravine south to the nut-tree plantation – near the bank of the Tbilisi Sea. Oil and other toxic substances spilled in case of occident occurred in this area may easily reach the Tbilisi Sea.

The most sensitive area within the RoW is the crossing with the Kvirikobiskhevi on the territory of the Tbilisi National Park.

0

90

80

6070

50

40

30

2010

370

360

350

340

330

320

310

300

290

280

270

260

250

240

230

220

210

200

190

180

170

160

15014

0

130

120

110

100

Part

of th

e Tb

ilisi

Nat

iona

l Par

k

Gld

ani L

ake

Saap

tre G

orge

Kviri

koba

Gor

ge

Smal

l Gor

ge

Lege

nd

Prop

osed

Rai

lway

Lin

e

Sens

itive

Are

asTb

ilisi

Nat

iona

l Par

kZo

ning

Adm

inis

trativ

e Zo

ne

His

toric

al -

Cul

tura

l Zon

e

Stric

tly P

rote

cted

Zon

e

Trad

ition

al U

se Z

one

Visi

tors

Zon

e

Map

7. V

ital A

reas

for B

iodi

vers

ityC

onse

rvat

ion W

GS

1984

UTM

Zon

e 38

N

²1

cent

imet

er =

650

met

ers


97

5.1.7.1 Ichthyofauna The baseline information on ichthyofauna of the Tbilisi Sea and water objects crossed by the railway bypass is based on recent research conducted in 2007. It has to be mentioned that the research was not comprehensive; therefore the list of species given below is not complete. Ichthyofauna of the Tbilisi Sea and the water objects crossed by the railway bypass consists of the following species:

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

2. Salmo mykiss (Walbaum, 1792) – introduced species;

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

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

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

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

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

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

9. Gobio persus (Günther, 1899);

10. Chalcabrinus chalcoides (Güldenstädt, 1772);

11. Rhodeus sericeus amarus (Bloch, 1782);

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

13. Acanthalburnus microlepis (De Filippi, 1863);

14. Alburnoides bipunctatus eichwladi (De Filippi, 1863);

15. Cyprinus carpio (Linnaeus, 1758);

16. Carassius carassius (Linnaeus, 1758) – Invasive species;

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

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

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

20. Silurus glanis (Linnaeus, 1758). 5.1.8 Tbilisi National Park The Tbilisi National Park was created on the basis of the Saguramo Nature Reserve under the Law of Georgia on Tbilisi National Park, which entered into force on January 1, 2008. At present, the total area of Tbilisi National Park is 22,425.06 hectares. The National Park is comprised of two separated areas. One of them is located in the vicinity of the former Saguramo Nature Reserve and has a good tourist potential in terms of environmental, botanical and ornithological characteristics. The second part of the National Park, where the Tbilisi Railway Bypass project will be implemented is located south to the Tbilisi Sea and is rather modified. See Map 8 – Tbilisi National Park. The National Park consists of the following zones: strict protection zone, historical-cultural zone, traditional use zone, visitor’s zone and administration zone.

0

90

80

6070

5040

30

2010

220

210

200

190

180

170

160

15014

0

130

120

110

100

Lege

nd

Prop

osed

Rai

lway

Lin

eTb

ilisi

Nat

iona

l Par

kZo

ning

Adm

inis

trativ

e Zo

ne

His

toric

al -

Cul

tura

l Zon

e

Stric

tly P

rote

cted

Zon

e

Trad

ition

al U

se Z

one

Visi

tors

Zon

e

Map

8. T

bilis

i Nat

iona

l Par

k

WG

S 19

84 U

TM Z

one

38N

²1

cent

imet

er =

1,0

00 m

eter

s


98

The climate in the National Park is moderately humid with moderately cold winters and long summers. There are hills, slopes and ravines. The territory is heavily dissected in terms of geomorphology. The territory of the National Park is characterized by diverse vegetation. 675 grass and tree species are found there, 104 among which are trees and shrubs. There are also found representatives of tertiary Colchic flora: Colchic ilex (Ilex colchica), Colchic and Pastukhov ivy (Hedera colchica, Hedera pastuchowii), viburnum (Viburnum opulus), butcher’s broom (Ruscus ponticus), yew (Taxus baccata), Caucasian Rhododendron (Rhododendron caucasica), etc. Mainly ecosystems comprised of Georgian oak, oriental beech, Caucasian hornbeam, ash-tree, hornbeam and Caucasia Pear forests. According to the existing data the northern part of the Tbilisi National Park is rather rich in fauna. From mammals the following species are widespread: fox (Vulpes vulpes), wolf (Canis lupus), beech marten (Martes martes), weasel (Mustela nivalis), brown hare (Lepus europaeus), etc. The Saguramo Nature Reserve was famous for the population of red deer (Cervus elaphus).

The local ornythofauna is diverse too: there are found jay, blackbird and woodpecker. Falcon is the most widespread among the birds of prey. From the species included in the Red List of imperial eagle (Aquila heliaca) can be rarely met.

12 species of reptiles are found on the territory of the Tbilisi National Park. European legless lizard is the most widespread. Grass snake, spotted whip snake and smooth snake are often found. 5.1.9 Soils Zoning and classification of soils are conditioned by the geologic construction, climate, hydrologic regime, vegetation and anthropogenic features of the territory. The basis for zoning of soils in Georgia is the scheme of the geomorphologic districts and areas. Zoning and classification of soils along the railway project route is based on the above mentioned conditions. The soils of the study area cover 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 to the 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. The major soil formation rocks of the soils under the Tbilisi railway bypass route are sediment stones, sandy stones, salty clay, conglomerates, alluvial-dealluvial, old alluvial-prolluvial and road metal layers. Carbonate stony clays, sandstones, gypsum clays and conglomerates with sandstones and marl which limestone sublayers are found on the south-western slopes located on the north-eastern bank of Tbilisi water reservoir. 5.1.9.1 Brief description and spread of soils of the RoW of the Tbilisi Railway

Bypass FAO classification has been used as a taxonomic entity for classification of soils. The following soil types are spread along the RoW:

� Cinnamonic Calcareous

� Raw Humus Sulphate

� Meadow Cinnamonic

� Alluvial Calcareous


99

Due to the soil forming conditions (relief, erosion, flora, fauna, rock, anthropogenic factor) the above soils types as well as their various sub types, genera and variations are spread between the abovementioned sections:

� Cinnamonic Calcareous soils: cinnamonic calcareous soils are the most widespread soil type in east Georgia as well as along the railway project route. Due to the soil forming conditions (relief, erosion, flora, fauna, rock, anthropogenic factor), among the mentioned sections, different sub types and variations of cinnamonic calcareous soils are found.

Cinnamonic calcareous soil is characterized by a well formed profile. Humus containing (topsoil) layer is usually dark brown and has high structural characteristics (cloddy). 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 railway bypass 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 thickness 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 by the existence of lime layers of different thickness 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. The distribution of the gypsum and carbonates in the profiles of these soils is distinguished with certain regulation. The upper layers are richer in 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 by high conductivity of water, relatively low density and less stability towards erosion.

� Meadow Cinnamonic soils

Generally Meadow Cinnamonic soils are soils with low humus contents, although humus 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 on their 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.

� Alluvial Calcareous soils: Alluvial type of soils belongs to the intra-zonal soils. They are usually found in flood plains and on the first terraces of the river. These soils are characterized


100

by light clay and sandy mechanical consistence. The mother rock is represented by the alluvial rocky layers. They are rarely represented on the railway project route, usually within the narrow strip at the crossings of rivers and ravines. In this case, the alluvial soil is represented in the modified form on the first terraces. Fragments of different alluvial soils are found in Gldani, Khevdzmara, Kvirikobiskhevi and Pshatiskhevi ravines narrow depressions.

Description of the railway RoW soils is given by natural-geographic zones and separate sections.

� Section – kp 0+00 – kp 37+00. See Appendix V – Map – Pickets of the Tbilisi Railway

Bypass.

From the connection with the existing railway in Avchala the planned railway RoW passes through the river Mtkvari first terrace. There are located industrial buildings as well as dwelling houses. There are also some parks and public gardens within the RoW, where along with thin alluvial, skeletal soils anthropogenic and cultivated soils (artificially ricked) are found. At this section the railway RoW crosses several ravines.

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

At this section the railway RoW bypasses the Gldani Great Lake (Didi Tba) from the north. The relief is slightly inclined towards the lake and represents delluvion. The soil is meadow cinnamonic, carbonate, loamy and of medium to large thickness. The thickness of topsoil is 20-25 cm, which is mainly developed on lacustral clay layers (see Figure 5.1.9-1).

Fig. 5.1.9-1. Meadow brown soil

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

At this section, the railway RoW bypasses the Gldani prison from the north, follows the slightly inclined slope and reaches Vake settlement from south-west, till the edge of the right slope of Khevdzmara ravine. The soil is cinnamonic, carbonate, loamy, skeletal, of small and medium thickness. The surface is stony and characterized by low humus content. Developed on clay and rocky layers (see figure 5.1.9-2). The territory of Vake settlement up to the crossing point of Khevdzmara ravine, is polluted with household as well as industrial waste.


101

Fig. 5.1.9-2. Brown carbonate soil

� Section – from Khevdzmara ravine to the third tunnel

The railway RoW passes the mountains and hills of different exposition and inclinations, with a number of ravines and micro depressions. The territory is prone to erosion; mainly the water and wind erosion is developed. The soil is cinnamonic, slightly salinized, skeletal and loamy. The thickness of topsoil is 10-12 cm (see Figure 5.1.9-3). In depressed places the humus containing layer is thicker.

Fig. 5.1.9-3. Brown carbonate soil with ticker humus layer in

depressions

� Section – the exit portal of the third tunnel – Kvirikobiskhevi – the beginning of the terrace above the Tbilisi Sea located on the left slope of the ravine (650 – 850m)

At this section the cinnamonic, carbonate, skeletal, loamy soil of low and medium thickness is developed.

� Section – Beginning of the terrace above the Tbilisi Sea – the nameless ravine on the right of the Pshati ravine and Pshati ravine (Patara Lilo)


102

The railway RoW bypasses the Tbilisi Sea from the east, in about 1 km. The railway route runs on the relief of slight and medium inclination of the south-west exposition. The biggest part of the territory is arable lands (hay land). At this section the cinnamonic, carbonate, skeletal, loamy soil of low and medium thickness is developed.

� Section – Pshati ravine (Patara Lilo) – Tetri Khevi – Lilo

This section is characterized by mild relief. The RoW mainly runs on the slightly inclined and curvy relief, where irrigation canals and small ravines are found. The given section is an agricultural zone. The route runs though the state owned and private properties. Due to relief and soil formation conditions, the given section is characterized with cinnamonic carbonate and salty (row humus sulphate) soil types. At this section the carbonate, salty, skeletal, loamy soil of medium thickness is developed. The thickness of topsoil is usually 10-15 cm (see Figure 5.1.9-4), in the depressions and cultivated areas the thickness of topsoil reaches 15-20 cm. No active erosion processes are observed on the given section.

Fig. 5.1.9-4. Carbonate and salinized soil, thickness of the fertile layer is 10-15 in general 5.1.9.2 Epizootological state of soils The present epizootological baseline was prepared on the basis of collection and analysis of historical-epizootological and veterinary-sanitary data on zoo-anthropological diseases provided by the Institute of Agrarian Radiology and Ecology. During this process the following has been studied and taken into consideration: occurrence of infections within the study area, frequency of disease outbreaks, number of diseased animals, types of diseased species, risk-factors, infectious disease carrier and spreader species (wild animals, rodents, ticks, and insects). As a result of the study carried out in terms of spread of Anthrax 19 sources of this disease have been identified in five residential settlements (Zahesi, Gldani, Mamkoda, Leninisi and Patara Lilo). The Anthrax infection had broken out in different places each year and became endemic, which means that the disease is being recurring. Years and locations of Anthrax outbreaks within the project area are: Zemo Avchala – 1950; Gldani – 1889, 1911, 1923, 1924, 1927, 1928, 1948; Leninisi – 1928; Mamkoda – 1928; Patara Lilo – 1950; Didi Lilo – 1905, 1989.


103

These territories are used for livestock grazing by the residents of the villages located near Tbilisi. Moreover there are located routes for driving livestock. It is noteworthy, that these driveways 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 other (Carbunculus emphysematicus, Bradsot, Enterotoxaemia infectiosa) were observed in Avchala, Gldani, Mamkoda, Patara Lilo-Varketili livestock farms. According to the experts from the Institute of Agrarian Radiology and Ecology there is a risk of outbreak and spread of dangerous zoo-anthropological diseases in all settlements located along the railway bypass due to non-existence of precise information about burial-places, risk zones and outbreak site locations. The Ministry of Agriculture of Georgia confirms that there is a possibility of existence of burials of diseased (Anthrax) animals. 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. The data of the National Environmental Agency of the Ministry of Environment and Natural Resources of Georgia on the state of the air in Tbilisi in 2006-2008 is presented in the Table 5.1.10-1:


104

Table 5.1.10-1. Average annual indices of pollution of ambient air in Tbilisi (Provided by the National Environmental Agency, September 17, 2009)

years

Average annual indices of pollution of ambient air in Tbilisi 2006 2007 2008

dust

average monthly concentration (mg/m3) 0.396 0.75 0.8

maximal concentration (mg/m3) 2.4 2.2 1.8

sulphur dioxide



carbonic acid



nitrogen dioxide



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 The Assessment of the Chemical Pollution of the Railway

Infrastructure and the Need for its Further Study Chemical pollution of the railway infrastructure located within the project influence area has been assessed on the basis of visual inspection of the main railway facilities and the route of the railway bypass, study of the documents on environmental performance of Georgian Railway and the results of laboratory analysis of soils. 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.


105

The Tbilisi railway infrastructure occupies almost 80 ha. Besides the railway tracks there are located freight and passenger stations: Didube, Central, Freight, Navtlughi, Tbilisi Marshalling, Tbilisi Junction and other facilities: locomotive and wagon depots, rail sidings, etc. At present Georgia Railway transports various goods, including those containing hazardous substances. These area oil and oil products, as well as sodium cyanides and oxicyanides, mazut, explosives, Bickford's and detonating fuses, contact and detonating capsules, electric detonators, chlorine, sulphurous compounds, paraffin and other hazardous substances. Moreover, Georgian Railway uses a number of hazardous substances during railway operations which enter the soils and cause their pollution. These are lubricants, detergents - sodium, synthetic means, as well as pesticides, including Notcown – imported chemical widely used by Georgian Railway in recent years. Major part of the Tbilisi railway territory is occupied by technical premises, including storages, reservoirs, watch-dogging gutters, and drainage canal that are significant sources of chemical pollution of ground with substances such as oil and oil products (petrol, mazut, other types of oils). According to the Centre of Ecological and Technical Supervision of Georgian Railway LLC, within the study area there are the following major sources of pollution which will need special attention:

� Locomotive depot: 7 units of 60 ton oil reservoirs, watch-dogging gutters and drainage canal;

� 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 and 60 ton oil tank – in the cellar, 7 watch-dogging gutters and 1 drainage canal.

Moreover, there are sections 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. Soil sampling has been undertaken on the territory of the three railway facilities: locomotive depot located at the metro station “Eldepo”, Passenger Transfer Branch of the Central station and Tbilisi Marshalling station. The soil samples have been taken from the railway tracks and the adjacent areas. The samples have been taken at 11 different points at a depth of 10-45 cm. The results of laboratory analysis are presented in the Table 5.1.11-1 below: Table 5.1.11-1. Tbilisi railway infrastructure, oil products in soils # Sampling sites Concentration of oil products

mg/kg

1 Passenger Transfer Branch of the Central station 6,730

2 Tbilisi Marshalling station 2,360

3 Locomotive depot at the metro station “Eldepo” 10,000

The chemical analysis has been undertaken in the chemical laboratory of the National Environmental Agency of the Ministry of Environment and Natural Resources using the relevant standard methodology. Soil samples taken at each site were averaged in advance according to the standard procedure.


106

The evaluation table of soil pollution is presented in the Appendix 4 - Decree #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 Environment. Table 5.1.11-2. Decree #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 Environment, Appendix 4, Levels of pollution of soils with oil

Substance MAC (mg/kg in soils)

I level (allowable)

II level (low)

III level (medium)

IV level (high)

V level (very high)

oil 1,000 <1,000 1,000-2,000 2,000-3,000 3,000-5,000 >5,000

The comparison of these tow tables show that pollution of soils with oils exceeds MAC – 1,000 mg/kg at all three railway facilities. Soils within the depots of the Tbilisi railway infrastructure are heavily polluted with oil products. The concentration of oils in the soils of locomotive depot located at the metro station “Eldepo” exceeds MAC 10 times. Therefore it is deemed appropriate to carry out detailed study within the territory of the Tbilisi railway infrastructure to determine such qualitative and quantitative characteristics as the character of pollution and concentration of pollutants (oil products, toxic metals) in soils, the area of polluted territory, the depth of pollution at various locations, the volumes of soils to be removed, etc. The feasible methods of recycling and possible reuse of removed soils shall be developed. Various methods, including burning of oil, placement of clean soil on polluted areas, removal and disposal of topsoil at exhausted and abandoned quarries are used for treatment of polluted soils at oil field and surrounding areas. These methods have a number of shortcomings: reduction of biological productivity, accumulation of toxic and carcinogenic substances, slowing down the oil decomposition processes, pollution of groundwater and development of sources of secondary pollution. Therefore these methods do not meet the modern requirements of ecosystem recovery. At present the physical, chemical, biochemical and biological methods of elimination of soil pollution are being considered. These include: soil loosening, application of lime, mineral additives, manure, active silt and hydrocarbon oxidizing micro-organisms, soil moistening, use of mineral fertilizers and leaven, seeding perennial grasses at later stages of treatment, etc. It shall be also taken into account that in this particular case the polluted areas freed from the railway infrastructure will not be used for agricultural purposes. Based on the available information and the result of the analysis of polluted soils it can be concluded that the scales of pollution of Tbilisi railway infrastructure are limited within 500-600 ha. For the assessment of the impact of pollution and development of recovery measures individual approaches have to be applied to each specific case and site. The methods of elimination of pollution, including oil pollution used during the demolition process shall correspond to the purpose of future use of each freed-up area. According to the available information the major part of the freed-up area will be used for construction of wide motor road within the limits of Tbilisi urban area which will contribute to improvement of operation of growing urban traffic. The rest of the territory will be used for urban development. The means and methods of elimination of oil pollution will be more effective and if they are selected in accordance with the purpose of future use of freed-up areas. In particular, the area designated for construction of the motor road will require implementation of limited activities, since the asphalt components (bitumen, tar) are oil products used for pavements. During excavation works the polluted soil will be cut and transported to specially allocated sites for construction waste disposal. Removed soils will be piled separately from other wastes polluted with oil. Collected sub-soil will be treated with complex chemical-biological method which allows for chemical-biological decomposition of pollutant hydrocarbons and recovery of soils in 2-3 years.


107

The major mart of the areas allocated for planting shall be treated on the spot, implying soil loosening, application of lime, mineral additives, hydrocarbon oxidizing micro-organisms, and seeding perennial grasses at later stages of the treatment, etc. As a result of the successive treatment process the oil containing hydrocarbons will be oxidized and the final products - CO2 and water will be received. Within the 100-150 wide zone on the both sides the Zahesi – Lilo 1 new section of the Tbilisi Railway Bypass such sources of chemical pollution as industrial and other facilities are not registered. Reconstruction of the Lilo 1 – Tbilisi Marshalling station will not imply demolition of the existing infrastructure. Therefore the activities directed at elimination of pollution, in particular reinstatement of soils polluted with soils, to be undertaken at the section during the construction process will have limited character. These activities will cover mainly rehabilitation and expansion of green plantations on the territories owned by Georgian Railway. There are some locations at the Lilo 1 – Tbilisi Marshalling section where the requirement of a 100 m wide sanitary zone between the railway tracks and the residential houses is not met. Therefore, the project on reconstruction of this section should incorporate certain measures for mitigation of this violation (resettlement of the residents from the sanitary zone if feasible, construction of acoustic walls, planting of greenery on 50% of the territory, etc.). Special attention shall be paid to mitigation and prevention of chemical pollution at the operational stage. The needed measures include: proper maintenance of wagons and tanks with observation of all rules and norms, their regular technical inspection and repair, washing of tanks in a timely manner at newly constructed washing areas where the treatment and re-use of wastewaters is provided, timely renovation of rolling stocks, mechanization and automation of main operations of wagon servicing, regular training of the staff and strict observation of disciplinary norms and technical manuals. Implementation of the above activities will minimize environmental, including chemical, pollution and reduce the costs of compensation for environmental damage. 5.1.12 Noise and vibration The railway section within Tbilisi urban area 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.

Fig. 5.1.12-1. Noise: T. Graneli Street


108

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.

Fig. 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

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.

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

Fig. 5.1.12-5. Noise: Didube

According to the existing data, about 19 freight trains travel across Tbilisi during night-time (from 11 PM till 7 AM) and generate a high level of noise. For example, the noise equivalent levels at the buildings located at a distance of 50 m from the railway track, in night-time, are 60dbA, which exceeds the allowable limits.


109

Fig. 5.1.12-6. Noise: Near the Tbilisi Passenger Station

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

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.

Zahesi – Lilo I section of the Tbilisi Railway Bypass

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. The measurements have been carried out in daytime and partially during night-time using a 00026 type phonometer. Table 5.1.12-1. Baseline noise at the nearest residential houses

LAeq, 15 - minutes (dbA) 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 42 -


110

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 night-time.

10 km long section: Lilo I – Tbilisi Marshalling station

To assess the acoustic situation in the areas adjacent to the study section the reasons and sources of noise have to de determined. A part of this section is used by two-wagon electric train travelling from the centre of the city to the Tbilisi International Airport. The train runs this section 4 times during daytime and 4 times – during night-time (from 11PM till 7AM). It means that 8 electric trains travel on both directions during 24 hours.

Fig. 5.1.12-9 – 5.1.12-9. Noise: 100 m from the railway tracks, Lilo, apartment houses in the Saknavtobi settlement

Moreover, this section is randomly used by freight trains comprised of 3-40 wagons travelling to Vaziani direction. Usually 8 freight trains in daytime and 3 freight reins in night-time in average pass the Lilo station. The average level of noise generated by the train when passing the measurement point (at a distance of 25 m from the axis of the outermost track) is within 70-74 dbA, while the maximal indices may exceed these figures by 6-8 dbA.


111

Fig. 5.1.12-10. Noise: Lilo, two 4-storeyed residential houses behind the railway tracks

Fig. 5.1.12-11. Noise: Airport settlement, 45 m from the railway track

The level of noise generated by road traffic flows moving on the Kakheti highway located at a distance of 200 m from the railway during daytime is 72-74 dbA, and 57-60 dbA in night-time. About 2,000-2,400 vehicles use this highway per hour for travelling in both directions.

Fig. 5.1.12-12. Noise: 25-45 m from the railway track, nearest residential houses, Alekseevka settlement

The part of the territory adjacent to the railway tracks is affected by the noise of air transport. Take-off of airplanes generates high levels of noise on the both sides of the runway. According to the existing data, the number of take-offs (Boeing 737 and A320 type) during daytime is 10-13, in night-time this figure varies within 5-8. When flying over the railway tracks the planes are at a height of 150 m. It is obvious that the generated noise affects the residents of the Airport, Alekseevka and Orkhevi settlements. The impact of air transport noise on these areas (or other parts of Tbilisi) has not been studied yet. Industrial facilities and separate private or apartment houses are located in the areas adjacent to the railway. The following large settlements are located along the Lilo – Tbilisi Marshalling station: apartment houses of the Saknavtobi, Airport, Alekseevka and “Africa” settlements. Multi-storey buildings are


112

located on the Kiziki street and on its neighbouring territories (Kiziki street settlement), where the industrial facilities are found as well.

Fig. 5.1.12-13. Noise: Section of the Kiziki

street, mixed residential and industrial districts

Fig. 5.1.12-14. Noise: Residential area near the Kiziki street

Industrial facilities located in the areas adjacent to the railway are not fully operational; therefore nose generated by them is not significant for the assessment.

Fig. 5.1.12-15. Noise: Railway tracks near the Kiziki street

On the basis of reference calculations it can be presumed that the sound equivalent level during night-time at a distance of 25 from the axis of the track of the existing railway does not exceed 53 dbA. The calculations have been made on the assumption of regular movement of 8 electric trains and 2 10-wagon freight trains during night-time. The noise equivalent level at the houses located at a distance of 100 m from the tracks will be slightly above the allowable limits. Maximal noise levels generated by these trains may exceed the allowable limits for night-time hours (60dbA). Baseline noise levels for daytime hours have been studied at some measurement points. During implementation of measurements the impacts of railway and air transport were not recorded, since the baseline noise levels during considerable time periods are within the limits of the figures presented in the table.


113

Table 5.1.12-2. Baseline noise at the Lilo – Tbilisi Marshalling section

LAeq, 15 min dbA Measurement points on the

map Measurement sites

day

1. Lilo, Saknavtobi settlement, pk 298 52

2. Lilo, at border of the industrial enterprise, pk 308 44

3. at Airport settlement, pk 322 64

4. at Alekseevka settlement, pk 336 50

5. at “Africa” settlement, pk 348 54

6. Kiziki street, pk 364 56

7. at Kiziki street settlement pk 375 68

High levels of baseline noise during daytime are conditioned by air transport. No measurement have been undertaken for night-time hours, however the levels of baseline noise during night-time will be lower. The baseline noise on the areas adjacent to the railway section located in Tbilisi exceeds the allowable limits, since the residential houses are located in an immediate vicinity of the railway tracks, in certain cases at a distance of 20-30 m. Rolling stocks generate excessive levels of noise in Tbilisi especially during night-time. Presumably the levels of vibration often exceed the allowable limits as well, especially in the areas, where the distance between the railway tracks and the residential houses is 25-30 m. It is obvious that the residents of these houses are affected by excessive vibration. The territory along the proposed railway section Zahesi – Lilo I is not polluted with baseline noise and vibration. The baseline noise of the areas adjacent to the 10 km long Lilo I –Tbilisi Marshalling station is caused by rolling stocks, the highway traffic and air transport.


114

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. See Appendix V – Map – Pickets of the Tbilisi Railway Bypass. The project crosses the following settlements in each Municipality:

� Gldani-Nadzaladevi (pk 0-142+00; 154+00 – 188+00): � Avchala (pk 0-37+00, mixed settlement); � Gldanula (pk 47+00- 53+20, urban settlement); � Gldani village (pk 62+25 – 94+00, rural settlement); � Mukhiani suburban area (pk 102+30 – 112+50, rural settlement); � Gldani suburban area (pk 117+50 – 129+00, rural settlement).

� Isani-Samgori (pk 142+00 – 154+00; 188+00 up to the end of the route): � Patara Lilo (pk 176+50 – 210+80, rural settlement); � Territory adjacent to the former Varketili collective farm (pk 213+00 -222+77, mixed

settlement); � Orkhevi settlement (pk 224+00 -251+80, urban settlement); � Lilo (pk 251+80 – 288+59, urban settlement).

Table 5.2-1. Crossing of settlements by the Tbilisi Railway Bypass

� settlement municipality pk settlement type

1. Avchala Gldani-Nadzaladevi pk 0-37+00 mixed settlement

2. Gldanula Gldani-Nadzaladevi pk 47+00 - 53+20 urban settlement

3. Gldani village Gldani-Nadzaladevi pk 62+25 – 94+00 rural settlement

4. Mukhiani suburban area Gldani-Nadzaladevi pk 102+30 – 112+50 rural settlement

5. Gldani suburban area Gldani-Nadzaladevi pk 117+50 – 129+00 rural settlement

6. Patara Lilo Isani-Samgori pk 176+50 – 210+80 rural settlement

7. Territory adjacent to the former Varketili collective farm

Isani-Samgori pk 213+00 - 222+77 mixed settlement

8. Orkhevi settlement Isani-Samgori pk 224+00 -251+80 urban settlement

9. Lilo Isani-Samgori pk 251+80 – 288+59 urban settlement

The socio-economical profile of the project study 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

� Field trips / observations in the study areas.


115

5.2.1. Demographics The Demographic data includes the following information: size of population, age distribution, ethnical structure, education level. Number of households Table 5.2-2 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 5.2-2. 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

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 744,499. 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 5.2-3 reflects the size of population and sex distribution in the area. Table 5.2-3. Size of population and sex structure

Area / Municipalities of Tbilisi Men Women Total

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

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

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

Total number 337,940 406,559 744,499 30 involuntarily displaced families from Abkhazia, as a result of war in 1992 currently live in the building of the Didube depot.


116

Age structure As table 5.2-4 reveals, people in the 25-34 and 35-44 age groups are most represented in the project area. Table 5.2-4. Age structure of the population

Municipalities of Tbilisi Didube-Chughureti Gldani-Nadzaladevi Isani-Samgori

Total number of population 139,447 320,361 284,691

Distribution of population by age groups % Number % Number % Number

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

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

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

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

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

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

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

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

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

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

Age not indicated 0.003 5 0.0 9 0.0 33

Ethnical structure As table 5.2-5 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 5.2-5. Ethnical structure of Population

Are

a /

Mun

icip

aliti

es

of T

bilis

i

Size

of

Popu

latio

n

Geo

rgia

n (%

)

Abk

hazi

an (%

)

Oss

etia

n (%

)

Arm

enia

n (%

)

Rus

sian

(%)

Aze

ri (%

)

Gre

ek (%

)

Ukr

aini

an (%

)

Kis

t (%

)

Yazi

di (%

)

Didube-Chughureti 139,447 87.5% 0.03% 1.0% 6.2% 3.0% 0.2% 0.3% 0.3% 0.0% 1.2%

Gldani-Nadzaladevi 320,361 88.0% 0.10% 2.00% 4.30% 3.00% 1.00% 0.20% 0.30% 0.00% 1.00%

Isani-Samgori 284,691 74.5% 0.10% 1.00% 16.4% 5.00% 1.00% 1.00% 0.40% 0.10% 0.30%


117

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. Table 5.2-6. Distribution of population according to educational level

Area Distribution of population according to educational level

Size

of

popu

latio

n of

6

year

s an

d ab

ove

Tota

l Siz

e of

Po

pula

tion

Hig

her

Educ

atio

n

Inco

mpl

ete

Hig

her

Educ

atio

n

Seco

ndar

y Vo

catio

nal

Educ

atio

n

Com

plet

e Se

cond

ary

educ

atio

n

Elem

enta

ry

Gen

eral

Prim

ary

Gen

eral

Mun

icip

aliti

es

of T

bilis

i

Num

ber

Num

ber

%

Num

ber

%

Num

ber

%

Num

ber

%

Num

ber

%

Num

ber

%

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

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 Tbilisi, out of the employed population 79.6% is employed by different organizations and 20.3% is self employed. Table 5.2-7. Distribution of population 15 years and above, according to economic

activities (thousands of people) Tbilisi Georgia

Total number of active population (labour force) 430.1 1,917.8

Working 302.1 1,601.9

� Employed 240.6 572.4

� Self employed 61.4 1,028.5

� Uncertain 0.1 1.1

Unemployed 128.0 315.8

Level of unemployment (percent) 29.8% 16.5%


118

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. Table 5.2-8. Sources of income in Tbilisi according to 2008 data (per household per

month)

Tbilisi Sources of Income

Income (GEL) Income (GEL)

Monetary income and transfers

� Employed work 339.5 51.2

� Self employment 81.1 12.2

� Pension, scholarship, financial assistances 59.4 9.0

� Financial support from relatives 58.5 8.8

� Financial support from abroad 23.3 3.5

� Renting, saving interests 6.1 0.9

� Selling of agricultural products 2.8 0.4

Other monetary sources

� Selling of property 20.8 3.1

� Money lending or using savings 56.5 8.5

Total monetary income 647.9 97.6

Non monetary income 15.8 2.4

Total Monetary and non monetary sources 663.7 100% Major areas along the railway bypass are occupied by meadows and mixed agricultural lands. The residents of those areas that live in rural type of settlements have private houses with small fruit gardens that are used by them for self consumption. The fruits and products produced in these gardens decreases their expenses on those types of goods. 5.2.3. Infrastructure The Project comprises of two main parts:

(1) Construction of a new railway bypass which implies:

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

� Rehabilitation k of about 10 km long section “Lilo 1 – Tbilisi Marshalling Station” of the existing Kakheti railway:

� Rehabilitation of the existing track; and

� Construction of additional single rail track.

(2) Removal of the railway track within the Tbilisi urban area.


119

Thus, in terms of restructuring railway structures in the Tbilisi urban area should be noted those infrastructure units that would be subject of dismantling - present main railway line including shunting areas, rail yards, rail sidings, depots and other infrastructure in the urban area between Didube in the north and Navtlughi in the south (in-between distance ca. 10 km). Also should be noted rail sidings part of them are property of “Georgian Railway” LLC but the rest are in the private ownership. The siding owner companies and organizations depend on freight received directly from the railway; therefore, after the railway relocation they will presumably either move to the territories adjacent to the new railway, or change their profile of freight transportation The following facilities located near the present Central Station, more or less depending on the railway shall be also noted:

� Some unofficial agricultural markets;

� Taxi drivers (about 30-35 persons) depending of railway passengers;

Fig. 5.2-1 – 5.2-2. Unofficial traders of agricultural products In terms of construction of new railway bypass the following facilities that are located along or nearby the new bypass should be noted:

� Grain industrial complex “Baraka” (pk 08+00 -10+00);

� Hotel “Eurasia” located at a distance of 100-105 m from the railway bypass;

� Cardboard manufacturing enterprise located on the left side of the bypass at a distance of 25 m from the railway bypass. The enterprise currently has not been operating for two months however the employees await for new funding;

� Tram-trolleybus dismantling enterprise (pk26+80 – 28+54);

� Enterprise that is using its area for vehicle maintenance and garage (pk 29+90 – 31+92);

� The buildings of former professional technical (secondary) school that currently are in the ownership of the Patriarchate and where socially vulnerable people live. This building is located at a distance of 80 m from the railway bypass;

� Gldani prison located at a distance of 44 from the railway bypass;

� The school in Lilo settlement located at a distance of 165 m from existing railway to be rehabilitated;

� The colony of strict regime located at a distance of 150 m from the new route.


120

Fig. 5.2-3. Grain industrial complex “Baraka” Moreover, a number of abandoned enterprises are located along the new railway bypass. Electricity transmission lines, gas pipelines (in particular, the Saguramo gas pipeline is crossed by the project route at 5 locations) and the associated infrastructure, water and sewerage systems as well as telephone lines are situated on the territories of the Tbilisi railway bypass project implementation area. A special attention shall be paid to the Tbilisi Water Reservoir that is one of the major sources of Tbilisi water supply (for its three districts) and is also is used for irrigation of 20,000 ha of agricultural lands of Gardabani. 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 assistance13. 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%. The data reveals that the general index of all category illnesses (the number of illnesses) has been increased14. 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 population15.

13 http://www.unfpa.org.tr/georgia/countryinfo.htm 14 http://moh.gov.ge/ge_pdf/statistics/2005/04.htm 15 CIA World Factbook


121

The specific diseases are not typical for the target areas of the project. 5.2.5. Recreation The Tbilisi Sea has to be mentioned from a recreation point of view. It is intensively used by the residents of Tbilisi for recreation during summer times. The importance of the Tbilisi Sea and surrounding territories for tourism development is underlined in the plans of the Tbilisi Municipality. At present the plan of development of the Tbilisi Sea and surrounding areas are being prepared. Also should be emphasized the future importance of Tbilisi Sea and its adjusted area in Tbilisi City Hall’s vision in terms of tourism perspective. Currently, work is underway developing a Plan for Tbilisi Sea alongside territory development. The Gldani Lake is used for fishing by the local population. The Tbilisi National Park has to be also mentioned in context of tourism development. The 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. 5.3 Cultural Heritage and Archaeology 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. Tbilisi, the capital city of Georgia, has witnessed a long history of human occupation, due in large part to its favorable 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. 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 9 - Cultural Heritage and Archaeology and the Table 5.3-1. 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.

! ( ! (! (

! (

! (

! ( ! (

! (! (

! (! (

! (

! (

! (! (

! (

N6

N7N3

N4

N5M

ap 9

. Cul

tura

l Her

itage

and

Arc

heol

ogy

N1

N2N8

N9

N10N1

1

N12

N13 N1

4

N15

N16

Lege

nd

Prop

osed

Rai

lway

Lin

e

! (C

ultu

ral H

erita

ge

Mod

ern

Cem

eter

yW

GS

1984

UTM

Zon

e 38

N

²1

cent

imet

er =

650

met

ers


122

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.

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.


123

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

6.1 Potential Environmental Impacts 6.1.1 Potential Impacts on Surface Water and Groundwater Construction phase

The arrangement of a RoW for the railway bypass 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 riverbeds and later enter the Mtkvari River and Tbilisi water reservoir. Rocks exposed as a result of construction activities contribute to the growth of the concentration 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 construction of the railway section within the water catchment area of the Tbilisi water 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 the construction the accidental spillage of fuel and lubricants from construction machinery and penetration of spilled oil products into surface water bodies or into groundwaters through melted snow or rain water may occur. Arrangement and operation of the construction camps may lead to pollution of groundwaters with faeces. Operation phase During the operation phase accidental falls of goods from the freight trains are expected. If the load contains chemical substances (non-organic fertilizers, chemicals, etc.), pollution of ravines and channels, and then the Mtkvari river or Tbilisi water reservoir with chemicals will occur. Accidental fall of tin plates or products in surface water objects during transportation of scrap may lead to pollution of these water bodies and then Mtkvari river or the Tbilisi water reservoir with cadmium. Movement of passenger trains on the Tbilisi water reservoir section may cause pollution of surface waters with faeces, since the sewerage system used in trains are of open type. Due to the limited number of passenger trains on the railway bypass, the impact will be insignificant.

Groundwaters From the hydrogeological point of view the Gldani Lake section where the groundwaters are located close to the surface ( 1� m), is one of the most important areas. In case of accidents there exists a high risk of pollution of groundwaters and the Gldani Great Lake. The spread of clay subsoil containing gypsum and yarosit at this section creates a high probability of development of chemical suffusion. For this reason, use of local subsoil for building railway embankment here is not appropriate. This recommendation is equally true for all territories from Gldani Great Lake to Khevdzmara River Gorge intersection area. In terms of potential impact on hydrogeology the surrounding territories of the former Varketili collective farm and Lilo are important. These territories have been used for agricultural activities (mainly vineyards) for a long period of time during long years and are covered with underground irrigation networks. At present these areas are covered with dense grass cover and are used as hay

Map

10.

Tbi

lisi W

ater

Res

ervo

ir.W

ater

Inta

ke A

nd D

isch

arge

Fac

ilitie

s

Lege

nd

Pum

ping

Sta

tion

Filte

ring

Stat

ion

Jinv

ali W

ater

Tra

nsfe

rring

Tun

nel

Sam

gori

Upp

er C

anal

Sam

gori

Low

er C

anal

WG

S 19

84 U

TM Z

one

38N

²1

cent

imet

er =

300

met

ers


124

lands. Groundwaters are close to surface ( 3� m); especially in the areas from the crossing of the railway with Upper Samgori main irrigation canal, which are under the hydraulical influence of the later. The risk of damage of the irrigation system and contamination of groundwaters at both construction and operation stages in case of accident at this section is high. Tbilisi Sea The Tbilisi water reservoir with 315 mln m3 total and 155 mln m3 useful capacity located along the Tbilisi Railway Bypass has not be especially noted. At present its useful capacity is 63 mln m3 due to disposition of the pump stations Tbilisi water supply at the lower levels. The Tbilisi water reservoir takes water from the Iori river through the main upper canal of the Upper Samgori irrigation system, which along with filling the Tbilisi water reservoir is irrigating 14,200 ha of lands in the Gardabani and Sagarejo districts and supplies water to the Satskhenisi, Martkopi and Tetrikhevi hydro electric power stations. The Tbilisi water reservoir is used for water supply, irrigation and recreational purposes. For location of water intake and water discharge facilities at the Tbilisi water reservoir refer to the Map 10 – Water intake and water discharge facilities at the Tbilisi water reservoir. In terms of hydrology the Tbilisi Sea section is the most sensitive section for the Tbilisi Railway Bypass. The section covers the area from the main upper canal of the Upper Samgori irrigation system to the Kvirikobiskhevi river. At this section the planned railway bypass passes through the II zone of sanitary protection of the Tbilisi Water Reservoir the boundaries of which are defined by the Decree of the Minster of Labour, Health and Social Affairs16. In case of derailment of wagon tanks loaded with chemicals or oil products or train accidents on the Tbilisi Sea section, pollution of surface water objects with liquid hazardous substances may occur. In this case the consequences may be catastrophic, since this section of the railway bypass is located within the Tbilisi Sea water catchment area and oil spilled on its slopes will definitely reach the water reservoir. In case of spill of oils into the Kvirikobiskhevi (even in case of maximal water discharge occurring once in 10 years) the oil will reach the water reservoir in 40 minutes, and the chemical substances will be diluted in water in 50 minutes. See Map 11 – Modeling of surface flows according to the character of the topography. The map shows the modeling of possible oil spill at the Tbilisi Sea section and the shapes and directions of possible oils flows considering the topographic features of the surface. As the map shows, oils spills occurred at the section between pk141-and and pk188+70 will reach the basin of the Tbilisi water reservoir. Below is given the description of the engineering design of this section: According to the project design the major part of the railway section is located in the trench (sections pk143 - pk181+50 and pk186+80 – pk188+20). In case of oil spills occurred at this section, the spilled oil will flow to the Tbilisi Sea through the Kvirikobiskhevi river gorge and open sections of the route. Thus, the most sensitive sites at this sections area Kvirikobiskhevi and those sections of the route where the railway bypass runs on the surface or fills; in particular pk181+50 – pk186+80; in total: – 530 m. See Appendix V – Map – Pickets of the Tbilisi Railway Bypass. Spill of even 30,000 litres of oil (half of the tank) will spoil about 50% of the useful capacity of the water reservoir. It means that 3 districts of Tbilisi will not be supplied with potable water and about 20,000 ha of agricultural lands of the Gardabani district – with irrigation water. From the hydrogeological point of view, the groundwaters of the section of crossing of the railway with the Kvirikobiskhevi river gorge, discharge into the Tbilisi water reservoir. They are located at a depth of 4 meters. Although the Oligocene-Miocene rocks that form the main substrata are located north to the water reservoir, i.e. at the opposite side of the water reservoir, the risk of pollution of the reservoir in case of railway accident or during the construction phase is high, since the spilled oil can easily penetrate to the groundwater through the dealluvial clay layer and then reach the water reservoir. Gldani Great Lake 16 Decree No. 297/N dated August 16, 2001 of the Minster of Labour, Health and Social Affairs on “Approval of Standards of Environmental Quality”

210

200

190

180

170

160

150

140

130

Map

11.

Mod

elin

g Su

rfac

e Fl

ows

Bas

ed o

n To

pogr

aphy

of t

he T

erra

in

Lege

nd Prop

osed

Rai

lway

Lin

ePo

ssib

le D

irect

ions

of O

il Sp

illsTu

nnel

WG

S 19

84 U

TM Z

one

38N

²1

cent

imet

er =

250

met

ers


125

The issue of the Gldani Great Lake has been discussed at the stage of the Tbilisi Railway Bypass project designing stage. According to the expert group’s opinion the mentioned lake had been appeared by the end of the Soviet era as a result of improper development of the salt pit located on its place. Therefore, it was recommended to apply the 300 m wide zone of water protection established by the Decree of the Minister of Environment Protection and Natural Resources of Georgia to the Gldani Great Lake. The project expert group processed the issue and prepared the relevant conclusion on the Gldani Great Lake (See Appendix R – Hydrological Conclusion on Gldani Great Lake). Moreover, it was found out that the Gldani Lake is registered in the State Water Cadastre and therefore all relevant regulations established by the law are applicable to this lake. In particular, the Order No. 59 of the Minister of Environment Protection and Natural Resources of Georgia on Approval of the Decree on Water Protection Zone, the Article 8 of which states: “Within the water protection zone the following is prohibited:

1. Construction or expansion and reconstruction of existing enterprises except the cases directly stipulated by the Law”.

Mitigation measures For the purpose of prevention, mitigation and/or compensations of the above impacts the following measures have to be implemented: Construction stage:

� proper technical maintenance of trucks and construction machinery of the contractor;

� vehicle fuelling stations (in case of their existence at the construction stage) shall be embanked to prevent spread of fuel and pollution of the surrounding area in case of accidental spills;

� vehicle wash areas within the garages shall be embanked. For wastewater treatment a primitive treatment facility in the form of concrete covered two-step ditches to prevent discharge of untreated waters in ravines and rivers;

� washing of vehicles in river and other surface water object shall not be allowed;

� layers of soil polluted by fuel and lubricants spilled from construction machinery shall be removed and transported to the place agreed with the Ministry of Environment Protection and Natural Resources in advance;

� when painting metal constructions, especially metal bridges, tin or other covers shall be placed under the sections to be painted to avoid spill of paints into the surface water objects;

� places for toilets (if they are not connected to the centralized sewerage system) within the construction camps shall be selected with consideration of the groundwater levels. Cesspools shall be covered with cement solution to avoid pollution of groundwater with faeces. Cesspools shall be emptied on a regular basis in accordance with the number of workers living in the construction camp.

� construction and household waste shall be piled at a distance of at least 50 m from the riverbeds of rivers and ravines prior to disposal to the specially allocated dumpsites;

� temporary barriers shall be arranged at the small ravines and gullies to avoid movement of increased volumes of solid materials from the RoW to large ravines and rivers at the construction stage;

� the planned railway bypass shall be constructed outside the water protection zone of the Gldani Great Lake;

� the design of the Gldani Great Lake section of the railway bypass shall ensure protection of the groundwater and the lake water from pollution;


126

� Crossing of the planned railway with water bodies shall be designed in a manner to avoid penetration of pollutants in water bodies. Crossing of the design railway with water bodies and technical structures considered at crossing points are specified in Appendix O;

� preventive measures shall be implemented on the territory of the former Varketili collective farm to avoid the pollution of groundwaters of superficial circulation and the damage of the existing underground irrigation network;

� a modern treatment facility shall be arranged for the treatment of the sewerage of the new infrastructural facility (station, depots) to be constructed at the railway bypass considering the number of employees.

Tbilisi Sea Implementation of engineering measures at the Tbilisi water reservoir sensitive section (from the Porakaantkhevi river to the Kvirikobiskhevi river pk 141+00 – pk 18+70) which will ensure the following in case of possible accidental oil spills:

� protection of the Kvirikobiskhevi river from the possible spills of hazardous substances. During development of detailed design it has been decided to implement special engineering works at the most sensitive section of the Tbilisi water reservoir – Kvirikobiskhevi to ensure protection of the water of the Tbilisi Sea from pollution. It has been decided to let the flow of the river Kvirikobiskhevi through a tunnel built under the railway bridge to prevent penetration of accidentally spilled oil products into the Tbilisi Sea. The carrying capacity of the tunnel as well as the structure of the railway tunnel has been determined considering the maximal flow (86.0 m3/sec of Kvirikobiskhevi of 0.333% occurrence (once in 300 years). The calculation has been checked in case of the flow of 0.1% occurrence (101.3 m3/sec) (once in 1000 years).

A 10 m high earth fill will be arranged above the tunnel which will decrease the impact of cars fallen from the train as a result of accident on the tunnel to acceptable level.

Zones of falling of oil tanks from the railway bridge in case of accidents were identified on the basis of calculations and the total length of the tunnel was determined (L=200 m).

Oil retention-accumulating earth fill designed for retention of at least 500 m3 oil products will be built above the tunnel. The volume of oil products are calculated on statistical analysis of railway accidents (on the basis of 3��).

Removal and disposal of accidentally spilled oil accumulated in the earth fill shall be implemented in established terms.

Implementation of planned activities will ensure protection of the Tbilisi Sea from oil products spilled into the Kvirikobiskhevi as a result of accident.

Detailed design of engineering measures is presented in Appendix W.

� prevention of leakage of oils or other harmful substances spilled on the surface to the Tbilisi Sea and their collection in reservoirs with the purpose of future cleaning;

a concrete ditch can be arranged along this section, in depressions – arrangement of concrete covered reservoirs can be considered.

� prevention of tipping of oil tanks;

� protection of groundwaters from oil pollution. During the operation stage it is very important to designate the Tbilisi Sea sensitive section as a sanitary zone to ensure that the toilets of the trains are closed when passing this section to avoid pollution of surface waters with faeces. The relevant services of the Georgian Railway shall develop detailed Emergency Response Plans, including Oil Spills Response Plan. The relevant service of the Georgian Railway shall be provided with relevant trainings in different emergency scenarios. This service shall act in close cooperation with the Emergency Situations Department of the Ministry of Internal Affairs and the relevant services


127

of the Tbilisi Municipality. The Georgian Railway Emergency Situations Department shall be equipped adequately (e.g. oil retention booms). It shall be also noted that Georgian Water and Power Ltd. examined the project and gave the preference to the alternative of crossing the Tbilisi Sea section via tunnel. The arguments of the company are presented in the Appendix T. Monitoring The construction sites shall be periodically inspected by relevant specialist to ensure compliance with environmental and safety requirements. During the construction stage periodical water sampling and laboratory analysis against the presence of hydrocarbons shall be implemented to examine possible pollution of surface and underground flows at the crossing of the railway bypass with the surface rivers and ravines. During the railway bypass construction and operation stages shallow monitoring wells shall be drilled in surrounding areas of the Tbilisi water reservoir and the Gldani Great Lake for the purpose of water sampling and laboratory analysis against the presence of hydrocarbons. Sampling shall take place on a seasonal basis.


128

6.1.2 Potential Impacts on Flora and Vegetation According to forestry data the Tbilisi Bypass Railway crosses the Mtskheta-Didgori forest site subordinated to the Service Mtskheta-Mtianeti Forest Site at two locations: 128 m2 (quarter 48, site 1) and 1,930 m2 (quarter 48, sites 2, 3 and 5) with 2,058 m2 total area fall within the RoW (see Map 17: Crossing of the Mtskheta-Didgori forest site). Change of the category of these areas shall be done in accordance with the current legislation. According to the Resolution #132 of the Government of Georgia of August 11, 2005 (on Approval of the Rules on Issuance of Licenses on Forest Use and Conditions) and the Order #10/61 of the Head of the Forestry Department of September 13, 2000 (on Special Cuts and Rules of its Implementation) special use and special cut are allowed during road (including railway) construction. Decision on assignment of a category of special use to the lands of forest fund and allocation of sites for special use is to be made by the Minister of Environment Protection and Natural Resources of Georgia on the basis of the recommendation of the State Commission on Land Use and Protection in accordance with the Article 82 of the Forest Code of Georgia and current legislation. It shall be noted that special cuts are not exempt for environmental requirements and at all stages of their planning and implementation the most environment friendly option, form and method shall be chosen. Construction of the Tbilisi Railway Bypass will result in complete destruction of green cover within 50-60 m wide zone, which will lead to significant reduction of population of plants and degradation of micro ecosystems. The vegetation structure will be deteriorated. The process of regeneration of taxons and phytocenosis of high conservational value will become less intensive and eventually lead reduction of biodiversity. During the construction phase the following trees and shrubs will be destroyed on the terraces of the Mtkvari river, in Gldaniskhevi, Khevdzmara, Saaptrekhevi and Kvirikobiskhevi, around Lilo within the 50-60 wide corridor along the design railway: trees: Georgian oak (Quercus iberica), field elm (Ulmus minor), willow (Salix excelsa), curly poplar (Populus canescens), hornbeam (Carpinus orientalis), Christ's thorn (Paliurus spina-christi), spyraea (Spyraea hyericifolia), blackthorn (Prunus spinoza), (Cerasus incana), barberry (Berberis vulgaris); lianas: greenbrier (Smilax Excelsa), English ivy (Hedera helix), silk vine (Periploca graeca), etc. From the above species only field elm has a conservation value – it is included into the Red List of Georgia. According to the Law of Georgia on red List and Red Book, restoration of field elm shall be implemented in accordance with the paragraphs 1, 2, 3 and 4 of the Article 20 of the Chapter VI. Compensations for other species are provided in the paragraph 2 of the Article 28 of the Chapter 10 of this Law. As for the grasses of conservation value they shall be identified in spring 2010 (March-April) as indicated in the resent report and relevant restoration activities shall be implemented. Pollution of surrounding areas with construction waste (including chemicals) will negatively affect the vegetation. Natural regeneration of impacted vegetation cover may take many years. The movement of heavy construction machinery, especially caterpillar vehicles, will result in deterioration of the surface horizon of soils and destruction of the existing vegetation. Pollution with the excessive dust will also take place. Possible pollution of surface and groundwater in case of improper management (e.g. oil spill) will be reflected on the vegetation cover as well. The species and fragments of habitats of conservation value are found at the following locations:

� Zahesi; � Gldani Great Lake; � Khevdzmara Gorge;

50

40

30

20

10

Lege

nd

Prop

osed

Rai

lway

Lin

e

Tunn

el

Cat

egor

y of

the

Spec

ial D

esig

natio

n

Mts

khet

a-D

idgo

ri Fo

rest

Are

a

Map

17.

Mts

khet

a-D

idgo

ri Fo

rest

Are

a C

ross

ed b

y Tb

ilisi

Rai

lway

Byp

ass

WG

S 19

84 U

TM Z

one

38N

²1 santimetri = 100 metri


129

� Gldaniskhevi Gorge; � Kvirikobiskhevi Gorge; � Saaptrekhevi Gorge; � starting point of the RoW at the Patara Lilo village; � wetland habitats and fragments of the flood-plain habitats found at these locations are

especially sensitive. During the construction process certain species including in the Red List, as well as relict, endemic and/or other rare species may be destructed. Oil spills is one of the major source of negative impacts on the vegetation cover. Cleaning of soils from oil products require considerable time and efforts. Successive change of the vegetation on contaminated areas has mainly a retrogressive character and leads to the serious damage of 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. Moreover, transportation of oil products by the railway always contains a risk of fires and damage of the vegetation. Mitigation measures For the purpose of prevention, mitigation and/or compensations of the above impacts the following measures have to be implemented:

� Compensation measures for withdrawal of 2,058 m2 from the forest fund shall be agreed with the Ministry of Environment Protection and Natural Resources.

� Develop a Flora and Vegetation Conservation and Restoration Plan. Pre-construction floristic conservation survey; identification and re-planting of the species to be conserved in similar alternative habitats; collection of their seeds and bulbs and establishment of small-scale nurseries and ex situ and in situ conservation measures shall be implemented in summer during the vegetation period of Ephemeridaes, e.g. Georgian iris. As a compensation measure, trees shall be planted on the areas adjacent to the RoW.

� Training the workers and construction site managers in avoiding cutting of trees and bushes along the RoW and destruction of soils on large areas (as well as preventing falling of animals in pits).

� Implement a Flora and Vegetation Restoration Plan in parallel with a Soil Restoration Plan.

� Assess the negative impact on the flora and vegetation of the traditional use zone of the Tbilisi National Park and develop compensation measures in coordination with the Agency of Protected Areas of the Ministry of Environment and Nature Resources.

� In case of damage of the vegetation as a result of railway accidents (oil spills, destruction of the soil horizon, etc.) along with implementation of the Emergency Response Plan, actions for elimination of the consequences of the pollution and rehabilitation of the vegetation shall be undertaken in a timely manner.

� Regular training of the relevant Georgian Railway employees for preparedness and timely and effective response to emergency situations.

Monitoring

During the construction stage the monitoring of construction personnel (workers, constructors, engineers, etc.) shall be implemented to ensure compliance with environmental and safety requirements. Environmental Monitoring Group shall be established to monitor the state of the vegetation within the target areas along with other environmental components during the construction process and after completion of construction works within the framework of implementation of Flora and Vegetation Conservation and Restoration Plan.


130

6.1.3 Potential Impacts on Ecosystems Ecosystems within the influence area of the new section of the Tbilisi Bypass Railway section undergo certain changed at all stages of project implementation. At the construction and pre-construction stage the following is expected:

� habitat fragmentation or loss; � spread of invasive species due to destruction of trees and shrubbery; � disturbance of wild life by construction machinery and technical personnel; � increase of concentration of solid materials in surface water caused by wastewaters and

erosion and its negative impact on ichthyofauna; Pollution of waters at the construction stage will have negative impact on ichtyhofauna. A special attention shall be paid to the crossings of Kvirikobiskhevi river and other ravines, since the project area of influence cover certain species of ichtyofauna included into the Red List and species endemic for the Caucasus ecoregion. For measures for protection of water resources refer to Chapter 6.1.1 – Potential Impact on Surface and Underground Waters. Excessive cutting of vegetation within the RoW at the operation stage may result in successive change of species and development of invasive species, however existence of vegetation and accumulation of oil products along the tracks may lead to fires.

Mitigation Measures

The most sensitive to changes are Kvirikobiskhevi and other ravines and the area adjacent to the Gldani Great lake – interesting sites in terms of biodiversity. Therefore the Construction Organization Plan shall consider the following measures:

� Construction supporting facilities and access roads shall be distanced from the sensitive sites;

� In those ravines where embankments have to be built drainage pipes shall be laid to ensure connectivity of water bodies;

� Restricted cutting of vegetation in sensitive areas is desirable;

� The origin of construction materials shall be specified and safety ensures.

At the operation stage the integrated management of vegetation shall be introduced, which implies:

� To support the biodiversity small plants shall be planted along the tracks, while large trees – at the borders of RoW

� Local species shall be planted, while invasive species shall be distanced;

� Biological, mechanical and thermal methods of vegetation control shall be used if required;

� Herbicides shall not be used on the territories located at a distance of more than 5 m from the tracks;

� Cutting of grasses shall be restricted;

� In some cases the integrated management of vegetation considers use of herbicides as the best tool for fast growing vegetation control in the RoW. In this case:

o The personnel shall be trained in use of herbicides;


131

o Use of herbicides included into the lists specified in the following documents is not allowed: 1) 1a and 1b class hazardous pesticides according to the WHO classification; 2) II class hazardous pesticides according to the WHO classification; and 3) pesticides listed in Annexes A and B of the Stockholm Convention (except the cases specified in the Convention)17.

o Used herbicides shall be licensed, approved and registered by the relevant body in accordance with International Code of FAO on Distribution and Use of Pesticides18;

o Used herbicides shall be labeled according to International standards and norms, in accordance with the Updated Regulations on Pesticide Labeling of FAO19;

o Recommendations of the herbicide manufacturer on use and dosage of herbicides as well as on use of its small amount shall be observed to determine the minimum optimal dose;

o Use of herbicides shall consider various criteria (such as field visits, date on weather, time of use and amount of herbicides). The data shall be recorded in the pesticide use register;

o Pesticides shall be used in a manner to avoid or minimize their transfer or washing; o Herbicide spreading devices shall in a good operational state in accordance with the

recommendations of the manufacturer;

o For the purpose of protection of water resources buffer zones along surface waters and gorges shall be left untouched;

o Rules of storage of hazardous materials, including herbicides ensure protection of soils and water from accidental pollution during their use,

6.1.4 Potential Impacts on Fauna In terms of biodiversity the most sensitive areas within the RoW are the following sections: Kvirikobiskhevi, Khevdzmara and Saaptrekhevi gorges and Gldani Great Lake and then all slopes of the gorges covered with shrubbery and fragments of forests. In open landscapes the importance of each shelter and water source is especially high. Therefore, the crossings of rivers, ravines and forest stripes as shelters of mammals and birds during migration and breeding shall be paid a special attention.

Bat population – As mentioned in the chapter on baseline information, negative impact on bat populations having conservation value and their shelters (especially wintering shelters) is expected during the construction carried out at Zahesi – Giorgitsminda and Giorgitsminda – Patara Lilo sections. Damage of bats’ shelter during the winter period will lead to complete destruction of bat colonies, therefore it is important to provide them with alternative shelter. If bats are disturbed in May-June they will be able find other habitats by themselves.

Birds – according to the existing information, the territory of the Tbilisi Railway Bypass is used as nesting area not only by ordinary birds, but also protected species. It is also used as resting area for protected migratory birds, including crane and big birds of prey. Construction of the railway may cause their disturbance during nesting period or damage of their nests. In mild winters there areas are used by some migratory birds for wintering. It is assumed that the Gldani Great Lake is used as a resting area by migratory birds.

Reptiles – Construction may cause destruction of Red Listed reptiles – Mediterranean tortoise (Testudo graeca), sandboa (Eryx jaculus) and eirenis (Eirenis collaris); and protected amphibians - eastern spadefoot (Pelobates syriacus) and their habitats.

Small mammals – floodplains of rivers and springs are feeding areas of the following Red Listed small mammals: horseshoe bat (Rhinolophus euryale), Mehely's horseshoe bat (Rhinolophus mehelyi); slopes of the ravines are habitats of grey hamster (Cricetulus migratorius). Turkish hamster

17see Stockholm Convention on Persistent Organic Pollutants, 2001 18 see International Code of Distribution and Use of pesticidas, FAO, 2002 19 see Updated Regulations on Pesticide Labeling, FAO, 2002


132

(Mesocricetus brandti) is widespread in plain areas located between the ravines. Therefore destruction of their habitat or disturbance during reproduction or breeding is expected. Impact on ichthyofauna depends on pollution of water bodies during construction and operation. Therefore, it is very important to prevent pollution of temporary and permanent water courses (see Chapter 6.1.1. Impact on Surface Water and Groundwater).


133

Mitigation measures Prior to commencement of construction works the following activities shall be implemented:

� Training the workers in avoiding excessive environmental impact at the construction stage;

� Carry out a field survey – inspection of hollow trees and buildings at least one month prior to commencement of construction works to avoid negative impacts on bats having conservation value. The presence of bat colonies can be established during the last decade of spring using the ultrasound detector. Damage of bats’ shelter during the winter period will lead to complete destruction of bat colony, therefore it is important to provide them with alternative shelter. If bats are disturbed in May-June they will be able find other habitats by themselves.

In general, it is recommended to carry out construction activities from October through the end of March. During this period preconstruction field surveys shall be conducted nevertheless, since various seasons are important for each species. During pre-construction field surveys the following shall be examined at each section:

� breeding areas of Greek tortoise, eastern spadefoot and invertebrates in water objects

� presence of Turkish hamster and other small mammals;

� presence of breeding areas of Mediterranean tortoise;

� presence of the nests of protected birds;

� presence of colonies of bats in the trees to be cut; and

� whether the individual section of a big mammal falls within the construction zone. Since the route runs through the traditional use zone of the Tbilisi National Park, the compensation measures shall be agreed with the Ministry of Environment and Natural Resources of Georgia. Georgian Railway will be responsible for their implementation. During the construction the following activities shall be implemented:

� If protected species are found, develop special measures to minimize their disturbance during reproduction and breeding periods;

� Arrange fences to prevent animals from falling into the trenches. Before filling the trenches make sure that there is no animal there. In general, it will be sufficient to place wooden boards in trenches that will be used by animals for escaping;

� Keep old trees near the RoW during the construction works;

� If a bat colony is found in a tree or building, try to avoid these places or create artificial habitats as a compensation measure.

After completion of construction works the water courses and forest strips shall be recovered, topsoil shall be reinstated and re-cultivated, shrubbery shall be planted along the RoW. Pipes laid in gorges will play the role of so-called “Green Bridges” for animals. Monitoring Construction sites shall be inspected by the relevant specialist on a regular basis. According to the pre-construction field surveys monitoring of conservation species to be relocated to the alternative habitats may be required.


134

6.1.5 Potential Impact on the Tbilisi National Park The Tbilisi Railway Bypass crosses the visitors’ zone of the Tbilisi National Park at two locations north-east to the Tbilisi Sea. See map 12:

� at the section of Kvirikobiskhevi. The length of the crossing is about 600 m. About 220 m out of 600 m will be passed through a tunnel, and 380 m long section of the crossing is located at pk140+60 - pk144+40;

� at the easternmost section of the Tbilisi Sea, at the 18th km of the railway bypass. The length of the crossing is 90 m and is located at pk180+45-pk181+35.

The Tbilisi Railway Bypass will have a direct impact on about 8 ha (79,352 m2) of the traditional use zone of the Tbilisi National Park which makes about 0.03% of the total area of the National Park. It has to be also mentioned that on the territory of Zahesi settlement the railway bypass will run near the traditional use zone of the Tbilisi National Park at a distance of about 2 km. The minimal distance between the railway and the territory of the National Park at this section is 100-200 m. Sine the Tbilisi Railway Bypass will cross the territory of the Tbilisi National Park (see Map 12 – Forest Fund of the Tbilisi National Park to be Assigned a Special Category), which is considered as a forest fund of a protected area, Georgian Railway will address (prior to applying for permitting) the Ministry of Environment and Natural Resources with the request to assign a special forest use category to this part of the National Park. According to the Decree #132 of the Government of Georgia (on approval of the rules and conditions for issuance of licenses on forest use) made on August 11, 2005 and the Order #10/61 of the Chairman of the State Forestry Department (on approval of the rules of special forest cuts and their implementation) made on September 13, 2000, forest use and felling for special purposes is allowed in case of road (including railway) construction. The decision on assignment of a special category to the forest fund lands and allocation of territories for special forest use has to be made by the Minister of Environment and Natural Resources on the basis of recommendations of the State Commission on Land Use and Protection in accordance with the Article 82 of the Forest Code of Georgia and current legislation. It shall be noted that implementation of special cuts is not exempted from environmental requirements. At all stages of planning and implementation of special cuts the most environmentally sound options, forms and methods shall be applied. Measures to compensate the impacts on biodiversity, tourist potential and recreational capacity of the National Park will be developed and agreed in consultation with the Ministry of Environment and Natural Resources. Mitigation measures

Measures fro compensating impact on biodiversity, tourist potential and recreational value of the Tbilisi National Park shall be agreed and developed in consultation with the Ministry of Environment Protection and Natural Resources.

Training of workers and construction site managers to avoid, along other impacts, destruction-trampling and mechanical damage of soils by construction machinery in the areas adjacent to the construction sites, disturbance of species of conservation value, etc. shall be carried out before commencement of construction activities.

Kvirikobiskhevi is the most sensitive area in terms of negative impact on vegetation. The following vegetation restoration and compensation measures shall be implemented:

� Seeding of local vegetation on damaged soils; bulbous vegetation shall be planted in parallel with seeding; manure as an organic fertilized shall be placed on the surface of the soil;

� Obtaining seeds of destructed tree species and growing (or purchasing) and planting their sprouts in deforested areas;

190

180

170

160

150

140

130

Lege

nd

Prop

osed

Rai

lway

Lin

e

Cat

egor

y of

the

Spec

ial D

esig

natio

n

Tunn

el

Tbili

si N

atio

nal P

ark

Map

12.

For

est F

und

of th

e Tb

ilisi

Nat

iona

l Par

k th

at is

to b

e A

ssig

ned

the

Cat

egor

y of

the

Spec

ial D

esig

natio

n

WG

S 19

84 U

TM Z

one

38N

²1

cent

imet

er =

200

met

ers


135

� In relatively humid habitats forest restoration shall be implemented by so-called “Bushlag” method using mainly willow (Salix) species;

� Restoration of the species of conservation value shall be implemented in accordance with the Law of Georgia on Red List and Red Book;

o in case of restoration – according to the paragraph 1, 2, 3 and 4 of the Article 20 of the Chapter 6 of this Law;

o in case of compensation of damage – according to the paragraph 2 of the Article 28 of the Chapter 10 of thus Law.

The following shall be developed for the Tbilisi National park:

� Topsoil removal, transportation and piling-stocking plans, which will consider the methods of topsoil removal, the means of transportation, the volume of stocked soils, stocking sites and creation of adequate conditions for maintenance of topsoil characteristics.

� Soil erosion prevention control plan which will correspond to the project design and consider construction of berms and gabions, grass seeding and mulching.

� Soil reinstatement plan, which will consider reinstatement of trampled areas (access roads), placement of the removed topsoil, sowing and improvement of soil characteristics.

To avoid negative impact on bats of conservation value a field Surrey – inspection of hollow trees and buildings shall be carried out at least one month prior to construction. The presence of bat colonies can be established during the last decade of spring using the ultrasound detector. Damage of bats’ shelter during the winter period will lead to complete destruction of bat colony, therefore it is important to provide them with alternative shelter. If bats are disturbed in May-June they will be able find other habitats by themselves.

In general, it is recommended to carry out construction activities from October through the end of March. During this period preconstruction field surveys shall be conducted nevertheless, since various seasons are important for each species. During pre-construction field surveys the following shall be examined at each section:

� breeding areas of Greek tortoise, eastern spadefoot and invertebrates in water objects

� presence of Turkish hamster and other small mammals;

� presence of breeding areas of Mediterranean tortoise;

� presence of the nests of protected birds;

� presence of colonies of bats in the trees to be cut; and

� whether the individual section of a big mammal falls within the construction zone.

During the construction the following activities shall be implemented:

� If protected species are found, develop special measures to minimize their disturbance during reproduction and breeding periods;

� Arrange fences to prevent animals from falling into the trenches. Before filling the trenches make sure that there is no animal there. In general, it will be sufficient to place wooden boards in trenches that will be used by animals for escaping;

� Keep old trees near the RoW during the construction works;

� If a bat colony is found in a tree or building, try to avoid these places or create artificial habitats as a compensation measure.


136

After completion of construction works the water courses and forest strips shall be recovered, topsoil shall be reinstated and re-cultivated, shrubbery shall be planted along the RoW. Pipes laid in gorges will play the role of so-called “Green Bridges” for animals. During the operation stage it important to introduce integrated management of vegetation and restricted application of herbicides as discussed in the sub-chapter 6.1.4 Potential Impacts on Ecosystems.

Monitoring

Construction sites shall be inspected by the relevant specialist on a regular basis. According to the pre-construction field surveys monitoring of conservation species to be relocated to the alternative habitats may be required. For the purpose of mitigation of impact on soils, implementation of the mentioned plans requires regular visual inspections and laboratory analysis of soil samples if required.

6.1.6 Potential Impacts on Soils Three types of impacts on soils are expected: erosion, loss of topsoil and loss its qualitative characteristics. The construction of the Tbilisi Railway Bypass will cause activation of soil erosion processes at those locations where the slopes and slope edges will be cut. During removal of topsoil, its mechanical damage and loss is expected, since the route runs on the relief having different inclinations and expositions. Moreover, as a result of topsoil removal its main characteristics such as fertility, structure and chemical composition will be changed. Improper management of construction traffic and handling-disposal of construction materials may lead to trampling and damage of topsoil around the construction site. Topsoil related works (removal, storage, conservation) will be in compliance with the current Georgian environmental legislation and regulations. Protection of soils during construction works shall be implemented in accordance with the current Georgian legislation. In particular, the Law of Georgia on Soil Protection requires conservation of soils and enhancement-improvement of topsoil fertility on the whole territory of the country. The Law also restricts cutting of slopes without preliminary selection-study of soils and proper designing. The Law prohibits implementation of any economic activity without removal, conservation and future use of topsoil (Article 4); loss of topsoil (Article 1); implementation of any activity which will lead to degradation of soil characteristics, contributes to development of desertification, swamping, salinization, oxidation and other negative processes (Article 8). The Ministry of Environment and Natural Resources of Georgia shall exercise the state supervision in the field of soil conservation and enhancement-improvement of soil fertility within its competences. Responsibility for violation of this Law shall be borne in a manner established by the legislation of Georgia. Mitigation measures

� Topsoil removal, disposal and piling

Removal of soils, especially topsoil at the initial stage of construction works is very important in terms of topsoil conservation. Thick soils are rare along the RoW. Mainly thin and soils of medium thickness, with low and medium humus content are spread. Loss and impact on main characteristics of soils cut on plain and wavy relief will be insignificant, while cutting of soils on slopes and in water courses will have medium impact on soil characteristics. In order to


137

minimize the loss of topsoil and preserve its fertility, soil removal activities shall be carried out in dry meteorological conditions. First of all the topsoil and then subsoil shall be cut and piled (stocked) separately on specially selected area for their purposeful use. The stocked topsoil should not be mixed up with unfertile soils, stones, etc. It should be prevented from washing to preserve the structure, fertility and seeds base of the topsoil. Topsoil will be stored in the form of stockpiles having the height up to 2 m and slope inclination up to 30-350. Erosion of stockpile surface shall be provided through compacting surfaces to the level having no threat of development of anaerobic processes. The contractor shall stop topsoil removal and stocking operations if topsoil is saturated with water. Stocked soil shall be protected from washing, therefore, it is necessary to arrange drainage [system] in the bottom of the storage. Selection of sites for storage of removed topsoil is very important, since the railway bypass will run through private as well as state owned lands. Therefore, the issue of identification of land owners along the railway bypass shall be considered. Stocking of removed topsoil outside the RoW on the private land parcels will lead to restriction of agricultural activities. Therefore, for this purpose appropriate sites shall be identified in accordance with the current Georgian legislation. In case of non-compliance with the mentioned requirements the implementation of activity – in this particular case Georgian Railway - will bear the responsibility in a manner established by the legislation of Georgia (Order #113 of the Minister of Environment and Natural Resources of Georgia, made on May 27, 2005, Chapter IV, article 10).

� Erosion control

Regulation of erosion processes during the construction of the railway bypass is very important, especially at sites where cutting the slopes will be necessary. At these locations activation of erosion processes is expected, which in turn will lead to deterioration of stability and integrity of railway embankment and rails. Therefore, implementation of erosion control measures: arrangement of berms, stone mounds and gabions will be required at the cut slopes and in the bottom of the slopes. Cut topsoil shall not be used for construction of berms within the RoW. At the location of cult slopes and ravine crossings where the excavation works are to be carried out, water collecting and conveyance canals shall be built to regulate the flows of surface waters. At the ends of water conveyance canals the settlers shall be arranged (pits, sand sacks) to prevent damage of areas adjacent to RoW with water. Phyto-amelioration measures shall be implemented to stabilize the edges of slopes and cut slopes if required. In order to stabilize cut slope and protect the rails from snowdrift during heavy snows in winter snowdrift-protection fences shall be arranged above the slope and seedlings planted.

It is particularly important to protect the removed and stocked topsoil from erosion processes. Stocked topsoil shall be drained. To control erosion processes at the edge of the cut slope, phyto-amelioration measures shall be implemented on the slope. For regulation of surface waters, berms and water canals shall be arranged at the edge of the slope that will be connected to natural water courses to avoid development of lateral erosion. In terms of erosion the most sensitive areas are: the Khevdzmara ravine crossing, areas located north-east of suburban areas, the Kvirikobiskhevi ravine crossing, the Pshatiskhevi crossing and the crossings of its right and left nameless ravines.

� Soil reinstatement measures

After completion of excavation works and laying the rails the soil reinstatement activities shall be implemented in the areas adjacent to the embankment. The reinstatement works shall be carried out in favourable meteorological (dry) conditions and in the shortest possible time.


138

During implementation of soil reinstatement works mechanical and physical-chemical characteristics of soils shall be taken into account. Soils shall be reinstated at least to its initial state for the purpose of observation of the principles of environmental safety and preservation of the recreational value of landscapes. Reinstatement works to be carried out within the framework of the Tbilisi Railway Bypass shall observe the principles of environmental safety; therefore the following will be required:

� preservation of landscapes and their recreational value;

� reinstatement-conservation of the areas modified as a result of construction activities to their initial visual-aesthetic state as much as possible;

� the construction shall not cause negative impact on the environment of the railway route and the RoW;

� implementation of slope stabilization and designing activities at the crossings of the new railway bypass with ravines;

� reinstatement of the private land parcels located in the vicinity of the railway bypass to their initial state, conservation of their fertility and natural characteristics;

� implementation of erosion control measures along and in the vicinity of the new railway bypass.

Therefore, the following shall be developed:

� Topsoil removal, transportation and piling-stocking plans, which will consider the methods of topsoil removal, the means of transportation, the volume of stocked soils, stocking sites and creation of adequate conditions for maintenance of topsoil characteristics.

� Training of workers and construction site managers to avoid, along other impacts, destruction-trampling and mechanical damage of soils by construction machinery in the areas adjacent to the construction sites.

� Soil erosion prevention control plan which will correspond to the project design and consider construction of berms and gabions, grass seeding and mulching.

� Soil reinstatement plan, which will consider reinstatement of trampled areas (access roads), placement of the removed topsoil, sowing and improvement of soil characteristics.

Monitoring Environmental monitoring of the RoW shall be initiated from the very beginning of the construction works and implemented on a regular basis. The most sensitive areas in terms of erosion and additional erosion control measures shall be identified at the initial stage. The monitoring of the process of soil protection shall be directed at protection of topsoil, erosion control and reinstatement measures. The monitoring program shall include various inspections of different regularity. Implementation of the above plans for the purpose of mitigation of possible impacts on soils will need regular visual inspections and laboratory analysis of soil samples if required. The purpose of monitoring of the process of soil protection is to ensure that minimal damage is caused to topsoil and soil and the biological environment along and in the vicinity of the RoW. The frequency of environmental monitoring depends on duration of the excavation works, natural relief conditions, etc. The frequency of monitoring during the operation phase will depend on the quality of reinstatement.


139

6.1.7 Potential Impact on Air Quality Calculation of the potential impact on air quality during construction of the Tbilisi Railway Bypass has been implemented using “analogue” method, since the construction plan for the Tbilisi Railway Bypass had not been provided at that time. Modeling of emissions has been conducted separately for ground and welding operations. 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. The modeling was based on the assumption that 1 or 2 bulldozers, 1-2 excavators and 2-3 dump-trucks work concurrently at the site. The calculations of modeling of emission rates on the basis of the above assumption are presented in Appendix F. 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). During the modeling the concentrations of nitrogen dioxide, nitric oxide, soot, sulphur dioxide, carbon monoxide, oil fraction of saturated hydrocarbons, non-organic dust and the groups of their cumulative influence have been determined within the radius of 200 m from the earthwork site. The air quality modeling showed that pollution of air with excessive exhaust during earthworks can be expected with 100 m from the axis of the track. At a distance of 50 m from the axis the concentration of nitrogen dioxide may exceed MAC by 34%, and at a distance of 100 m – by 11%. According to the tentative operational schedule the construction works will cover about 40 linear meters per day. It means that about 200 m long section will be constructed in 5 days, i.e. the field of operations will move by 200 m every 5 days. Track laying implying welding operations will start after preparation of the railway embankment (earthworks). The volume of emissions will depend on the type and consumption of electrodes. During calculations the relevant electrode type {��?-13/80 and the maximal nameplate consumption of electrodes per hour for one machine (1.5 kg/hour according to its nameplate) have been 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 rates calculated on the basis of the above assumption and visualization of the calculation are presented in Appendix F. Air quality modeling showed that pollution of adjacent areas with excessive exhausts would not be expected during implementation of welding operations. 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 transported. Potential impacts of emergency situations, like the explosion of a petrol tank, fire, spillage of ammonia from a railway tank car, on the air quality are discussed in Chapter 6.4.3 – Railway Accidents.

Mitigation measures

� In order to avoid and minimize the pollution and ensure environmental safety of workers and the population all construction equipment should be licensed and permitted in accordance with Georgian requirements (i.e. with respect to electrical and mechanical safety, noise and pollutant emission). In addition, it is recommended that such equipment should be certified to meet European Union standards or equivalent. Relevant EU directives are presented in Chapter 6.2.1 (Worker Accidents). These requirements shall be incorporated


140

in tender conditions for selection of a construction contractor. This will allow avoiding accumulation of high concentrations of NOX, SO2 and other harmful substances at the construction site and their impact on workers.

� To protect the workers from excessive dust, the following shall be considered in the Construction Site Management Plan: regular watering of relevant sites, especially in dry and windy weather, regular washing of construction machinery and their wheels and use of closed waste containers to ensure additional protection from unpleasant smell (for additional mitigation measures refer to the relevant chapter).

� At the operation stage use of diesel engines in closed spaces shall restricted within depots and maintenance areas, exhaust mufflers shall be installed on internal boilers and proper ventilation of closed spaces shall be ensured.

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. Air transparency and visibility shall be monitored at construction sites. It is recommended to limit duration of excessive dusting of a construction site - loss of visibility – to 1 minute. 6.1.8 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.


141

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. 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 6.1.8-1.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.


142

Table 6.1.8-1. Georgian 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 As we see from Tables 6.1.8-2 and 6.1.8-3 Georgian noise standards are the most stringent compared to those of Germany, Switzerland or IFC. According to the EBRD environmental and social policy, in this case the Project has to comply with national requirements, despite the fact that according to the expert’s opinion Georgian sanitary norms of noise level need to be updated to approach the international standards. Table 6.1.8-2. Comparison of Georgian and Swiss Noise Regulations

Allowable equivalent and maximum

sound levels (abstract from the Sanitary Norms SN

2.2.4/2.1.8.000-00)

Swiss Noise Directive* (15.12.1986)

Type of the area, time

Equivalent Sound Levels, dbA

Maximum Sound Level dbA

Planification Values

dBA (for new noisy installations)

Immission Limit Values

dBA (for existing noisy

installations) The areas bordering residential houses, schools and other buildings of educational institutions

� from 7 AM till 11 PM � from 11 PM till 7 AM

55 45

70 60

55 45

60 50

The areas bordering hospital buildings

� from 7 AM till 11 PM � from 11 PM till 7 AM

45 35

60 50

50 45

55 45

Note about the Swiss Noise Directive: � The time periods for railway noise are 6-22h (day) and 22-6h (night) � The Directive gives no limit for maximum sound level


143

Table 6.1.8-3. Comparison of German, IFC and Georgian Noise Regulations

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 6.1.8-4. Georgian General Admissible Vibration Values in Residential Houses,

Hospitals and Rest Houses, Sanitary Norms 2001

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.

Potential Impact of Noise during Constructions Phase The construction machinery and other equipments are the main sources of noise during the construction phase. Noise is also being generated during the operation of concrete and gravel producing supporting enterprises, camps and parking areas, warehouses, etc. and transportation of construction materials.

German 16. traffic

noise ordinance - part train traffic noise dB(A)

IFC, EHS Guidelines, 2007 dB(A)

Georgian norms,SN 2.2.4/2.1.8.000-00

dB(A)

Use Category Day 06:00-22:00

Night 22:00 -06:00

Day 07:00-22:00

Night 22:00-07:00

Day 07:00-23:00

Night 23:00-07:00

1.

hospitals, schools, rehabilitation facilities, nursing homes for old people

57 47 55 45 45 35

2

Purely residential, general residential, small residential areas outside of settlements

59 49 55 45 55 45

3.

Core settlement areas (with shops etc.), village areas, mixed use areas (incl. commercial elements)

64 54

4. Commercial / industrial 69 59 70 70


144

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. Estimation of noise for the ground extraction-discharge and earthwork stages has been implemented using “analogue” method, since the construction plan for the Tbilisi Railway Bypass had not been provided at that time. The list of machinery used for open extraction of ground and transportation of extracted materials to discharge areas is given in the Table 6.1.7-5. The list of machinery and equipment used for earthworks is presented in the Table 6.1.7-6. These tables also contain the noise characteristic relevant to this machinery/equipment. Table 6.1.8-5. 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 6.1.8-6. Sound level and number of heavy construction machinery and equipment

used for the earthwork stage

Type of equipment Foreseen number

Sound level [dbA] Duration of application

distributor 3 83 long-term

finisher 3 83 long-term

trampling machine 3 90 long-term

truck 4 85 linear movement (short-term)

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

The noise levels at various distances from the construction site have been calculated: for ground extraction, transportation and discharge (Table 6.1.7-7); and for earthworks (Table 6.1.7-8).


145

Table 6.1.8-7. 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 6.1.8-8. 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

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. During the construction of the railway section certain urban areas may suffer excessive noise for certain periods of time. In general, the local population shall not complain about the short-term influence of excessive noise during the construction works. Mitigation measures

� Implementation of works during daytime is essential. Working hours can be limited (e.g. till 6-7PM) at the settlements if required.

� Application of acoustic screens.

� During the construction phase small supporting enterprises, construction camps, parking and maintenance areas shall be arranged at a considerable distance from the settlements.

� In order to avoid and minimize excessive noise and vibration and ensure environmental safety of workers and the population all construction equipment should be licensed and permitted in accordance with Georgian requirements (i.e. with respect to electrical and mechanical safety, noise and pollutant emission). In addition, it is recommended that such equipment should be certified to meet European Union standards or equivalent.


146

Relevant EU directives are presented in Chapter 6.2.1.1 Impacts during construction works (Worker Accidents). These requirements shall be incorporated in tender conditions for selection of a construction contractor. This will allow avoiding accumulation of high concentrations of NOX, SO2 and other harmful substances at the construction site and their impact on workers.

� To avoid and minimize excessive vibration and deformations during the construction phase it is recommended to use alternative methods of drilling and explosion; e.g. so-called “shields” to drill tunnels. Or at worst drilling-explosion shall be carried out using minimal explosive charge.

Potential impact of noise during operation phase According to the existing data mainly freight trains will use the Tbilisi Railway. According to the forecast of Georgian Railway, after completion of the construction works and putting the railway bypass into operation in 2013 about 14,000 freight travel will use the bypass, and 2017 this number will exceed 19,000 (see Chapter 2.5 – Future Traffic Scheme and Table 2.5.5 - Expected freight traffic volumes for 2007 – 2017). The speed of trains at the new section of the Tbilisi Railway Bypass will be within 45-80 km/h. Three sections of the railway bypass can be distinguished by speeds of trains:

I. Zahesi – Gldani Great Lake, where the speed will be 45-60 km/h; II. Gldani Great Lake – Lilo, where the speed will be 60-80 km/h; and III. Lilo I – Tbilisi Marshalling Station, where the speed will be 45-60 km/h.

To forecast the sound equivalent levels for each train type (oil tanks, wagons for mixed loads and EMU) at a distance from 25 m from the railway track the following parameters have been measured: the speed of the train, the time of passing the measuring microphone, sound level - LAi and maximal sound level - LAmax (see Table – The Results of Measurements of Parameters Needed for Calculation of Noise Equivalent Levels of Trains at a Distance of 35 m from the Railway Track in Appendix Q). The noisiest part of a train had been considered as a point source of noise when the distance between the train and the settlement was minimal.

The calculations made for I and III sections of the railway bypass – Zahesi – Gldani Great Lake and Lilo I – Tbilisi Marshalling Station, where the speeds will be 45-60 km/h, shows that noise equivalent levels at a distance of 25 m from the outermost track of the railway during the night-time 8 hours period will be within LAeq(25)=64-66dbA. During each daytime eight hour periods the noise levels will be less by 2 dbA. See Table 6.1.7-9: Table 6.1.8-9. Prognosis of noise equivalent levels for 2013, I and III sections of the

railway bypass – Zahesi – Gldani Great Lake and Lilo I – Tbilisi Marshalling Station

Noise equivalent level LAeq, dbA Excess over the standards for residential houses, dbA

Distance from the axis of the

outermost track of the railway (m)

Day 07AM – 11PM

Night 11PM – 7AM

Day 07AM – 11PM

Night 11PM – 7AM

25 63 65 8 20

50 60 62 5 17

100 56 58 - 13

200 50 52 - 7

400 45 47 - 2

550 42 44 - -


147

At the section II – Gldani Great Lake – Lilo, where the trains will travel at higher speeds – 60-80 km/h, noise equivalent levels at a distance of 25 m from the outermost track of the railway during the night-time will be LAeq(25)=66-68dbA. During each daytime eight hour periods the noise levels will be less by 2 dbA - LAeq(25)=64-66dbA. See table 6.1.7-10: Table 6.1.8-10. Prognosis of noise equivalent levels for 2013, II section of the railway

bypass –Gldani Great Lake - Lilo

Noise equivalent level LAeq, dbA Excess over the standards for residential houses, dbA

Distance from the axis of the

outermost track of the railway (m)

Day 07AM – 11PM

Night 11PM – 7AM

Day 07AM – 11PM

Night 11PM – 7AM

25 65 67 10 22

50 65 64 7 18

100 58 60 3 15

200 52 54 - 9

400 47 49 - 4

550 44 46 - - Maximal sound levels at different distances from the railway track and the levels of possible excessive noise are presented in the Tables 6.1.7-11 and 6.1.7-12

Table 6.1.8-11. Prognosis of maximal noise levels for 2013, I and III sections of the railway

bypass – Zahesi – Gldani Great Lake and Lilo I – Tbilisi Marshalling Station

Excess over the standards for residential houses, dbA

Distance from the axis of the outermost track of the railway

(m)

Maximal sound level, LAmax, dbA Day

07AM – 11PM Night

11PM – 7AM

25 86 16 26

50 80 10 20

100 73 3 13

200 64 - 4

400 57 - -

550 53 - - Table 6.1.8-12. Prognosis of maximal noise levels for 2013, I and III sections of the railway

bypass – Gldani Great Lake and Lilo

Excess over the standards for residential houses, dbA

Distance from the axis of the outermost track of the railway

(m)

Maximal sound level, LAmax, dbA Day

07AM – 11PM Night

11PM – 7AM

25 87 17 27

50 81 11 21

100 73 3 13

200 64 - 4

400 57 - -

550 53 - -


148

The Tables show that noise equivalent and maximal levels at often considerably exceed allowable limits established for settlements. In general, the baseline noise will be increased within the 2-3 km wide zone on the both sides of the railway track. As a result of increased traffic volumes in 2017 the above figures calculated for 2013 will be increased by 2-3dbA. See Map 13-1 – Spread of excessive noise at the Tbilisi Railway Bypass, Zahesi – Gldani; and Map 13-2 – Spread of excessive noise at the Tbilisi Railway Bypass, Lilo.

Fig. 6.1.8-1. Gldanula, about 100 m from the railway track Besides the residential areas, the following facilities located at the railway bypass should be noted:

� Cardboard manufacturing enterprise located on the left side of the bypass at a distance of 25 m from the railway bypass;

� Tram-trolleybus dismantling enterprise (pk26+80 – pk28+54) crossed by the railway bypass;

� Enterprise using its area for vehicle maintenance and garage (pk29+90 – pk31+92) crossed by the railway bypass;

� Grain industrial complex “Baraka” (pk08+00 -10+00) crossed by the railway bypass.

The most sensitive receptors are:

� Hotel “Eurasia” located at a distance of 100-105 m from the railway bypass pk12+00;

� The buildings of former professional technical (secondary) school that currently are in the ownership of the Patriarchate and where socially vulnerable people live. This building is located at a distance of 80 m from the railway bypass pk33+00;

� Gldani prison located at a distance of about 50 from the railway bypass; notwithstanding the fact that the prison is partially protected from noise by high fence, pk82+00;

� The school # 168 in Lilo settlement located at a distance of 140-160 m from existing railway to be rehabilitated, pk300+00.

30

20

80

50

0

60

70

10

40

Map

13-

1. A

reas

, Alo

ng th

e Pr

opos

ed T

bilis

i Rai

lway

Byp

ass,

whe

reN

oise

Lev

els

will

be

over

Allo

wab

le S

tand

ards

, "Za

hesi

- G

ldan

i" S

ectio

n

Lege

nd

Prop

osed

Rai

lway

Lin

e

Area

whe

re N

oise

Lev

el w

ill be

ove

r Allo

wab

le S

tand

ard

Tunn

elW

GS

1984

UTM

Zon

e 38

N

²1

cent

imet

er =

200

met

ers

270

210

220

230

240

250

260

29028

0

300

310

320

330

340

350

360

370

380

Map

13-

2. A

reas

, Alo

ng th

e Pr

opos

ed T

bilis

i Rai

lway

Byp

ass,

whe

reN

oise

Lev

els

will

be

over

Allo

wab

le S

tand

ards

, "Li

lo"

Sect

ion

Lege

nd

Prop

osed

Rai

lway

Lin

e

Area

whe

re N

oise

Lev

el w

ill be

ove

r Allo

wab

le S

tand

ard

Tunn

elW

GS

1984

UTM

Zon

e 38

N

²1

cent

imet

er =

250

met

ers


149

Fig. 6.1.7-2. School #168 in Lilo Settlement, about 140-160 m from the railway track

Fig. 6.1.7-3. Lilo Settlement, about 130 m from the railway track

� The colony of strict regime located at a distance of 150 m from the new route, pk09+00.

Fig. 6.1.7-4. Airport settlement, about 40 m from the railway track

� Especially critical situation is expected in those parts of the Airport, Aleekseevka, “Africa” and Orkhevi settlements that face to the railway, where the noise generated from the airport operations will be added to that of railway. The building of the front raw will play a role of acoustic screens; however the noise will reach in the depth of the settlements.

Mitigation measures for the operational phase 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 and more than a half of this zone shall be covered with noise protecting green plantations. The Tbilisi Railway Bypass Project can not provide such protecting zone. Therefore implementation of noise control measures in the settlements are required to maintain the noise level within the admissible norms, especially in night-time hours (See Map 14-1 – Noise sensitive areas, Zahesi – Gldani; and Map 14-2 – Noise sensitive areas – Lilo):

� Use of welded rails will reduce noise and vibration;

� Installation of acoustic screens at a distance of 4 m from the outermost tracks. In order to avoid any bars at the operational stage, the issue of acoustic screens shall be agreed with the relevant railway services (especially in case of installation of acoustic screens in the vicinity of the Lilo railway station). The height of a screen specified in the table is a distance from the track surface to the upper verge of a screen. It means that the bottom of the screen and the embankment lie in the same plane.

30

20

80

50

0

60

70

10

40

Map

14-

1. N

oise

Sen

sitiv

e A

reas

, "Za

hesi

- G

ldan

i" S

ectio

n

Lege

nd

Prop

osed

Rai

lway

Lin

e

Noi

se S

ensi

tive

Area

s

Tunn

elW

GS

1984

UTM

Zon

e 38

N

²1

cent

imet

er =

200

met

ers

270

210

220

230

240

250

260

29028

0

300

310

320

330

340

350

360

370

380

Map

14-

2. N

oise

Sen

sitiv

e A

reas

, "Li

lo"

Sect

ion

Lege

nd

Prop

osed

Rai

lway

Lin

e

Noi

se S

ensi

tive

Area

s

Tunn

elW

GS

1984

UTM

Zon

e 38

N

²1

cent

imet

er =

250

met

ers


150

For the purpose of protection of the population from noise acoustic screens have been designed for the following sections of the bypass railway:

Picket Type of acoustic screen pk 11+90 – pk 14+00 Right pk 20+00 – pk 27+00 On both sides pk 27+15 – pk 31+50 Right pk 31+50 – pk 35+70 Left pk 48 +20 – pk 50+00 On both sides pk 51+40 – pk 51+70 On both sides

For other noise sensitive areas another mitigation measures will be applied. See Table 5 below: Sensitive areas requiring additional noise protecting measures;

� Installation of noise-proof windows and doors;

� Cladding of tunnel portals with noise absorbent materials;

� To reduce noise levels at the Orkhevi, “Dampalo” and 3rd Massif settlements (pk343 – pk382) planting of thick-branched trees species is recommended along with installation of acoustic screens. It is recommended to plant cultivates species, e.g.: thuya (Tuia Orientalis), black pine(Pinus Nigra), as well as wild species: common privet (ligustrum vulgare), Caucasian hackberry (celtis caucasica), linden (tilia begoniifolia), etc.;

� Proper maintenance of trains, rails and wheels;

� Speed of trains may be restricted when passing the sensitive areas;

� Supporting structures may be constructed along the railway track which will play a role of acoustic screens.

Monitoring

After putting the Tbilisi Railway Bypass into operation annual monitoring of noise level shall be implemented. Since the traffic volumes will be increased additional mitigation measures shall be implemented considering the monitoring results and complaints from the population if required.

TB

ILIS

I RA

ILW

AY

BYP

AS

S P

RO

JEC

T E

NV

IRO

NM

EN

TAL

AN

D S

OC

IAL

IMP

AC

T A

SS

ES

SM

EN

T (E

SIA

)

151

Tabl

e 6.

1.8-

13.

Sens

itive

are

as re

quiri

ng im

plem

enta

tion

of a

dditi

onal

noi

se c

ontr

ol m

easu

res*

Poss

ible

exc

ess

over

nor

ms

(res

idua

l im

pact

), db

A a

t a d

ista

nce

of 1

00 m

#

Loca

tion

agai

nst t

he s

ectio

n Za

hesi

-M

arsh

allin

g St

atio

n

Loca

tion

pk

Leng

th o

f ac

oust

ic s

cree

n (m

) H

eigh

t of

scre

en (m

) D

ay

07A

M –

11P

M

Nig

ht

11PM

– 7

AM

1 Za

hesi

(lef

t) pk

01+

40 –

pk

04+1

0 27

0 3

4–8

8–13

2 Za

hesi

(rig

ht)

pk 0

1+60

– p

k 04

+00

240

3 4–

8 8–

13

3 Za

hesi

(lef

t) pk

07+

60 –

pk

14+0

0 34

0 3

4–8

8–13

4 Za

hesi

(rig

ht)

pk 0

8+00

– p

k 37

+00

2900

3

– 2–

6

5 Za

hesi

– Z

emo

Avc

hala

(lef

t) pk

20+

00 –

pk

37+0

0 17

00

3 4–

8 8–

13

6 G

ldan

ulas

khev

i (le

ft)

(righ

t) pk

47+

60 –

pk

54+0

0 pk

47+

60 –

pk

54+0

0 64

0 64

0 3 3

4–8 _

8–13

3_

8

7 G

ldan

i, G

reat

Lak

e (le

ft)

pk 6

4+35

– p

k 68

+00

365

3 –

3–8

8 Pr

ison

bui

ldin

gs

pk 7

5+50

– p

k 82

+00

650

3 –

5–10

9 S

ubur

ban

area

at t

he L

ilo m

arke

t pk

278

+60

– pk

288

+00

940

3 –

–

10

Lilo

, Sak

navt

obi s

ettle

men

t (rig

ht)

pk 2

91+8

0 –

pk 3

01+0

0 92

0 3

– –

11

Lilo

set

tlem

ent,

the

scho

ol a

nd re

side

ntia

l hou

ses

behi

nd th

e ra

ilway

sta

tion

(left)

pk

295

+10

– pk

307

+90

1280

3

– –

12

Airp

ort,

Ale

ksee

vka,

“Afri

ca” s

ettle

men

ts

(left)

(le

ft)

(left)

pk

315

+70

– pk

320

+75

pk 3

20+7

5 –

pk 3

25+3

0 pk

325

+30

– pk

349

+00

50

5 45

5 23

70

3 4 3

4–

8 2–

6 4–

8

8–

13

7–12

8–

13

13

Kik

iki s

treet

(lef

t)

(left)

(le

ft)

pk 3

54+6

0 –

pk 3

58+1

0 pk

367

+60

– pk

369

+40

pk 3

73+0

0 –

pk 3

88+0

0

350

180

1500

3 3 3

– _ _

– _ _

14

Kak

heti

high

way

set

tlem

ent (

right

) pk

382

+00

– pk

385

+20

320

3 _

_

* N

ote:

In o

rder

to a

void

any

bar

s at

the

oper

atio

nal s

tage

, the

issu

e of

aco

ustic

scr

eens

sha

ll be

agr

eed

with

the

rele

vant

railw

ay s

ervi

ces

(esp

ecia

lly in

cas

e of

inst

alla

tion

of a

cous

tic s

cree

ns in

the

vici

nity

of

the

Lilo

railw

ay s

tatio

n). T

he h

eigh

t of a

scr

een

spec

ified

in th

e ta

ble

is a

dis

tanc

e fro

m th

e tra

ck s

urfa

ce to

the

uppe

r ver

ge o

f a s

cree

n. It

mea

ns th

at th

e bo

ttom

of t

he s

cree

n an

d th

e em

bank

men

t lie

in

the

sam

e pl

ane.

It s

hall

be n

oted

that

effe

ct o

f 6 m

hig

h ac

oust

ic s

cree

ns is

sig

nific

antly

hig

h.


152

6.1.9 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 Railway Bypass 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 the landscape of Kvirikobiskhevi river gorge which is a visitor‘s zone of Tbilisi National Park. Visual impact means alteration of landscape appearance and not the structural-quality factors which precondition this change. Aesthetic impacts on construction sites during the construction works will be low. Uneven surface of the ground and construction machinery will be seen from the neighbouring areas. The scales of the territory from which the Tbilisi Railway Bypass will be visible have been determined during assessment of the visual impacts. The visual impact will be higher in the areas where the railway tracks are to be laid on high fills. The receptors sensitive to the mentioned impact were also determined. These are: local population, Tbilisi Sea recreational zone beneficiaries, Tbilisi Railway Bypass passengers (i.e. Yerevan-Batumi), etc. Local Population The most sensitive group in terms of visual impacts is that part of the local population which will be under permanent visual impact. In this regard the population of Zahesi, Gldani village and Gldanula settlement is the most affected, since the railway bypass will cross these settlements. Within the area of significant visual impact will fall that part of the population which lives in the vicinity of the railway tracks. The filed of view of the population living farther will be restricted by the buildings located in an immediate vicinity of the tracks. In this case multi-store apartment houses are exception, since the field of view of dwellers of the top-floors apartments will cover the railway. However, there are almost no multi-storeyed houses along the railway bypass, except the Gldanistskali river crossing section. At this section the railway will go through a tunnel, only the crossing of the gorge will be exposed to view. In terms of visual impacts, this section in the most sensitive, since the tracks there will be laid on a high fill. The population of the Patara Lilo village is the second group of local population within the area of visual impact. The southern part of the territory of Patara Lilo is a plain currently used as a hayfield. There are neither natural nor artificial factors restricting the field of vision from the village. The distance between the planned railway and the outermost residential houses is 400-500 m. The visual impact on the villagers will be significant. In this regard the households located in southernmost and south-westernmost parts are notable. Moreover, the Lilo village is located on the slope at the bottom of which the planned railway will be constructed. Therefore, the railway will be visible from the whole territory of the village. However, the major part of this section of the railway will be constructed in a ditch which will serve as a visual barrier.


153

At the easternmost part of the Tbilisi Sea the planned railway the planned railway approaches the northernmost residential houses of Varketili settlement, however considering the distance between the railway and mentioned buildings (minimal distance is 1.6 km) the visual impact will not be high. As for the last section of the railway bypass, at this location Lilo settlement may fall under the influence area. However, in this part of Lilo settlement there are no permanent residents. Only industrial facilities are located there. Users of the Tbilisi Sea recreational resource

The beach area of the Tbilisi water reservoir (western coast of the water reservoir) will be affected by visual changes insignificantly due to the large distance from the railway. The southern part of the Tbilisi Sea where the yacht club is located has a greater chance of being affected. The minimal distance from this section to the planned railway is about 2 km. It shall be also taken into account that the difference between relative heights of the planned railway and the coast of the Tbilisi Sea is more than 150 m. The railway will be located at a hill bordering with the north-eastern part of the water reservoir; there the probability of falling of the railway track into the field of visibility of those observing from the sea coast is rather low. Railway Bypass Passengers

The areas adjacent to the Gldani dumpsite is the most important territory in the field of view of railway bypass passengers. Minimal distance between the railway and the dumpsite is 1 km. At this section the planned railway and the dumpsite are located on almost the same altitude, therefore the probability of seeing the dumpsite by the passengers is not high. However, the passengers will be disturbed by the smell and smoke generated by waste incineration and brought by prevailing winds. Closure of the Gldani planned in the nearest future will play a positive rope in mitigation of the impact. Mitigation measures To mitigate the possible visual impact the implementation of the following is important:

� Isolation of construction sites with special fences from the settled areas. Georgian Railway should oblige contractors through contractual conditions to develop Construction Site Closure Plan where detailed activities to be undertaken to minimize this impact will be prescribed;

� Preservation of the vegetation of the project area as much as possible;

� Greening the areas adjacent to the railway route and fills along the whole length of the railway bypass after completion of construction works (species to be planted shall be selected in advance taking into account the ecological characteristics of a territory). The most important areas are: the area adjacent to the Tbilisi water reservoir and those sections where the railway tracks will be laid on high fills;

� Painting the acoustic screens to be installed at the settlements. 6.1.10 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 railway bypass. At present it is still unknown exactly which Georgian Railway facilities will be subject to demolition (as Georgian Railway 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:

� waste prevention or reduction;

� material re-use;

� materials recycling or recovery;

� energy recovery; and/or

� disposal in a safe manner.


154

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. 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 neutralize or treat them in situ prior to demolition.


155

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


� Allow to cure prior to disposal.

Mastics / sealants Solvents, bitumen Flammable, toxic


� 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.

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.


156

Product / material Potentially hazardous

component(s)

Potentially hazardous properties

Treatment and/or disposal options

Fire fighting systems CFCs Ozone depleters � Remove for specialist recovery.

Radionuclides Toxic � Specialist decontamination prior to demolition or refurbishment.

Hydrocarbons (oil, solvent) Toxic � Remove under controlled conditions for


Heavy metals including cadmium and mercury

Toxic � Specialist decontamination prior to demolition or refurbishment.

Contaminated building fabric (including contamination due to previous use)

Biohazards (anthrax)(1) Toxic � Specialist decontamination prior to demolition

or refurbishment.

Animal products(1) Biohazards (anthrax)(1) Toxic � Specialist decontamination prior to demolition

or refurbishment.

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


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.

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.


157

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 and 60 ton oil tanks – 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 According to the Georgian Railway the total number of wooden sleepers at the section between Didube – Navtlughi and Lilo – Navtlughi is 24,080, which makes about 2,408 m3.

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


158

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 waste25. 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 Georgian Railway mainline network are mostly mono-block, prestressed concrete of Soviet design. They can be crushed and recycled. Most of the rails in the Georgian Railway 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. According to the data of the Georgian Railway estimated 13,311 m3 of railway ballast will be released after dismantling Tbilisi freight station, Tbilisi passenger station and the section between Didube and Tbilisi junction. Depth of ballast on the Georgian Railway mainline network is approximately 300-500mm. Georgian Railway 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 Georgian Railway’s Dunkuri quarry near Tbilisi, is a good material for railway ballast and can be treated for reuse. (As Georgian Railway 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 Georgian Railway. Improved ballast depth, the use of continuous welded rail, and an increased use of concrete sleepers will reduce maintenance costs and improve the railway27).

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.


159


160

Contaminated Soil Precise historical data on the scales of pollution and relevant quantitative characteristics are not available at Georgian Railway. Soil sampling has been undertaken on the territory of the three railway facilities: locomotive depot located at the metro station “Eldepo” Passenger, Passenger Transfer Branch of the Central station and Tbilisi Marshalling station. The soil samples have been taken from the railway tracks and the adjacent areas. The samples have been taken at 11 different points at a depth of 10-45 cm. The results of laboratory analysis are presented in the Table 6.1.9-2 below: Table 6.1.9-2. Tbilisi railway infrastructure, oil products in soils # Sampling sites Concentration of oil products

mg/kg

1 Passenger Transfer Branch of the Central station 6,730

2 Tbilisi Marshalling station 2,360

3 Locomotive depot at the metro station “Eldepo” 10,000

The laboratory analysis showed that concentration of oil products in soils is above the permissible levels specified in Decree #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 Environment. Article 3 – A Rule for Calculating Environmental Damage Resulted from Soil Pollution, Annex 4. Table 6.1.9-3. Levels of pollution of soils with oil

Substance MAC (mg/kg in soils)

I level (allowable)

II level (low)

III level (medium)

IV level (high)

V level (very high)

oil 1,000 <1,000 1,000-2,000 2,000-3,000 3,000-5,000 >5,000

The comparison of these tow tables show that pollution of soils with oils exceeds MAC – 1,000 mg/kg at all three railway facilities. Soils within the depots of the Tbilisi railway infrastructure are heavily polluted with oil products. The concentration of oils in the soils of locomotive depot located at the metro station “Eldepo” exceeds MAC 10 times. Therefore it is deemed appropriate to carry out detailed study within the territory of the Tbilisi railway infrastructure to determine such qualitative and quantitative characteristics as the character of pollution and concentration of pollutants (oil products, toxic metals) in soils, the area of polluted territory, the depth of pollution at various locations, the volumes of soils to be removed, etc. The feasible methods of recycling and possible reuse of removed soils shall be developed. At present the physical, chemical, biochemical and biological methods of elimination of soil pollution are being considered. These include: soil loosening, application of lime, mineral additives, manure, active silt and hydrocarbon oxidizing micro-organisms, soil moistening, use of mineral fertilizers and leaven, seeding perennial grasses at later stages of treatment, etc. It shall be also taken into account that in this particular case the polluted areas freed from the railway infrastructure will not be used for agricultural purposes. The detailed chemical analysis of soils shall be carried out to determine the level of pollution on the territory of the Tbilisi railway infrastructure. If results of the laboratory analysis show that soil contamination is above the permissible level 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. For this purpose first of all the volumes of polluted soils shall be determined to assess the available disposal or incineration capacities.


161

Additional information is available in the Chapter 5.1.11 of this Report – Chemical pollution of the railway infrastructure and assessment of needs for further research. It shall be noted that Georgian Railway will receive funding from EU Neighborhood Investment Facility (NIF) for detailed study of the historical pollution caused by railway operations (repair depots, etc.) within the limits of Tbilisi and cleaning the polluted areas. 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, and 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 Georgian Railway 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;

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


162

b) Clear and dispose of unwanted surface vegetation;

IV. Treat/dispose of construction waste materials.


163

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

For the purpose of safety, waste disposal and minimization the wasters generated during the construction process will be separated. The containers will be labeled in accordance to the type of waste containing in it. For temporary disposal of household wasters a safe place protected from parasites and located far from surface waters will be selected. Special attention shall be paid to disposal of non-inert materials. Their uncontrolled disposal, uncontrolled incineration and burial of wastes shall not be allowed. Wastes will be collected and divided into categories: inert, non-hazardous and hazardous. For each category of wastes a special place will be allocated and marked accordingly, Hospital wastes will be separated from pother wastes. Temporary disposal site will be arranged far from the settled areas. Wastes will be removed and disposed in a controlled and timely manner. Wastes may be transferred to the third persons if they have permits or licenses issued in accordance with the established rules or the capacity to ensure reuse, re-cycling, recovery or disposal of waster in environmentally sound manner. Inert Construction Materials

These are wastes which degrade neither independently, nor in contact with other substances or under other physical, chemical or biological influence to such an extent to damage the environment or affect human health. Inert wastes such as natural materials – earth, stone, etc. generate during earth works and tunneling. These materials can be used for construction of embankments and acoustic barriers. Non-hazardous Waste Construction operations generate non-hazardous waste, i.e. wastes which have no hazardous features: household waste, certain plastic materials, textile waste, etc.

� Construction camps will be provided with toilet / shower facilities connected to a regularly empting septic tank;

� Special waste bins and waste collection system will be introduced to ensure disposal of wastes at landfills;


164

� 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 their disposal;

� Vegetation wastes generated from site clearance during construction can be left on the site only in exceptional cases. They will be transported to the suitable waste management facility;

� Existence of metal waste (including scrap and wires) is expected as well. Metal waste shall be disposed separately for reuse and recycling.

Hazardous Waste

Wastes are considered to be hazardous if they are: explosive, oxidizing, flammable, irritable or toxic, carcinogenic corrosive, infectious, teratogenic, mutagenic; when incinerating or in contact with air, water and acids generate toxic substances. Such wastes shall be temporarily stored on a separated area and labeled with special signs. Hazardous wastes can be generated during maintenance of vehicles. Hazardous wastes include: lubricants, liquid fuel, hydraulic oils, chemical substances, antifreeze, vehicle/engine filters, oiled textile, old filters, polluted soil, etc.

� Hazardous wastes will be collected and transported to the place of their final disposal.

� Uncontrolled incineration will not be allowed.

� Reserves of potential polluters will be stored on special insulating bedding and fenced by a berm made of the similar material to retain the polluter in an amount of 10% more than stored.

� During operation all stationary construction machinery operating on diesel and petrol will be

equipped with a special container to collect leaking fuel for disposal.

� Main equipment and vehicles will be fuelled on special insulating bedding wherever possible. A special attention will be paid to prevention of fuel spills. Special collectors will be installed at the points of potential leakage. Absorbents will be used as well. Fuel will be transported by specially designed fuel trucks.

� Collection, treatment and transportation of wastes generate at the construction site will be

implemented in accordance with the general plan of waste management.

� Wastes shall be collected on a daily basis. Waste bins labeled with special signs will be placed on specially allocated points for collection and further disposal of wastes.

� Before removal of wastes from the site, the quantity (volume) and size of wastes; the name of

waste collector/disposal agent and the name of the place of their final disposal/measure shall be specified. This issue shall be controlled by site manager.

� The technical personnel shall be trained and informed about the rules of environmental

and ecological safety of construction camps (to be developed prior to construction) After removal of temporary collectors the territory shall be restored to the pre-construction state.

Monitoring

HSE Officer shall make records in weekly/monthly reports and carry out periodic control of waste containers and labels.

For further information about the treatment of hazardous wastes generated during construction, please see Table 6.1.10-1 Some Hazardous Elements in Construction and Demolition.


165

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. Monitoring Regular monitoring, mainly in the form of visual inspections, will be needed for construction, operation and demolition waste management plans.


166

6.2 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 socioeconomic 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 that are described below. 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 Chapter 6.3.1 Assessment of socioeconomic impacts and mitigation measures identifies the key socioeconomic impacts of the construction and operation phase of the project 6.2.1 Assessment of socioeconomic impacts and mitigation measures 6.2.1.1 Impacts during construction works Loss of Housing / physical displacement 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; 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. The following settlements will be affected by the Tbilisi railway bypass project: Gldani suburban area, Gldani village, Centroliti Settlement, Avchala:

� Gldani suburban area – 400 m length of crossing

� Gldani village – 300 m length of crossing

� Centroliti settlement – 350 m length of crossing

� Avchala – 500 m, 800 m and 300 m length of crossings. Possible negative impacts on the local communities 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 the process of resettlement, people will also incur significant transitional costs, including transportation, legal fees, taxes and other expenses.


167

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. According to the preliminary assessments in total, 50-75 residences will be affected by the project. Mitigation Measure Georgian Railway has developed the Tbilisi Railway Bypass Project Resettlement Framework containing possible mitigation measures in accordance with the EBRD guidelines (see Appendix D). At the later stage Georgian Railway will develop Resettlement Action Plan (RAP) where detailed action plan of physical displacement will be prescribed. Profound consultations with affected people shall be carried out. Consultations should be conducted not only with the people that are subject of displacement but also with the host community members. The affected community members should be involved in the decision-making process related to the resettlement process: compensation packages, resettlement assistance, suitability of proposed resettlement sites and the proposed timing. In terms of mitigation and reduction of negative impacts from disruption of social relationships and networks while considering resettlement opportunities priority should be given to those areas where the possible resettlement of the whole community / settlement exists. To address in a timely manner specific concerns raised during the resettlement process Grievance Mechanism should be established at an early stage as possible. However it shall be noted that in spite of implementation of mitigation measures the members of those communities that are subject of resettlement will feel psychological discomfort and especially elderly groups will be affected. Monitoring Bimonthly site visits and interviews with affected target groups shall be organized during the development of the Resettlement Action Plan and its implementation. The frequency of monitoring should be increased in case of receipt of a complaint from the affected groups. Loss of land and loss of livelihood 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, meat, etc.). In total 42 ha of agricultural / farming plots will be impacted as a result of the project implementation. Mitigation Measure Special procedures should be developed to offer the affected persons and communities’ compensation and other assistance that meet the objectives of 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). GR will conduct consultations with affected persons and will ensure their informed participation in decision-making process related to loss of land and loss of live hood. Consultations with affected people should be continued during the implementation, monitoring and evaluation of compensation packages and resettlement.


168

Detailed information on possible mitigation measures are presented in the Tbilisi Railway Bypass Project Resettlement Framework (see Appendix D). Monitoring Bimonthly site visits and interviews with affected target groups shall be organized during the development of the procedures of economic displacement and their implementation. The frequency of monitoring should be increased in case of receipt of a complaint from the affected groups. Relocation of enterprises / companies connected to the railway system via the rail sidings Special emphasis should be made on those enterprises / companies (22) that are connected to the railway system via the rail sidings. They will have to be relocated as a result of project implementation. 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. As of September 30 2009, 10 out of the above mentioned companies are ready to relocate, 7 refused to move to the new location, 3 had not yet decided what to do. Others could not be reached. 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. Regardless of implementation of mitigations measures these companies will experience interruption in their business activities. Due to the moving to new places these companies will presumably lose customers and income for a period of transition. Mitigation Measure The Georgian Railway should continue consultations with the affected companies. The Georgian Railway should prepare compensation packages for these companies and start negotiations / consultations with them. Monitoring Bimonthly interviews with target companies shall be organized during the development of compensation packages and in the process of economic displacement. The frequency of monitoring should be increased in case of receipt of a complaint from the affected companies. Possible negative impacts on the facilities located in the areas adjacent to the Tbilisi Central Railway Station and the new railway bypass The following facilities located near the present Central Station that possibly will be negatively affected by the project implementation should be noted specifically:

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

� About 30-35 taxi drivers serving train passengers;

� Grain industrial complex “Baraka”. They 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. Mitigation Measure Georgian Railway will develop Resettlement Action Plan (RAP) (economic resettlement) where will be prescribed detailed action plan of economic displacement.


169

Georgian Railway will conduct consultations with affected entities and ensure their informed participation in decision-making process related to the mitigation of possible negative impacts from the project. Detailed information on possible mitigation measures are presented in the Tbilisi Railway Bypass Project Resettlement Framework (see Appendix D). Monitoring Bimonthly site visits and interviews with affected target groups shall be organized during the development of Resettlement Action Plan (Economic Displacement) and its implementation. The frequency of monitoring should be increased in case of receipt of a complaint from the affected groups. Possible Negative impacts caused by crossing of the Saguramo Main Gas Pipeline Electricity transmission lines, gas pipelines and the associated infrastructure, water and sewerage systems as well as and telephone lines are likely to be affected by implementation of the Tbilisi railway bypass project. Appendix O shows the places of crossings with the infrastructural facilities. The project route crosses the Saguramo Main Gas Pipeline in 5 areas. Mitigation Measure Georgian Railway should conduct meaningful consultations with the representatives of local municipalities, community members and QartliGaz (that is responsible for operation of the gas pipeline). Based on the consultations with the QartliGaz some technical solutions on reduction of the possible negative impact of the crossing the Saguramo Main Gas Pipeline should be developed and agreed. The consultations on this issue should be started at an early stage as possible. Monitoring For the purpose of monitoring of this process interviews with the local community members and representatives of the QartliGaz should be conducted. Loss of areas within the Tbilisi National Park The proposed Bypass crosses the territory of Tbilisi National Park in its current traditional use zone at two places from the north-east side of the Tbilisi Sea:

� Section of Kvirikobiskhevi gorge, pk 141+00 – 149+00;

� The territory adjacent to the Patara Lilo village pk 179+15 – 182+97. Thus, areas within Tbilisi National Park will be affected by the railway bypass resulting in the loss of areas designated for the traditional use zone of the National Park. Mitigation Measure The Georgian Railway should prepare compensation package based on Requirements of EBRD Environmental and Social Policy and agree it with the Ministry of Environment Protection and Nature Resources of Georgia particularly with the Agency of Protected areas. In addition in order to mitigate the further negative impact on the National Part the workers should be trained on the following environmental related issues such as: avoiding nests or breeding places of Red Listed species, colonies of protected bats in the trees and old buildings; immediate reporting in case of disturbing the protected species, etc.


170

Dust and noise caused due to the construction works During the construction phase, residents and workers would be disrupted and inconvenienced by the dust and noise due to the construction works. Mitigation Measure In order to mitigate these impacts Georgian Railway should oblige contractor construction company through contractual terms to conduct the following activities. First of all Public health and Safety and Construction Health and Safety Plans addressing the dust and noise issues during construction works should be developed. The following mitigation measures could be used to mitigate impacts of dust on the area 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; use of dust filters on fixed plant and machinery. To avoid negative impacts on the dust on the workers they should wear special masks especially those workers who are involved in the implementation of dust generating works. In order to mitigate the impacts from the noise caused due to the construction works noise barriers, such as temporary walls or piles of excavated material, between noisy activities and noise-sensitive receivers should be constructed. It is important to avoid conduction works during night-time since sensitivity of residents to noise increases during night hours. Therefore, it is very important to implement construction works during daytime hours (09:00 – 18:00). During construction works should be used special quiet equipment, such as silenced and enclosed air compressors and properly working mufflers on all engines. It is very important to establish Grievance Mechanism through which local residents and workers could bring their concerns on the noise and dust caused to the construction. Their involvement in the process will help to undertake more appropriate measures to mitigate these impacts and monitor dust and noise impacts on the residents and workers. Detailed mitigation measures related to noise generated during construction works are given in the Chapter 6.1.7 – Impact of noise and vibration. Monitoring In order to monitor the impacts of dust and noise generated by the construction works HSE Officer and Liaison Officer should make reporting of health & safety and social performance issues. During the first year of construction the reports shall be developed on a quarterly basis, during the second and third years – on a semestrial basis. Vibration from movement of heavy equipment on existing roads Movement of heavy equipment on existing local roads may be one of the main problems for the local residents during the construction works. Vibration may damage the nearby structures. Mitigation Measure Public Health and Safety and Construction Health and Safety Plans should be developed to mitigate the impacts of the movement of heavy equipment on existing local roads.

Construction Traffic Management Plan shall be developed which will allow re-routing of the truck traffic from residential streets or using local roads with fewest homes for transportation of construction materials. Establishment of Grievance Mechanism could be also considered as one of the mitigation measures of this impact. Early notifications received from the public could support the monitoring of this issue and introduction of more effective measures in this regard.


171

Monitoring Monitoring of health & safety and social performance issues (Public Health and Safety, Construction Health and Safety and Construction Traffic Management Plans on implementation of could be used to monitor impacts of vibration from movement of heavy equipment on existing roads. During the first year of construction the reports shall be developed on a quarterly basis, during the second and third years – on a semestrial basis. In terms of monitoring of this issue of comments / notes received from the public is important number. Establishment of Grievance Mechanism could be also considered as one of the mitigation measures of this impact. Early notifications received from the public could support the monitoring of this issue and introduction of more effective measures in this regard. Local community members’ accidents Local community members could become victims of accidents involving the different machinery used during construction work. Mitigation Measure To minimize risks of local community members’ accidents Public Health and Safety Plan shall be developed. The construction area should be isolated with special fences from the settled areas; clear signs should be posted at the entrance to the construction area to ensure that community members will avoid entrance of this area and will be more cautious when passing the construction site. Monitoring During the first year of construction the reports on health & safety performance issues shall be developed on a quarterly basis, during the second and third years – on a semestrial basis. Workers misbehavior / socio-cultural differences / conflicts of migrant workers enter area and Diseases associated with the arrival of temporary labour in the area Entry of a temporary labour force into an area could cause different negative impacts to the local communities including conflicts between local community members and new arrived people due to the socio-cultural differences and other issues. 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 could also occur. Mitigation Measure In order to minimize the negative impacts from the entry of a temporary labour force into an area the Workers Code of Conduct with the Community Liaison Plan; rules of conduct while conflict situations; emphasizing cultural characteristics of the local communities if migrants from different cultures enter the area shall be developed. Moreover, workers should be trained in order to ensure that they behave according to the developed Workers Code of Conduct. Georgian Railway through contractual conditions should ensure that contractors will conduct medical check-up of the labour force before hiring them; this will minimize risk of increase in diseases due to the entry of the labour force into the project construction area. In addition should be identified 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. Hiring of local community members to minimize the number of temporary labour force in the area should be encouraged.


172

Monitoring In order to monitor these issues a Grievance Mechanism should be established to enable local community members bring their concerns to the right persons. In addition, reporting of health and safety issues should be introduced. During the first year of construction the reports shall be developed on a quarterly basis, during the second and third years – on a semestrial basis. Potential epizootological impact / Risk of activation of burials of diseased livestock and outbreak of infectious diseases Diseases existed in soils for decades become active in contact with oxygen as a result of earthworks which later lead to activation of infectious disease or epidemiological outbreak. During the construction stage there is a risk of activation Anthrax, Carbunculus emphysematicus, Bradsot, Enterotoxaemia infectiosa, and other infection sources. Activation of risk zones leads to development of epizootia and announcement of an emergency situation along with establishment of a quarantine regime and other restriction measures. In these cases the governmental structures are responsible for taking relevant measures covering establishment of restrictions considered by the legislation and implementation of complex veterinary-sanitation environmental measures in a timely and effective manner, which require considerable resources. Epizootia causes serious economic losses, since during epizootia a quarantine regime restricting the import/export of livestock has to be established. The risk zone include: livestock driving routes, stables, pastures and adjacent settlements, where the infectious diseases had been recorded previously. Mitigation Measures In order to avoid this problem, the preliminary epizootological study at suspicious locations – present and abandoned farms, stables and other places, such as pastures, livestock driving routes, etc. of the mentioned villages (Zahesi, Gldani, Mamkoda, Leninisi and Patara Lilo) shall be undertaken at the project design stage prior to implementation of construction works to allow for implementation of relevant preventive and mitigation measures. On the basis of the study the railway may be re-routed to avoid burials of diseased animals. Monitoring

The system of landscape-epizootological monitoring considers launch of a transmissible disease monitoring system, implementation of veterinary-sanitation treatment measures and studying of disease transmitter insects and ticks together with the relevant service of the Ministry of Agriculture of Georgia prior to implementation of construction work, at the initial stage of the construction works and later at the operation stage (with less intensity). Inadequate workplace conditions for workers Inadequate working conditions and related workplace safety issues are of primary importance at the construction stage. Inadequate workplace conditions could cause serious problems to the workers. Mitigation Measure The workplace conditions should 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


173

– 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 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 should be established that are both audible and visible. The IFC Life and Fire Safety Guideline should apply to buildings accessible to the public

Georgian Railway should oblige contractor company to develop Social Facilities and Services Plan for provision of sanitation, social and medical facilities and services; workers accommodation and transport. Monitoring Establishment of Workers Grievance Mechanism and periodical reporting (during the first year of construction the reports shall be developed on a quarterly basis, during the second and third years – on a semestrial basis) on health and safety and social performance issues. Unfair contractual conditions The workers could be victims of unfair contractual conditions; i.e. they could be required to work irregular working hours, which may result in fatigue. Mitigation Measure Georgian Railway should ensure hiring of reputable and legitimate enterprise for conducting the construction works. Requirements stated in the paragraphs 6 to 16 and 18 to the PR 2: Labour and Working Conditions of EBRD Environmental and Social Policy should be applied by the selected companies. Georgian Railway should 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). Georgian Railway 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. Monitoring The development of grievance mechanisms for workers should be ensured in order to raise reasonable concerns regarding work conditions. In addition regular auditing and monitoring of


174

contractors and subcontractors by Georgian Railway could be considered as one of the possible monitoring tool for this issue. Negative impacts from the use of unsafe construction materials and mistreatment of the unsafe and hazardous materials during the demolishing of the buildings on the construction area and railway infrastructure on the existing Tbilisi Central Railway Station The possible negative impacts from the use of unsafe construction material during construction works is one of the impacts of the construction works. In addition, should be noted negative impacts from the mistreatment of unsafe materials when buildings are demolished in the construction area. Mitigation Measure In order to mitigate the impacts from use of unsafe construction materials Construction Health and Safety Plan shall be developed. Georgian Railway will oblige contractors through contractual obligations to ensure that during construction works only those materials that are harmless for the human health are used. Georgian Railway 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. Monitoring Periodical reporting (during the first year of construction the reports shall be developed on a quarterly basis, during the second and third years – on a semestrial basis) on health and safety and social performance issues, specified in the Construction Health and Safety Plan. Worker accidents Construction work carries with it certain risks for worker health and safety. Mitigation Measure This impact can be prevented or mitigated through the development and implementation of Emergency Preparedness Plan and Construction Health and Safety Plan which include accident prevention measures and requires workers to use appropriate protective gear. Georgian Railway will oblige contractors through contractual obligations to provide all necessary trainings and information on safety issues to the workers. The contractor shall establish Project Health and Safety Management System in accordance with EN ISO 14001. A Health & Safety and Environmental Coordinator should be designated to ensure compliance with legislation and targets of the Management System. Within the Management System all construction equipment should be licensed and permitted in accordance with Georgian requirements (i.e. with respect to electrical and mechanical safety, noise and pollutant emission). In addition, it is recommended that such equipment should be certified to meet European Union standards or equivalent. Following EU directives should be observed:

� 2000/14 (noise of machinery used outdoors)

� 89/106 (construction material) and decisions 2001/671, 2000/553, 2000/147


175

� 76/464 (discharge of i.e. oil into surface water)

� 76/769 (handling of hazardous substances)

� 2000/39. 89/391 (occupational health)

� 91/383 (safety and health at work of temporary workers – occupational health)

� 91/155 (MSDS - material safety data sheets)

� 89/686 (PPE- personal protection equipment)

� 98/37 (machinery; CE-logo) Construction contractors involved in the project should comply with conditions of all permits necessary for the project, including but not limited to, providing agency notifications, facilitating agency inspections of the job site and complying with specific construction requirements Monitoring Periodical reporting (during the first year of construction the reports shall be developed on a quarterly basis, during the second and third years – on a semestrial basis) on health and safety and social performance issues. 6.2.1.2 Impacts during operation phase Safety of pedestrians / local public accidents 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 bypass crosses the local roads in 70 places (see Appendix N) thus this places are the most dangerous in terms of public accidents. This issue is linked with the problem of destruction of asocial network of the local population. The crossings of local roads by the railway will restrict the access of the population to agricultural lands, in some cases to other facilities (school, shops, etc.), as well as to neighbors. Mitigation Measure

In order to reduce risks of public accidents on the places of local roads crossing Georgian Railway will update and implement a Safety Program in accordance with the international norms. Underpasses or level crossings should be developed based on the consultations with the public and representatives of local government. In addition for reducing risks of pedestrians during the rail operation visible warning signs should be posted at potential points of entry to track areas. Fencing or other barriers should be installed at station ends and other locations to prevent access to tracks by unauthorized persons. Stations should be designed in such a way to ensure that the authorized route is safe, clearly indicated and easy to use. In addition awareness raising campaign should be conduced in the area for the local public to provide them relevant information and increase their awareness on the risks of trespassing. Impact on Passengers / Train users About 320,581 passengers per month in average use the train and relocation of central station possibly will have negative impact on them. These passengers will feel a discomfort since they have to use subway to travel from one station (Didube) to another (Navtlughi). Mitigation Measure


176

In order to minimize the discomfort of passengers from transfer from one station (Didube) to another (Navtlughi) the subway stations should be comfortable as much as possible.


177

Railway workers accidents During the rail operation there is risk of workers accidents due to the different causes. Workers could be subject to injury from falls, falling objects, electrocution, heavy equipment use, vehicle accidents or interaction with hazardous substances. Mitigation Measure In order to reduce risks of worker accidents during rail operations Georgian Railway will update and implement a Safety Program in accordance with the international norms. Georgian Railway 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 invoked by this. Monitoring In order to monitor workers accidents during the rail operation HSE officer should report on monthly bases health, safety and social performance issues. Based on which Georgian Railway will have picture of workers accidents and act based on this information. Accidents related to the transportation of dangerous goods During railway operation there is a risk of accidents 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. Mitigation Measure 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 labeling of containers. Georgian Railway should develop spill prevention and control, and emergency preparedness and response plans and ensure its implementation. Additional information on accidents is presented in the Chapter 6.4.3 on Railway Accidents. Noise and vibration Workers as well as local residents could be exposed to noise and vibration on the rail operation stage by locomotives, rolling stock, etc. Mitigation Measure To minimize negative impacts from noise cancellation systems should be installed. To reduce the impact of noise on workers personal protective equipment should be used by them. To reduce the vibration of operator dampers at the seat post should be used.


178

Very important is 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. To reduce the noise and vibration from rail operation on the local public trains’ movement should be avoided or minimized during night-time hours. Additional mitigation measures on noise are identified in the noise and vibration section of the report. Diesel exhaust 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. Mitigation Measure Georgian Railway has to develop and adopt the Health Safety and Environment rules describing HSE procedures that should be guided by the IFC General EHS Guideline. Georgian Railway has to train the relevant staff to minimize diesel exhaust impacts. Detailed mitigation measures related to air pollution and relevant risks are presented in Chapter 6.1.6 – Impact on Air Quality. Electrical hazards and electric and magnetic fields (EMF) 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. Mitigation Measure Georgian Railway should identify safety zones from areas where elevated EMF is expected and limiting access in these areas only to trained workers. Relevant Georgian Railway staff should be trained in general electric safety measures. Relocation of railway staff from Tbilisi Central Station Georgian Railway staff about 38 people from Tbilisi Central Station will be the subject to relocation as a result of the project implementation. Mitigation Measure To minimize the negative effects of the relocation of railway staff from Tbilisi Central Station Georgian Railway should develop special relocation program. Consultations on the developed relocation program with the railway staff that are subject to relocation are important. They should be informed about the detailed timeframe of the relocation program. In addition, railway staff should be trained on relocation program if appropriate. Monitoring

Human Resources Department of the Georgian Railway should monitor implementation of the program and introduction of any changes in the program and process if applicable.


179

6.2.2 Positive socioeconomic impacts Besides the negative impacts described above the project implementation will have the following positive socioeconomic impacts: Local employment opportunities The construction period of the project will have temporary (about three years) positive impact on the local labour market. In order to optimize this positive impact Local Workforce Recruitment Plan will be developed aiming at providing opportunities for employment of local workforce. Information with regard to construction recruitment will be comprehensively and timely communicated to the local community members by contractors. Local economy opportunities The construction period of the project will have temporary positive impact also on the local economy. In order to support this process Local Procurement Plan will be developed aiming at providing opportunities for procurement contracts with Georgian companies in the context of all areas of service requirement during construction. 6.3 Impacts on Cultural Heritage and Archaeology 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. The location of these sites against the planned railway bypass is presented on the Map 9 – Cultural Heritage and Archaeology and in the Table 6.3-1 below. Table 6.3-1. Impacts on cultural heritage and archaeology

Site Location against the planned

railway and approximate distance

Impact

N1 and N2 - Medieval graves in stone boxes

At present this site is located at a distance of 1-2 km from the planned railway

At the stage of project designing the railway has been re-routed and therefore this site is outside of the project area of influence

N3 Early Bronze Age Settlement

At the start of the planned railway, to the left, pk 00+00, appr. 250 m

N4 Classical Period Cemetery

At the start of the planned railway, to the right, pk 00+00, appr. 150 m

N5 Late Bronze Age Cemetery pk 04+00 – pk 05+00, appr. 250 m

N6 Medieval Cemetery to the left of the planned railway, pk 06+00, appr. 140 m

N7 Part of Medieval Cemetery

to the right of the planned railway, pk 05+00 - pk 06+00, appr. 130 m

These sites may be affected during underground construction works, since their exact area and spread are not known and can not be determined by surface archaeological surveys

N8 Modern Cemetery pk 29+00, intersected with the planned railway

Intersected by the planned railway with about 140 m long section

N9 Medieval Cemetery to the left of the planned railway, pk 25+00 – pk 26+00, appr. 390 m

These sites may be affected during underground construction works, since their


180

Site Location against the planned

railway and approximate distance

Impact

N10 Late Bronze Age Settlement

to the left of the planned railway, pk 54+00 – pk 55+00, appr. 120 m

exact area and spread are not known and can not be determined by surface archaeological surveys

N11 Modern Cemetery to the left of the planned railway, pk 60+00 – pk 61+00, appr. 320 m

As a result of changes to be introduced to the project design the railway will not approach the cemetery

N12 Late Bronze Age Cemetery

to the right of the planned railway, pk 79+00 - pk 80+00, appr.100 m


to the left of the planned railway, pk 178+00, appr. 650 m

N14 Classical Period Settlement

to the left of the planned railway, pk 184+00, appr. 400 m

These sites may be affected during underground construction works, since their exact area and spread are not known and can not be determined by surface archaeological surveys

N15 Modern Cemetery pk 184+00, 70 m The planned railway may restrict access to the cemetery

N16 Middle Bronze Age Kurgans

pk 234 + 00 – pk 235 +00, appr. 240-250 m

The site may be affected during underground construction works, since its exact area and spread are not known and can not be determined by surface archaeological surveys

Mitigation Measures Due to the specifics of study area the following shall be considered during identification of the cultural heritage sites and measures for their protection:

� 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.

� Due to the geological specifics of the Tbilisi area, identification of those archaeological sites, which are mostly located on a plane, 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. Table 6.3-2. Mitigation of impacts of the project on cultural heritage and archaeology

Site Mitigation measure

N3 Early Bronze Age Settlement



N6 Medieval Cemetery

N7 Part of Medieval Cemetery

N9 Medieval Cemetery

N10 Late Bronze Age Settlement



N14 Classical Period Settlement

During implementation of earthworks at this sites and adjacent areas permanent inspection/monitoring of the archaeologist shall be required. The results of inspections will be reflected in the Report on Cultural Heritage and Archaeology


181

Site Mitigation measure

N16 Middle Bronze Age Kurgans

N8 Modern Cemetery At this section the railway will run through overpass, or avoid this site through bypass

N11 Modern Cemetery To avoid discontent of the Gldani village residents, the changes have to be introduced to the project design as a result of which the railway will not approach the cemetery

N15 Modern Cemetery The planned railway may restrict access to the cemetery. In this case a crossing shall be arranged.

Chance Find Procedure According to the Georgian Law on Cultural Heritage (2007), if cultural heritage is discovered or the grounds for assuming its existence are revealed during the construction works, Georgian Railway (or/and its Contractor) is legally bound to stop the activities that bear the risk of damaging cultural heritage and inform in writing the Georgian Ministry of Culture, Protection of Monuments and Sports within 7 days. The Georgian Ministry of Culture, Protection of Monuments and Sports has to verify the discovered cultural heritage or the grounds for supposing the discovery and inform Georgian Railway (or/and its Contractor) about the verification results in writing no later than in 2 weeks after receipt of the notification. If the Georgian Ministry of Culture, Protection of Monuments and Sports fails to communicate the results of such verification within 2 weeks, Georgian Railway (and/or its Contractor) has the right to renew its construction activities as planned initially. Monitoring HSE Officer assigned by Georgian Railway shall monitor the Report on Cultural Heritage and Archaeology developed by the consultant archaeologist (who has to monitor the earthworks being implemented at mentioned sites) and prepare relevant reports.


182

6.4 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 Georgian Railway operation 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. 6.4.1 Georgian Railway’s Safety Regulations Georgian Railway is a member of the Organization for Cooperation of Railways (�� , also known as ��, 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. 6.4.2 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 Georgian Railway regularly. Currently, for railway safety infringements occurring during rolling stock operation or maneuvering, Georgian Railway 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 infringements28.

28 GR, Classification of Railway Safety Infringements during Train Operations and Manoeuvring, 2004.


183

The table below shows the summary of Georgian Railway’s records on safety infringements during the 2003-2009 period: Table 6.4-1. Georgian Railway Safety Infringements for 2003-2009

Type of Infringement 2003 2004 2005 2006 2007 2008 200929 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 the information of Georgian Railway, 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 Georgian Railway 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 Georgian Railway’s control. However, Georgian Railway 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 2003-200930 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 Georgian Railway 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 (see Appendix S – Freight Transported by Georgian Railway in 2005-1017). Presently, freight traffic is the main source of Georgian Railway’s revenue. In 2007, freight traffic contributed 90%, passenger traffic 5% and other sources formed the remaining 5% of Georgian Railway’s entire revenue31. The greater part of the freight carried by Georgian Railway is liquid cargo - crude oil and oil products transported with cisterns. Georgian Railway’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-^865, 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 km/h for passenger trains and 80 km/h 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

29 Only for the first five months. 30 GR, Actual & Forecasted Train Numbers, 2009. 31 GR, Feasibility Study for Tbilisi Railway Bypass Construction Project, 2008.


184

preferred, the thin ballast section characteristic of the Georgian Railway mainline network is insufficient to permit continuously welded rail32. 6.4.3 Railway Accidents 6.4.3.1 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. 6.4.3.2 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 the relevant chapter of this report regarding public and occupational health and safety. 6.4.3.3 Spills of chemicals Large scale spills of chemicals are managed by Georgian Railways’ 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 existing Emergency Response Plan for Oil Spills and Fires of Georgian Railway. Georgian Railway 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 the relevant chapter of this report regarding public and occupational health and safety. Within the influence area of the Tbilisi Railway Bypass project the Tbilisi Sea section is especially sensitive to accidents resulting from large scale spills of chemicals, since this artificial water reservoir is the main source of potable water for Tbilisi population. From the sensitivity point of view the Kvirikobiskhevi gorge and all small gorges flowing into the Tbilisi Sea, as well Samgori irrigation canals providing the Gardabani district with irrigation water from the Tbilisi Sea shall be also noted. Measures to avoid and minimize the risk of pollution of these water bodies are discussed in details in Chapter 6.1.1 of this Report on Potential Impacts on Surface Water and Groundwater. 6.4.3.4 Fires Fires may set as a result of derailment of the railway tanks and spill/dispersion of explosive and/or flammable materials. Fires may occur as a result of the accumulation of fuel and uncontrolled vegetation within the RoW. 6.4.4 Accident risk control and reduction 6.4.4.1 Road crossings The Appendix N of this report presents the crossings of the new section of the Tbilisi Railway Bypass with local roads where relevant engineering solutions shall be developed to ensure free movement of the local population. In general, level or similar crossings are not appropriate for the category I railways. To avoid, minimize and control the risks associated with crossings the use of bridges or tunnels is recommended. If level crossings are unavoidable, automatic closable gates shall be installed and their regular inspection/maintenance provided. 32 Booz & Co., 2008.


185

6.4.4.2 Forest fires 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-way.

6.4.4.3 Spill of chemical substances Spillage of chemical substances from freight trains can occur as a result of tipping and damage of wagon tanks. The measures for prevention and minimization of the risks of such accidents at the Tbilisi Sea sensitive section are presented in the Chapter 6.1.1 of this report – Potential impacts on surface water and groundwater. 6.4.4.4 Safety of operations The following internationally recognized management actions are recommended for GR for increasing the safety and effectiveness of operations:

� 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 shipments33.

� 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-signaled 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)34.

Management of emergency situations – plan, personnel, training and equipment: Emergency Situations Management Plan shall be developed for the Tbilisi Sea sensitive section. Moreover, Georgian Railway shall assign a special group staffed with technicians, provided with regular trainings and equipped with oil retention booms and other relevant tools available at the Tbilisi Sea sensitive section, e.g. at the specially established station. This group shall be trained in different emergency scenarios.

33 Anderson & Barkan, URL: http://ict.illinois.edu/railroad/CEE/pdf/Anderson%20&%20Barkan%202005%20IHHA134.pdf (August 2009). 34 IFC, EHS Guidelines, Railways, 2007.


186

Monitoring

Accident risk monitoring considers annual inspections of: observation of traffic safety rules; proper maintenance of railway tracks and moving stocks; and the level of knowledge and equipment of emergency response personnel. 6.4.5 Some Possible Scenarios of Emergency Situations Below are described some possible scenarios of emergency situations: possible explosion and combustion of an oil-product (petrol) tank car, spread of the air blast, strength of heat radiation and the spread area and concentrations of pollutant emissions as a result of the fire; as well as a calculation of the area of possible hazardous pollution as a result of the spill of liquid ammonia from a tank car during transportation. Scenario 1: Possible explosion of the petrol tank As a result of explosion of petrol tank the following is expected35:

� within a radius of 100 m – the 100% destruction of buildings and extremely high (with lethal outcomes) impact on the people outside the buildings;

� within a radius of 300 m – medium level of destruction of buildings and serous injury of people outside the buildings (brain injury with loss of consciousness, damage of acoustic organs, bleeding from nose and ears, injury and limb breakage);

� at a distance of 400 m – low level of destruction and low impact on the people outside the buildings (slight contusion, temporary hearing loss, injury and limb breakage);

� at a distance of 700 m – outside the zone of the impact of air blast. Calculations of the influence of explosions are presented in Appendix F. Scenario 2: Fires - heat radiation Calculation of the intensity of heat radiation during explosion of a petrol tank is presented in Appendix F. The calculations showed that the safe distance from the outer perimeter of fire is 40 meters36. Scenario 3: Fires - dispersion of harmful substances Calculation of the emission of harmful substances during explosion of a petrol tank is presented in the Table 6.4-2. Table 6.4-2. Dispersion of harmful substances from fires

Substance Maximal emissions (g/sec) Cumulative emissions (t/year)

Nitrogen dioxide 83.265 0.099919

Nitrogen oxide 13.53 0.016237

Hydrocyanic acid 6.892 0.008271

Soot 10.339 0.012407

Sulphur dioxide 8.271 0.009926

Hydrogen sulphide 6.892 0.008271

Carbon monoxide 2,143.672 2.572407

Carbon dioxide 6,892.837 8.271405

35 Calculation method is given in – �� : ��. ��./ <.�. >�� .- *.; ��. 1987 - 272 �. 36 Calculation method is given in – "��' ] 12.3.047-98, � �� >� �� '�� .


187

Substance Maximal emissions (g/sec) Cumulative emissions (t/year)

Formaldehyde 3.446 0.004136

Acetic acid 3.446 0.004136

The calculations show that the duration of fires from an open surface is 11 minutes. Calculations of dispersion are made using the above data (see Appendix F)37. Graphical illustration of expected air quality38 and calculation of the influences of dispersion of harmful substances from fires are presented in Appendix F. Calculations made using special software are given in Appendix F, Part 9. Scenario 4: Discharge of ammonia from a railway tank car Calculation39 of the scales of possible pollution as a result of discharge of ammonia from a railway tank is presented in the Table 6.4-3: Table 6.4-3. Discharge of ammonia from a railway tank car

Meteorological conditions

Angle of the spread area

(0�)

Wind speed

(m/sec)

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 discharge of a pollutant (ammonia) from a railway tank car depends on meteorological conditions

37 modellinmg software: {�]}< `|�!�", �� 3.00 $?]*< "?�'�"]<!" ��-�� 2001-2005 �. 38 Calculation method is given in - *�� . ��, 1996. 39 Calculation method is given in - ]� 52.04.253-90 «*�� (��) �� ».


188

Fig. 6.4-1. 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 discharge of ammonia from a railway tank car is presented in Appendix F. Appendix P of the present report describes: Risk of Accidents and Emergency Situations: Fire protection of rolling stocks and other facilities loaded with dangerous goods of 9 classes ; Fire protection during transportation of dangerous goods; Railway tunnels; Organizational and technical measures and recommendations for fire fighting; Emergency Response Plan for Oil Spills and Fires on Railway.


189

7.0 Environmental and Social Action Plan and Monitoring Program

7.1 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 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 7.1-1 till 7.1-12 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 (7.1-1 - 7.1-12) summarize measures developed to avoid, minimize, reduce or eliminate moderate and major adverse impacts.

TB

ILIS

I RA

ILW

AY

BYP

AS

S P

RO

JEC

T E

NV

IRO

NM

EN

TAL

AN

D S

OC

IAL

IMP

AC

T A

SS

ES

SM

EN

T (E

SIA

)

190

Tabl

e 7.

1-1.

ES

AP:

Sur

face

Wat

er a

nd G

roun

dwat

er

NoAc

tion

Envir

onm

enta

l Risk

s Li

abilit

y/ Be

nefit

s Le

gisla

tive r

equi

rem

ent/

Best

pra

ctice

In

vest

men

t Nee

ds

/Res

ourc

es/

Resp

onsib

ility

Timeta

ble

Targ

et an

d Ev

aluat

ion

Crite

ria

For S

ucce

ssfu

l Impl

emen

tatio

n

Surfa

ce W

ater

and

Grou

ndwa

ter

1. Th

e plan

ned r

ailwa

y sha

ll be l

ocate

d outs

ide

the w

ater p

rotec

tion z

one o

f the G

ldani

Grea

t La

ke.

Prote

ction

of su

rface

wate

r an

d gro

undw

ater f

rom

pollu

tion d

uring

co

nstru

ction

. �

Proje

ct de

sign g

roup

.

2. De

velop

ment

of me

asur

es fo

r pro

tectio

n of

surfa

ce w

aters

at the

cons

tructi

on st

age (

a pa

rt of

the co

nstru

ction

site

orga

nizati

on

proje

ct).

Prote

ction

of su

rface

wate

r fro

m po

llutio

n dur

ing

cons

tructi

on.

� En

viron

menta

l Co

nsult

ant o

f the

cons

tructi

on

comp

any.

In pa

ralle

l with

co

nstru

ction

site

plann

ing.

Prote

ction

of su

rface

wate

r and

gr

ound

water

from

pollu

tion d

uring

co

nstru

ction

.

3. De

velop

ment

of Em

erge

ncy R

espo

nse a

nd

Oil S

pills

Resp

onse

plan

s. Pr

ovisi

on of

re

gular

train

ing an

d equ

ipmen

t to th

e rele

vant

servi

ces o

f Geo

rgian

Rail

way.

Prote

ction

of su

rface

wate

r an

d gro

undw

ater d

uring

op

erati

on an

d pos

sible

emer

genc

y situ

ation

s.

� Em

erge

ncy S

ervic

e of

GR.

Prior

to op

erati

on.

Avoid

ance

of ne

gativ

e imp

act o

n the

envir

onme

nt du

ring e

merg

ency

sit

uatio

ns.

4. De

sign s

olutio

n pro

viding

prote

ction

of

surfa

ce w

ater a

nd un

derg

roun

d wate

r, inc

luding

the T

bilisi

wate

r res

ervo

ir, fro

m po

ssibl

e poll

ution

.

Prote

ction

of su

rface

wate

r an

d gro

undw

ater d

uring

op

erati

on an

d pos

sible

emer

genc

y situ

ation

s.

� Pr

oject

desig

n gro

up

Geor

gian R

ailwa

y HS

E Of

ficer

.

Prior

to ap

plying

for

envir

onme

ntal p

ermi

t. Pr

otecti

on of

surfa

ce w

ater a

nd

grou

ndwa

ter fr

om po

llutio

n.

5. En

ginee

ring s

tructu

re in

Kvir

ikobis

khev

i to

prote

ct the

wate

r of th

e Tbil

isi w

ater r

eser

voir

Prote

ction

of qu

ality

of wa

ter of

Tbil

isi w

ater

rese

rvoir d

uring

oper

ation

an

d pos

sible

emer

genc

y sit

uatio

ns.

� Pr

oject

desig

n gro

up

Prior

to ap

plying

for

envir

onme

ntal p

ermi

t Qu

ality

of Tb

ilisi S

ea w

ater m

eets

state

water

stan

dard

s

6. Pe

rman

ent m

onito

ring o

f sur

face w

ater a

nd

grou

ndwa

ter qu

ality

thoug

h mon

itorin

g well

s an

d sur

face w

ater s

ampli

ng.

Maint

aining

quali

ty of

surfa

ce w

ater a

nd

grou

ndwa

ter du

ring

oper

ation

.

� La

w of

Geor

gia on

Wate

r (19

97, a

mend

. 20

03, 2

004,

2005

, 200

6);

� Re

gulat

ions o

n Wate

r Pro

tectin

g Zon

e”

Decre

e #59

of th

e Mini

ster o

f En

viron

ment

and N

atura

l Res

ource

s;

� St

ate st

anda

rds o

n wate

r qua

lity;

� PR

1, 3,

EBR

D En

viron

menta

l and

So

cial P

olicy

(200

8).

� Ge

orgia

n Rail

way

HSE

Offic

er.

Durin

g ope

ratio

n. Qu

ality

of su

rface

wate

r and

gr

ound

water

mee

ts sta

te wa

ter

stand

ards

.

TB

ILIS

I RA

ILW

AY

BYP

AS

S P

RO

JEC

T E

NV

IRO

NM

EN

TAL

AN

D S

OC

IAL

IMP

AC

T A

SS

ES

SM

EN

T (E

SIA

)

191

Tabl

e 7.

1-2.

ES

AP:

Flo

ra a

nd V

eget

atio

n

NoAc

tion

Envir

onm

enta

l Risk

s Li

abilit

y/ Be

nefit

s Le

gisla

tive r

equi

rem

ent/

Best

pra

ctice

In

vest

men

t Nee

ds

/Res

ourc

es/

Resp

onsib

ility

Timeta

ble

Targ

et an

d Ev

aluat

ion

Crite

ria

For S

ucce

ssfu

l Impl

emen

tatio

n

Flor

a an

d Ve

geta

tion

Apply

ing to

the M

inistr

y of E

nviro

nmen

t and

Na

tural

Reso

urce

s on a

ssign

ment

of a

categ

ory o

f spe

cial u

se fo

r the

Mtsk

heta-

Didg

ori fo

rest

site

� Co

nstru

ction

of th

e rail

way

withi

n the

Mtsk

heta-

Didg

ori fo

rest

site

� Re

solut

ion #1

32 of

the G

over

nmen

t of

Geor

gia of

Aug

ust 1

1, 20

05 on

Ap

prov

al of

the R

ules o

n Iss

uanc

e of

Licen

ses o

n For

est U

se an

d Co

nditio

ns

� Or

der #

10/61

of th

e Hea

d of th

e Fo

restr

y Dep

artm

ent o

f Sep

tembe

r 13

, 200

0 on S

pecia

l Cuts

and R

ules

of its

Imple

menta

tion

� En

viron

menta

l Co

nsult

ant o

f Geo

rgian

Ra

ilway

, or

� HS

E off

icer

After

apply

ing fo

r en

viron

menta

l pe

rmit.

Cons

tructi

on of

the r

ailwa

y with

in the

Mtsk

heta-

Didg

ori fo

rest

site

� Ag

reem

ent w

ith th

e Mini

stry o

f Env

ironm

ent

Prote

ction

and N

atura

l Res

ource

s of

Geor

gia on

comp

ensa

tion m

easu

res

� Co

mpen

satio

n for

co

nstru

ction

of th

e rail

way

withi

n the

Mtsk

heta-

Didg

ori

fores

t site

� PR

6, no

net

loss

appr

oach

, EBR

D En

viron

menta

l and

Soc

ial po

licy

(200

8)

� En

viron

menta

l Co

nsult

ant o

f Geo

rgian

Ra

ilway

After

apply

ing fo

r en

viron

menta

l pe

rmit.

Comp

ensa

tion f

or th

e imp

act a

nd

its A

gree

ment

with

the M

inistr

y of

Envir

onme

nt Pr

otecti

on an

d Na

tural

Reso

urce

s of G

eorg

ia on

co

mpen

satio

n mea

sure

s

Deve

lopa F

lora

and

Vege

tatio

n Co

nser

vatio

n an

d Re

stor

atio

n Pl

an. P

re-

cons

tructi

on flo

ristic

cons

erva

tion s

urve

y; ide

ntific

ation

and r

e-pla

nting

of th

e spe

cies t

o be

cons

erve

d in s

imila

r alte

rnati

ve ha

bitats

; co

llecti

on of

their

seed

s and

bulbs

and

estab

lishm

ent o

f sma

ll-sca

le nu

rserie

s and

ex

situ a

nd in

situ

cons

erva

tion m

easu

res s

hall

be im

pleme

nted i

n spr

ing du

ring t

he

vege

tation

perio

d of E

phem

erida

es, e

.g.

Geor

gian i

ris. A

s a co

mpen

satio

n mea

sure

, tre

es sh

all be

plan

ted on

the a

reas

adjac

ent

to the

RoW

.

� Ri

sk of

destr

uctio

n of

spec

ies of

cons

erva

tion

value

;

� De

struc

tion o

f veg

etatio

n wi

thin a

t leas

t 50-

60 m

wi

de co

rrido

r alon

g the

Ro

W;

� De

terior

ation

of th

e su

rface

horiz

on of

soils

an

d des

tructi

on of

the

exist

ing ve

getat

ion as

a re

sult o

f mov

emen

t of

cons

tructi

on m

achin

ery.

� En

viron

menta

l Co

nsult

ant (

botan

ist);

� co

nditio

ns an

d ma

terial

s nee

ded f

or ex

sit

u and

in si

tu

cons

erva

tion.

Flor

a and

Ve

geta

tion

Cons

erva

tion

and

Rest

orat

ion

Plan

pr

ior to

plan

ning t

he

cons

tructi

on

sche

dule.

Prote

ction

and c

onse

rvatio

n of th

e sp

ecies

of co

nser

vatio

n valu

e and

the

ir dive

rsity.

Tr

ain th

e wor

kers

and

cons

truct

ion

site

man

ager

s in a

voidi

ng ex

cess

ive cu

tting o

f tre

es an

d bus

hes a

long t

he R

oW an

d tra

mplin

g of s

oils b

y con

struc

tion m

achin

ery

on la

rge a

reas

(as w

ell as

prev

entin

g fall

ing of

Prev

entio

n and

redu

ction

of

nega

tive i

mpac

t on f

lora a

nd

gree

n cov

er du

ring t

he

cons

trictio

n wor

ks.

� La

w on

Pro

tectio

n of th

e Env

ironm

ent

(199

6, am

end.

2000

, 200

3, 20

07);

� Fo

rest

Code

of G

eorg

ia (1

999)

;

� La

w on

Spe

cial P

rotec

tion o

f Ve

getat

ion in

the B

ound

aries

of T

bilisi

an

d the

For

est F

und (

2000

, ame

nd.

2005

, 200

7);

� La

w on

Red

List

and R

ed B

ook

(200

3, am

end.

2006

);

� La

w on

Biol

ogica

l Rep

rodu

ction

(2

006)

;

� La

w on

Soil

Con

serva

tion a

nd

Impr

ovem

ent o

f Fer

tility

(200

3);

� PR

6, E

BRD

Envir

onme

ntal a

nd

Socia

l Poli

cy (2

008)

. �

Envir

onme

ntal

Cons

ultan

t (tra

iner).

Pr

ior to

the

cons

tructi

on w

ork.

Avoid

ance

of ne

gativ

e imp

act o

n the

envir

onme

nt.

TB

ILIS

I RA

ILW

AY

BYP

AS

S P

RO

JEC

T E

NV

IRO

NM

EN

TAL

AN

D S

OC

IAL

IMP

AC

T A

SS

ES

SM

EN

T (E

SIA

)

192

NoAc

tion

Envir

onm

enta

l Risk

s Li

abilit

y/ Be

nefit

s Le

gisla

tive r

equi

rem

ent/

Best

pra

ctice

In

vest

men

t Nee

ds

/Res

ourc

es/

Resp

onsib

ility

Timeta

ble

Targ

et an

d Ev

aluat

ion

Crite

ria

For S

ucce

ssfu

l Impl

emen

tatio

n

anim

als in

pits)

.

Asse

ss th

e neg

ative

impa

ct on

flora

and

vege

tation

of th

e tra

dition

al us

e zon

e with

in the

Tbil

isi N

ation

al Pa

rk an

d dev

elop

com

pens

atio

n m

easu

res i

n co

oper

atio

n wi

th th

e Age

ncy o

f Pro

tect

ed A

reas

.

Asse

ssme

nt an

d co

mpen

satio

n of th

e neg

ative

im

pact

on th

e veg

etatio

n of

the T

bilisi

Nati

onal

Park.

� En

viron

menta

l Co

nsult

ant (

botan

ist);

� co

nditio

ns an

d ma

terial

s nee

ded f

or ex

sit

u and

in si

tu

cons

erva

tion.

Prior

to ap

plying

for

envir

onme

ntal

perm

it.

Asse

ssme

nt of

the da

mage

and

agre

emen

t on c

ompe

nsati

on an

d its

form

(mon

etary

or ot

her)

with

the A

genc

y of P

rotec

ted A

reas

.

TB

ILIS

I RA

ILW

AY

BYP

AS

S P

RO

JEC

T E

NV

IRO

NM

EN

TAL

AN

D S

OC

IAL

IMP

AC

T A

SS

ES

SM

EN

T (E

SIA

)

193

Tabl

e 7.

1-3.

ES

AP:

Fau

na

NoAc

tion

Envir

onm

enta

l Risk

s Li

abilit

y/ Be

nefit

s Le

gisla

tive r

equi

rem

ent/

Best

pra

ctice

In

vest

men

t Nee

ds

/Res

ourc

es/

Resp

onsib

ility

Timeta

ble

Targ

et an

d Ev

aluat

ion

Crite

ria

For S

ucce

ssfu

l Impl

emen

tatio

n

Faun

a

1.

Imple

menta

tion o

f con

struc

tion w

orks

in

Kvirik

obisk

hevi,

Khe

vdzm

ara a

nd

Saap

trekh

evi g

orge

s and

at G

ldani

Grea

t La

ke fr

om O

ctob

er th

roug

h th

e end

of

Marc

h. D

uring

this

perio

d pre

cons

truct

ion

field

surv

eys s

hall b

e con

ducte

d ne

verth

eless

, sinc

e var

ious s

easo

ns ar

e im

porta

nt for

each

spec

ies (s

pecie

s of

cons

erva

tion v

alue s

hall b

e pro

vided

with

alt

erna

tive s

helte

r if re

quire

d).

� De

struc

tion o

f the

spec

ies of

the

cons

erva

tion v

alue a

nd

their s

helte

rs;

� Th

eir di

sturb

ance

du

ring b

reed

ing or

re

prod

uctio

n per

iods;

� Ne

gativ

e imp

act o

n the

ar

eas u

sed b

y mi

grato

ry bir

ds fo

r re

sting

.

� En

viron

menta

l Co

nsult

ant;

� GR

HSE

Offic

er.

Pre-

cons

truct

ion

field

surv

ey sh

all be

ca

rried

out 1

mon

th pr

ior to

cons

tructi

on

works

.

Prote

ction

and c

onse

rvatio

n of th

e sp

ecies

of co

nser

vatio

n valu

e and

the

ir dive

rsity.

2.

Train

the w

orke

rs an

d co

nstru

ctio

n sit

e m

anag

ers i

n avo

iding

exce

ssive

en

viron

menta

l impa

ct (d

estru

ction

of

prote

cted s

pecie

s and

their

shelt

ers,

distur

banc

e dur

ing br

eedin

g or r

epro

ducti

on

perio

ds, c

onse

rvatio

n of o

ld tre

es al

ong t

he

RoW

, fenc

ing th

e ditc

hes t

o pre

vent

anim

als

from

fallin

g, inf

ormi

ng sp

ecial

ists a

bout

findin

g pr

otecte

d spe

cies,

etc.).

Prev

entio

n and

redu

ction

of

nega

tive i

mpac

t on

fauna

durin

g the

co

nstric

tion w

orks

.

� En

viron

menta

l Co

nsult

ant; o

r

� GR

HSE

Offic

er.

Prior

to th

e co

nstru

ction

wor

k. Av

oidan

ce of

nega

tive i

mpac

t on t

he

envir

onme

nt.

3.

Asse

ss th

e neg

ative

impa

ct on

faun

a of th

e tra

dition

al us

e zon

e with

in the

Tbil

isi N

ation

al Pa

rk an

d dev

elop

com

pens

atio

n m

easu

res

in co

oper

atio

n wi

th th

e Age

ncy o

f Pr

otec

ted

Area

s.

Asse

ssme

nt an

d co

mpen

satio

n of th

e ne

gativ

e imp

act o

n the

fau

na of

the T

bilisi

Na

tiona

l Par

k.

� La

w on

Pro

tectio

n of th

e Env

ironm

ent

(199

6, am

end.

2000

, 200

3, 20

07);

� La

w on

Red

List

and R

ed B

ook (

2003

, am

end.

2006

);

� PR

6, E

BRD

Envir

onme

ntal a

nd S

ocial

Po

licy (

2008

);

� Co

nven

tion o

n the

Con

serva

tion o

f Po

pulat

ions o

f Eur

opea

n Bats

(200

0).

� GR

HSE

Offic

er.

Prior

to ap

plying

for

envir

onme

ntal

perm

it.

� As

sess

ment

of the

dama

ge an

d ag

reem

ent o

n com

pens

ation

and

its fo

rm (m

oneta

ry or

othe

r) wi

th the

Age

ncy o

f Pro

tected

Are

as.

TB

ILIS

I RA

ILW

AY

BYP

AS

S P

RO

JEC

T E

NV

IRO

NM

EN

TAL

AN

D S

OC

IAL

IMP

AC

T A

SS

ES

SM

EN

T (E

SIA

)

194

Tabl

e 7.

1-4.

ES

AP:

Tbi

lisi N

atio

nal P

ark

NoAc

tion

Envir

onm

enta

l Risk

s Li

abilit

y/ Be

nefit

s Le

gisla

tive r

equi

rem

ent/

Best

pra

ctice

In

vest

men

t Nee

ds

/Res

ourc

es/

Resp

onsib

ility

Timeta

ble

Targ

et an

d Ev

aluat

ion

Crite

ria

For S

ucce

ssfu

l Impl

emen

tatio

n

Trad

ition

al Us

e Zon

e of t

he T

bilis

i Nat

iona

l Par

k

1.

Appli

catio

n to

the M

inistr

y of E

nviro

nmen

t and

Na

tural

Reso

urce

s to

assig

n a

spec

ial fo

rest

use

categ

ory

to the

par

t of t

he fo

rest

fund

of the

trad

itiona

l use

zon

e of

the T

bilisi

Nati

onal

Park.

Cons

tructi

on of

the r

ailwa

y wi

thin t

he tr

aditio

nal u

se

zone

.

� De

cree #

132 o

f the G

over

nmen

t of

Geor

gia on

appr

oval

of the

rules

and

cond

itions

for is

suan

ce of

licen

ses o

n for

est u

se m

ade o

n Aug

ust 1

1;

� Or

der #

10/61

of th

e Cha

irman

of th

e St

ate F

ores

try D

epar

tmen

t on a

ppro

val

of the

rules

of sp

ecial

fore

st cu

ts an

d the

ir imp

lemen

tation

mad

e on S

eptem

ber

13, 2

000.

� GR

Env

ironm

ental

Co

nsult

ant; o

r

� HS

E Of

ficer

.

Prior

to ap

plying

for

envir

onme

ntal p

ermi

t. Co

nstru

ction

of th

e rail

way w

ithin

a ce

rtain

part

the tr

aditio

nal u

se

zone

.

2. Co

mpen

satio

n mea

sure

s will

be de

velop

ed

and a

gree

d with

the M

inistr

y of E

nviro

nmen

tal

and N

atura

l Res

ource

s.

Impa

cts on

biod

iversi

ty,

touris

t pote

ntial

and

recre

ation

al ca

pacit

y of

the N

ation

al Pa

rk.

� La

w on

Pro

tectio

n of th

e Env

ironm

ent

(199

6, am

end.

2000

, 200

3, 20

07);

� La

w on

Spe

cial P

rotec

tion o

f Veg

etatio

n in

the B

ound

aries

of T

bilisi

and t

he

Fore

st Fu

nd (2

000,

amen

d. 20

05, 2

007)

;

� La

w on

Red

List

and R

ed B

ook (

2003

, am

end.

2006

);

� La

w on

Tbil

isi N

ation

al Pa

rk (2

007)

;

� PR

6, no

net lo

ss ap

proa

ch, E

BRD

Envir

onme

ntal a

nd S

ocial

Poli

cy, (

2008

).

� GR

Env

ironm

ental

Co

nsult

ant;

� Re

quire

d res

ource

s wi

ll be i

denti

fied a

t lat

er st

age.

Prior

to ap

plying

for

envir

onme

ntal p

ermi

t.

Asse

ssme

nt of

the da

mage

and

agre

emen

t on c

ompe

nsati

on an

d its

form

with

the A

genc

y of

Prote

cted A

reas

.

Deve

lop

a Fl

ora

and

Vege

tatio

n Co

nser

vatio

n an

d Re

stor

atio

n Pl

an.

Pre-

cons

tructi

on

floris

tic

cons

erva

tion

surve

y; ide

ntific

ation

and

re-p

lantin

g of

the s

pecie

s to

be c

onse

rved

in sim

ilar

alter

nativ

e ha

bitats

; co

llecti

on

of the

ir se

eds

and

bulbs

an

d es

tablis

hmen

t of s

mall-s

cale

nurse

ries a

nd e

x sit

u an

d in

situ

cons

erva

tion

meas

ures

sha

ll be

im

pleme

nted

in su

mmer

du

ring

the

vege

tation

pe

riod

of Ep

heme

ridae

s, e.g

. Ge

orgia

n iris

. As

a co

mpen

satio

n me

asur

e, tre

es s

hall

be p

lanted

on

the a

reas

adja

cent

to the

RoW

.

� Ri

sk of

destr

uctio

n of

spec

ies of

cons

erva

tion

value

;

� De

struc

tion o

f ve

getat

ion w

ithin

at lea

st 50

-60 m

wide

corri

dor

along

the R

oW

� De

terior

ation

of th

e su

rface

horiz

on of

soils

an

d des

tructi

on of

the

exist

ing ve

getat

ion as

a re

sult o

f mov

emen

t of

� La

w on

Pro

tectio

n of th

e Env

ironm

ent

(199

6, am

end.

2000

, 200

3, 20

07);

� Fo

rest

Code

of G

eorg

ia (1

999)

;

� La

w on

Spe

cial P

rotec

tion o

f Veg

etatio

n in

the B

ound

aries

of T

bilisi

and t

he

Fore

st Fu

nd (2

000,

amen

d. 20

05, 2

007)

;

� La

w on

Red

List

and R

ed B

ook (

2003

, am

end.

2006

);

� Lo

w on

Biol

ogica

l Agr

icultu

ral p

rodu

ction

(2

006)

.

� La

w on

Soil

Con

serva

tion a

nd

� En

viron

menta

l Co

nsult

ant (

botan

ist);

� Co

nditio

ns an

d ma

terial

s req

uired

for

ex si

tu an

d in s

itu

cons

erva

tion.

Flor

a and

Veg

etat

ion

Cons

erva

tion

and

Rest

orat

ion

Plan

shall

be

deve

loped

prior

to

plann

ing th

e co

nstru

ction

stag

e.

Prote

ction

and c

onse

rvatio

n of

spec

ies an

d biod

iversi

ty ha

ving

cons

erva

tion v

alue.

TB

ILIS

I RA

ILW

AY

BYP

AS

S P

RO

JEC

T E

NV

IRO

NM

EN

TAL

AN

D S

OC

IAL

IMP

AC

T A

SS

ES

SM

EN

T (E

SIA

)

195

NoAc

tion

Envir

onm

enta

l Risk

s Li

abilit

y/ Be

nefit

s Le

gisla

tive r

equi

rem

ent/

Best

pra

ctice

In

vest

men

t Nee

ds

/Res

ourc

es/

Resp

onsib

ility

Timeta

ble

Targ

et an

d Ev

aluat

ion

Crite

ria

For S

ucce

ssfu

l Impl

emen

tatio

n

co

nstru

ction

mac

hiner

y. Im

prov

emen

t of F

ertili

ty (2

003)

;

� PR

6, no

net lo

ss ap

proa

ch, E

BRD

Envir

onme

ntal a

nd S

ocial

Poli

cy, (

2008

)

Imple

menta

tion o

f con

struc

tion w

orks

in

gorg

es fr

om O

ctob

er th

roug

h th

e end

of

Marc

h. D

uring

this

perio

d pre

-con

stru

ctio

n fie

ld su

rvey

s sha

ll be c

ondu

cted

neve

rthele

ss, s

ince v

ariou

s sea

sons

are

impo

rtant

for ea

ch sp

ecies

. Spe

cies o

f co

nser

vatio

n valu

e sha

ll be p

rovid

ed w

ith

alter

nativ

e she

lter if

requ

ired.

� Ri

sk of

destr

uctio

n of

spec

ies of

cons

erva

tion

value

and t

heir h

abita

ts;

� Th

eir di

sturb

ance

du

ring r

epro

ducti

on an

d fee

ding;

� Ad

verse

impa

ct on

sta

ging a

reas

of

migr

atory

birds

� La

w on

Pro

tectio

n of th

e Env

ironm

ent

(199

6, am

end.

2000

, 200

3, 20

07);

� La

w on

Red

List

and R

ed B

ook (

2003

, am

end.

2006

);

� PR

6, E

BRD

Envir

onme

ntal a

nd S

ocial

Po

licy,

(200

8);

� Co

nven

tion o

n Con

serva

tion o

f Eu

rope

an B

at Po

pulat

ions (

2000

)

� En

viron

menta

l Co

nsult

ant a

nd

� GR

HSE

Offic

er

Pre-

cons

truct

ion

surv

ey sh

all be

carri

ed

out 1

mon

th pr

ior to

co

nstru

ction

Prote

ction

and c

onse

rvatio

n of

spec

ies an

d biod

iversi

ty ha

ving

cons

erva

tion v

alue.

Train

ing

of w

orke

rs an

d co

nstru

ctio

n sit

e m

anag

ers t

o avo

id ex

cess

ive ne

gativ

e imp

act

on th

e env

ironm

ent (

destr

uctio

n of p

rotec

ted

spec

ies an

d the

ir she

lters,

their

distu

rban

ce

durin

g rep

rodu

ction

and f

eedin

g, ke

eping

old

trees

alon

g RoW

, fenc

ing di

tches

to pr

even

t an

imals

from

fellin

g, inf

ormi

ng sp

ecial

ists

abou

t find

ing pr

otecte

d spe

cies,

and t

ramp

ling

of so

ils on

adjac

ent a

reas

, etc.

)

� Pr

even

tion a

nd

minim

izatio

n of n

egati

ve

envir

onme

ntal im

pact

durin

g con

struc

tion

� En

viron

menta

l Co

nsult

ant o

r

� GR

HSE

Offic

er

Prior

to co

nstru

ction

Prev

entio

n of n

egati

ve

envir

onme

ntal im

pact

Deve

lop T

opso

il rem

oval,

tran

spor

tatio

n an

d pi

ling-

stoc

king

plan

s (wh

ich w

ill co

nside

r the

meth

ods o

f tops

oil re

mova

l, the

me

ans o

f tran

spor

tation

, the v

olume

of

stock

ed so

ils, s

tockin

g site

s and

crea

tion o

f ad

equa

te co

nditio

ns fo

r main

tenan

ce of

top

soil c

hara

cteris

tics).

� Lo

ss of

tops

oil, c

hang

e of

its ch

arac

terist

ics or

er

osion

.

� La

w on

Soil

Pro

tectio

n (19

94,.

amen

d, 19

97, 2

002)

;

� La

w on

Soil

Con

serva

tion a

nd

Impr

ovem

ent o

f Fer

tility

(200

3)

� GR

Env

ironm

ental

Co

nsult

ant –

co

ntrac

tor (s

oil

spec

ialist

s) an

d GR

HSE

Offic

er;

� Ap

prop

riate

equip

ment

(for

topso

il rem

oval

and

trans

porta

tion)

; �

Sites

for t

opso

il sto

cking

.

Shall

be de

velop

ed

prior

to pl

annin

g the

co

nstru

ction

sche

dule

and i

mplem

ented

prior

to

cons

tructi

on w

orks

(sp

ring-

summ

er-fa

ll).

Tops

oil co

nser

vatio

n.

Soil e

rosio

n pr

even

tion

cont

rol p

lan w

hich

will c

orre

spon

d to t

he pr

oject

desig

n and

co

nside

r con

struc

tion o

f ber

ms an

d gab

ions,

gras

s see

ding a

nd m

ulchin

g.

� So

il ero

sion d

uring

co

nstru

ction

wor

ks;

� Po

ssibl

e dam

age o

f the

emba

nkme

nt as

a re

sult

of ac

tivate

d ero

sion;

� lan

dslid

e con

trol.

� La

w on

Soil

Pro

tectio

n (19

94,.

amen

d, 19

97, 2

002)

;

� La

w on

Soil

Con

serva

tion a

nd

Impr

ovem

ent o

f Fer

tility

(200

3)

� En

viron

menta

l Co

nsult

ant a

nd

proje

ct en

ginee

r �

Relev

ant r

esou

rces –

an

ti-ero

sion w

alls,

etc.

Has t

o be c

onsid

ered

in

the pr

oject

desig

n.

Eros

ion co

ntrol

and p

reve

ntion

of

poss

ible d

amag

e of th

e em

bank

ment

as a

resu

lt of

activ

ated e

rosio

n.

TB

ILIS

I RA

ILW

AY

BYP

AS

S P

RO

JEC

T E

NV

IRO

NM

EN

TAL

AN

D S

OC

IAL

IMP

AC

T A

SS

ES

SM

EN

T (E

SIA

)

196

Tabl

e 7.

1-5.

ES

AP:

Soi

ls

NoAc

tion

Envir

onm

enta

l Risk

s Li

abilit

y/ Be

nefit

s Le

gisla

tive r

equi

rem

ent/

Best

pra

ctice

In

vest

men

t Nee

ds

/Res

ourc

es/

Resp

onsib

ility

Timeta

ble

Targ

et an

d Ev

aluat

ion

Crite

ria

For S

ucce

ssfu

l Impl

emen

tatio

n

Soils

1.

Deve

lop T

opso

il rem

oval,

tran

spor

tatio

n an

d pi

ling-

stoc

king

plan

s (wh

ich w

ill co

nside

r the

meth

ods o

f tops

oil re

mova

l, the

me

ans o

f tran

spor

tation

, the v

olume

of

stock

ed so

ils, s

tockin

g site

s and

crea

tion o

f ad

equa

te co

nditio

ns fo

r main

tenan

ce of

top

soil c

hara

cteris

tics).

Loss

of to

psoil

, cha

nge o

f its

char

acter

istics

or

eros

ion.

� GR

Env

ironm

ental

Co

nsult

ant –

co

ntrac

tor (s

oil

spec

ialist

s) an

d GR

HSE

Offic

er;

� Ap

prop

riate

equip

ment

(for

topso

il rem

oval

and

trans

porta

tion)

; �

Sites

for t

opso

il sto

cking

.

� Sh

all be

deve

loped

pr

ior to

plan

ning t

he

cons

tructi

on

sche

dule

and

imple

mente

d prio

r to

cons

tructi

on w

orks

(sp

ring-

summ

er-fa

ll).

Tops

oil co

nser

vatio

n.

2.

Train

wor

kers

and

cons

truct

ion

site

man

ager

s to a

void,

alon

g othe

r impa

cts,

destr

uctio

n-tra

mplin

g and

mec

hanic

al da

mage

of so

ils by

cons

tructi

on m

achin

ery i

n the

area

s adja

cent

to the

cons

tructi

on si

tes.

Mech

anica

l dam

age o

f the

area

s aro

und t

he

cons

tructi

on si

te by

the

cons

tructi

on m

achin

ery.

� En

viron

menta

l Co

nsult

ant (

traine

r).

Prior

to th

e con

struc

tion

works

. Av

oidan

ce of

nega

tive i

mpac

t on

soils

.

3. So

il ero

sion

prev

entio

n co

ntro

l plan

whic

h wi

ll cor

resp

ond t

o the

proje

ct de

sign a

nd

cons

ider c

onstr

uctio

n of b

erms

and g

abion

s, gr

ass s

eedin

g and

mulc

hing.

� So

il ero

sion d

uring

co

nstru

ction

wor

ks;

� Po

ssibl

e dam

age o

f the

emba

nkme

nt as

a re

sult

of ac

tivate

d ero

sion;

� lan

dslid

e con

trol.

� En

viron

menta

l Co

nsult

ant a

nd

proje

ct en

ginee

r �

Relev

ant r

esou

rces –

an

ti-ero

sion w

alls,

etc.

Has t

o be c

onsid

ered

in

the pr

oject

desig

n.

Eros

ion co

ntrol

and p

reve

ntion

of

poss

ible d

amag

e of th

e em

bank

ment

as a

resu

lt of

activ

ated e

rosio

n.

4.

Soil r

einst

atem

ent p

lan, w

hich w

ill co

nside

r re

instat

emen

t of tr

ample

d are

as (a

cces

s ro

ads),

plac

emen

t of th

e rem

oved

tops

oil,

sowi

ng an

d imp

rove

ment

of so

il ch

arac

terist

ics.

Reins

tatem

ent o

f soil

s to

their i

nitial

state

.

� La

w on

Soil

Pro

tectio

n (19

94,

amen

d.199

7, 20

02);

� La

w on

Soil

Con

serva

tion a

nd

Impr

ovem

ent o

f Fer

tility

(200

3).

� GR

Env

ironm

ental

Co

nsult

ant –

co

ntrac

tor (s

oil

spec

ialist

s) an

d GR

HSE

Offic

er;

� Se

ed ba

se;

� So

il con

serva

tion

and i

mpro

veme

nt me

asur

es;

� Re

levan

t tech

nical

staff.

After

comp

letion

of

cons

tructi

on w

orks

. Re

instat

emen

t of s

oils t

o the

ir ini

tial s

tate.

TB

ILIS

I RA

ILW

AY

BYP

AS

S P

RO

JEC

T E

NV

IRO

NM

EN

TAL

AN

D S

OC

IAL

IMP

AC

T A

SS

ES

SM

EN

T (E

SIA

)

197

Tabl

e 7.

1-6.

ES

AP:

Air

Qua

lity

NoAc

tion

Envir

onm

enta

l Risk

s Li

abilit

y/ Be

nefit

s Le

gisla

tive r

equi

rem

ent/

Best

pra

ctice

In

vest

men

t Nee

ds

/Res

ourc

es/

Resp

onsib

ility

Timeta

ble

Targ

et an

d Ev

aluat

ion

Crite

ria

For S

ucce

ssfu

l Impl

emen

tatio

n

Air Q

ualit

y

1.

Cons

truct

ion

equi

pmen

t sho

uld

be

licen

sed

and

perm

itted

in ac

cord

ance

with

Ge

orgi

an re

quire

men

ts (w

ith re

spec

t to

electr

ical a

nd m

echa

nical

safet

y, no

ise an

d po

llutan

t emi

ssion

). In

addit

ion, it

is

reco

mm

ende

d th

at su

ch eq

uipm

ent s

houl

d be

certi

fied

to m

eet E

urop

ean

Unio

n st

anda

rds o

r equ

ivalen

t. Re

levan

t EU

direc

tives

are p

rese

nted i

n Cha

pter 6

.2.1

(Wor

ker A

ccide

nts).

Thes

e req

uirem

ents

shall

be

inco

rpor

ated i

n ten

der c

ondit

ions f

or

selec

tion o

f a co

nstru

ction

contr

actor

.

Impa

ct of

exha

usts

gene

rated

by op

erati

on of

ma

chine

ry an

d equ

ipmen

t wi

th co

mbus

tion e

ngine

s on

air qu

ality.

� En

viron

menta

l Co

nsult

ant; o

r

� GR

HSE

Offic

er.

Pre-

cons

tructi

on

stage

whe

n the

co

ntrac

tor

cons

tructo

r has

to be

se

lected

.

Prote

ction

of w

orke

rs an

d the

po

pulat

ion fr

om ex

cess

ive du

st em

ission

s gen

erate

d at th

e co

nstru

ction

stag

e.

2.

The f

ollow

ing sh

all be

cons

idere

d in t

he

Cons

truct

ion

Site

Man

agem

ent P

lan:

regu

lar w

aterin

g of r

eleva

nt sit

es, e

spec

ially

in dr

y and

wind

y wea

ther,

regu

lar w

ashin

g of

cons

tructi

on m

achin

ery a

nd th

eir w

heels

and

use o

f clos

ed w

aste

conta

iners

to en

sure

ad

dition

al pr

otecti

on fr

om un

pleas

ant s

mell

(for a

dditio

nal m

itigati

on m

easu

res r

efer t

o the

re

levan

t cha

pter).

Prote

ction

of w

orke

rs an

d the

po

pulat

ion fr

om ex

cess

ive

dust

gene

rated

at th

e co

nstru

ction

stag

e.

� En

viron

menta

l Co

nsult

ant o

r GR

HSE

Offic

er;

� Te

mpor

ary w

ashin

g ar

ea on

the t

errito

ry of

the co

nstru

ction

site

to co

rresp

ond t

he

envir

onme

ntal

stand

ards

;

� Su

pplyi

ng co

nstru

ction

ar

eas w

ith w

ater;

� Cl

osed

conta

iners

for

waste

.

Prior

to th

e co

nstru

ction

wor

ks,

has t

o be c

onsid

ered

in

cons

tructi

on

mana

geme

nt pla

n.

� Ob

serva

tion o

f atm

osph

eric

air

quali

ty sta

ndar

ds (D

ecre

e #89

of

the M

iniste

r of E

nviro

nmen

t Pr

otecti

on an

d Natu

ral

Reso

urce

of O

ctobe

r 23,

2001

).

3.

At th

e op

erati

on s

tage

use

of die

sel e

ngine

s in

close

d sp

aces

shall

restr

icted

with

in de

pots

and

maint

enan

ce a

reas

, ex

haus

t mu

fflers

shall

be

instal

led o

n int

erna

l bo

ilers

and

prop

er v

entila

tion

of clo

sed

spac

es s

hall

be

ensu

red.

Healt

hcar

e of G

R pe

rsonn

el.

� De

cree #

297/N

dated

16.08

.2001

of

the M

iniste

r of L

abou

r, He

alth a

nd

Socia

l Sec

urity

of G

eorg

ia (in

cludin

g the

chan

ges m

ade t

o it b

y fur

ther

decre

es of

the M

iniste

r #38

/N of

02

.24.20

03, 2

51/N

of 09

.15.10

06,

351/N

of 12

.17.20

07);

� At

mosp

heric

air q

uality

stan

dard

s, De

cree #

89 of

the M

iniste

r of

Envir

onme

nt Pr

otecti

on an

d Natu

ral

Reso

urce

of O

ctobe

r 23,

2001

;

� Sa

nitar

y Cod

e of G

eorg

ia (M

ay 8,

20

03);

� Lo

w on

Pub

lic H

ealth

(200

7);

� ��

�� 17

.2.2.0

5-86

Env

ironm

ental

pr

otecti

on, s

tanda

rds a

nd m

ethod

s for

me

asur

emen

t of h

armf

ul em

ission

s fro

m co

mbus

tion e

ngine

s;

� ��

��

5216

0-20

03 �

��

� �

� ��

��

��

��

� ��

� �

� �

��

��

��

� ��

��

��

�!��

��

��

��

�. �

Envir

onme

ntal

Cons

ultan

t (or

GR

HSE

Offic

er) a

nd en

ginee

r;

� Ai

r muff

lers,

venti

lator

s, etc

.

Prior

to co

nstru

ction

wo

rks, a

t the

plann

ing st

age.

� Ob

serva

tion o

f atm

osph

eric

air

quali

ty sta

ndar

ds (D

ecre

e #89

of

the M

iniste

r of E

nviro

nmen

t Pr

otecti

on an

d Natu

ral

Reso

urce

of O

ctobe

r 23,

2001

);

� Sa

nitar

y Cod

e of G

eorg

ia (M

ay

8, 20

03).

TB

ILIS

I RA

ILW

AY

BYP

AS

S P

RO

JEC

T E

NV

IRO

NM

EN

TAL

AN

D S

OC

IAL

IMP

AC

T A

SS

ES

SM

EN

T (E

SIA

)

198

Tabl

e 7.

1-7.

ESA

P: N

oise

and

Vib

ratio

n

NoAc

tion

Envir

onm

enta

l Risk

s Li

abilit

y/ Be

nefit

s Le

gisla

tive r

equi

rem

ent/

Best

pra

ctice

In

vest

men

t Nee

ds

/Res

ourc

es/

Resp

onsib

ility

Timeta

ble

Targ

et an

d Ev

aluat

ion

Crite

ria

For S

ucce

ssfu

l Impl

emen

tatio

n

Noise

and

Vibr

atio

n

1.

Anno

unce

a te

nder

for i

nsta

llatio

n of

acou

stic

scre

ens a

nd co

nside

ratio

n of s

creen

s at th

e init

ial st

age

of pr

oject

plann

ing (s

ee C

hapte

r 6.1.

7 Pote

ntial

Impa

ct of

Noise

and V

ibrati

on, T

able

6.1.7-

13 -

Sens

itive a

reas

re

quirin

g imp

lemen

tation

of ad

dition

al no

ise co

ntrol

meas

ures

) and

use o

f sou

nd-p

roof

wind

ows a

nd do

ors

when

ever

requ

ired.

Exce

ssive

noise

leve

ls at

settle

ments

at th

e rail

way

oper

ation

stag

e. Se

e Ma

ps 13

-1 an

d 13-

2.

� GR

o

Acou

stic s

creen

s’ co

ntrac

tor;

o Pr

oject

engin

eer;

� Ad

equa

te fin

ancia

l inv

estm

ents.

At th

e init

ial st

age o

f the

proje

ct pla

nning

. �

Keep

ing th

e nois

e and

vibr

ation

at

the ad

miss

ible l

evels

.

2.

In or

der t

o avo

id an

d mini

mize

exce

ssive

noise

and

vibra

tion a

nd en

sure

envir

onme

ntal s

afety

of wo

rkers

and t

he po

pulat

ion al

l con

stru

ctio

n eq

uipm

ent s

houl

d be

licen

sed

and

perm

itted

in ac

cord

ance

with

Ge

orgi

an re

quire

men

ts (w

ith re

spec

t to el

ectric

al an

d me

chan

ical s

afety,

noise

and p

olluta

nt em

ission

). In

addit

ion, it

is re

comm

ende

d tha

t suc

h eq

uipm

ent

shou

ld b

e cer

tified

to m

eet E

urop

ean

Unio

n st

anda

rds o

r equ

ivalen

t. Re

levan

t EU

direc

tives

are

pres

ented

in C

hapte

r 6.2.

1.1 Im

pacts

durin

g con

struc

tion

works

(Wor

ker A

ccide

nts).

Thes

e req

uirem

ents

shall

be

incor

pora

ted in

tend

er co

nditio

ns fo

r sele

ction

of a

cons

tructi

on co

ntrac

tor.

Exce

ssive

noise

and

vibra

tion a

t the

cons

tructi

on st

age.

� GR

HSE

Offic

er.

Prior

to th

e con

struc

tion

work.

� Ge

orgia

n San

itary

Norm

s for

no

ise an

d vibr

ation

(2

.2.4/2

.1.8.0

00-0

0, 20

01);

� Ke

eping

the n

oise a

nd vi

brati

on

at the

admi

ssibl

e lev

els du

ring

imple

menta

tion o

f con

struc

tion

works

.

3.

Cons

truct

ion

Site

Man

agem

ent a

nd O

rgan

izatio

n Pl

anss

hall c

onsid

er: u

se of

porta

ble ac

ousti

c scre

ens,

strict

obse

rvatio

n of w

orkin

g hou

rs, lo

catio

n of s

uppo

rting

enter

prise

s and

cons

tructi

on ca

mps a

t a co

nside

rable

dis

tance

from

the s

ettlem

ents,

use o

f mini

mal e

xplos

ive

char

ge in

drilli

ng-e

xplos

ion w

orks

or ap

plica

tion o

f so-

calle

d tun

nel c

utting

“shie

lds”.

Exce

ssive

noise

and

vibra

tion a

t the

cons

tructi

on st

age.

Geor

gian S

anita

ry No

rms f

or

noise

and v

ibrati

on

(2.2.

4/2.1.

8.000

-00,

2001

).

� En

ginee

r con

sulta

nt of

the co

nstru

ction

co

ntrac

tor;

� ap

prop

riate

cons

tructi

on

mach

inery,

porta

ble

acou

stic s

creen

s.

Prior

to th

e con

struc

tion

work.

� Ge

orgia

n San

itary

Norm

s for

no

ise an

d vibr

ation

(2

.2.4/2

.1.8.0

00-0

0, 20

01);

� Ke

eping

the n

oise a

nd vi

brati

on

at the

admi

ssibl

e lev

els du

ring

imple

menta

tion o

f con

struc

tion

works

.

TB

ILIS

I RA

ILW

AY

BYP

AS

S P

RO

JEC

T E

NV

IRO

NM

EN

TAL

AN

D S

OC

IAL

IMP

AC

T A

SS

ES

SM

EN

T (E

SIA

)

199

Tabl

e 7.

1-8.

ES

AP:

Pot

entia

l Vis

ual I

mpa

ct o

n La

ndsc

ape

NoAc

tion

Envir

onm

enta

l Risk

s Li

abilit

y/ Be

nefit

s Le

gisla

tive r

equi

rem

ent/

Best

pra

ctice

In

vest

men

t Nee

ds

/Res

ourc

es/

Resp

onsib

ility

Timeta

ble

Targ

et an

d Ev

aluat

ion

Crite

ria

For S

ucce

ssfu

l Impl

emen

tatio

n

Visu

al Im

pact

on

Land

scap

e

1. �

Fenc

ing th

e con

struc

tion s

ites;

� Pr

eser

vatio

n of th

e veg

etatio

n of th

e pr

oject

area

as m

uch a

s pos

sible.

� En

viron

menta

l co

nsult

ant o

f the

cons

tructi

on

comp

any;

and

� GR

HSE

Offic

er.

Prior

to th

e con

struc

tion

work.

Co

ver t

he co

nstru

ction

sites

.

2.

� Gr

eenin

g the

area

s adja

cent

to the

railw

ay

route

and f

ills al

ong t

he w

hole

length

of th

e ra

ilway

bypa

ss af

ter co

mplet

ion of

co

nstru

ction

wor

ks (s

pecie

s to b

e plan

ted

shall

be se

lected

in ad

vanc

e tak

ing in

to ac

coun

t the e

colog

ical c

hara

cteris

tics o

f a

territo

ry);

� Pa

inting

the a

cous

tic sc

reen

s to b

e ins

talled

at th

e sett

lemen

ts.

Visu

al im

pact

on

lands

cape

alon

g the

who

le len

gth of

the r

ailwa

y by

pass

.

� PR

8, E

BRD

Envir

onme

ntal a

nd S

ocial

Po

licy (

2008

). �

Envir

onme

ntal

cons

ultan

t of th

e co

nstru

ction

co

mpan

y; an

d

� GR

HSE

Offic

er.

After

comp

letion

of

cons

tructi

on w

orks

. Co

ver t

he ra

ilway

bypa

ss.

TB

ILIS

I RA

ILW

AY

BYP

AS

S P

RO

JEC

T E

NV

IRO

NM

EN

TAL

AN

D S

OC

IAL

IMP

AC

T A

SS

ES

SM

EN

T (E

SIA

)

200

Tabl

e 7.

1-9.

ES

AP:

Was

te G

ener

atio

n an

d M

anag

emen

t

NoAc

tion

Envir

onm

enta

l Risk

s Li

abilit

y/ Be

nefit

s Le

gisla

tive r

equi

rem

ent/

Best

pra

ctice

In

vest

men

t Nee

ds

/Res

ourc

es/

Resp

onsib

ility

Timeta

ble

Targ

et an

d Ev

aluat

ion

Crite

ria F

or

Succ

essf

ul Im

plem

enta

tion

Was

te G

ener

atio

n an

d Ma

nage

men

t

1.

Deve

lopm

ent o

f a C

onst

ruct

ion

Was

te

Mana

gem

ent P

lan w

hich s

hall c

onsid

er

the en

viron

menta

l and

socia

l risk

s.

� Ge

nera

tion o

f larg

e vo

lumes

of in

ert

mater

ials/w

aste;

�

Vege

tation

was

te;

� Ha

zard

ous w

aste;

�

Was

tewate

r fro

m co

nstru

ction

camp

s; �

Solid

hous

ehold

was

te;

� W

astew

ater f

rom

cons

tructi

on si

tes.

� La

bour

Cod

e of G

eorg

ia 31

32-1

s (Ma

y 25

, 200

6);

� Sa

nitar

y Cod

e of G

eorg

ia (M

ay 8,

2003

); �

Law

on P

rotec

tion o

f the E

nviro

nmen

t (1

996,

amen

d. 20

00, 2

003,

2007

); �

Decre

e #36

of th

e Mini

stry o

f Lab

our,

Healt

h and

Soc

ial P

rotec

tion o

f Geo

rgia

on “A

ppro

val o

f arra

ngem

ent o

f land

fills

for d

ispos

al of

solid

hou

seho

ld wa

stes

and

adop

tion

of sa

nitar

y rule

s and

no

rms”

dated

24 F

ebru

ary,

2003

; �

PR 1,

2 an

d 3, E

BRD

Envir

onme

ntal a

nd

Socia

l Poli

cy (2

008)

.

� GR

HSE

Offic

er or

wa

ste m

anag

emen

t co

nsult

ant;

� Co

ntrac

tor of

was

te co

llecti

on;

� Cl

osed

conta

iners

for

waste

; �

Colle

ctors/

sepa

rator

s for

pollu

ted in

dustr

ial

waste

water

; �

Temp

orar

y site

for

dispo

sal o

f haz

ardo

us

waste

with

in the

co

nstru

ction

site.

Prior

to th

e co

nstru

ction

wor

k.

� Pr

ovisi

on of

adeq

uate

worki

ng

cond

itions

for t

echn

ical s

taff;

� Su

staina

ble w

aste

mana

geme

nt;

� Av

oidan

ce of

nega

tive i

mpac

t on

the en

viron

ment;

�

Prev

entio

n, mi

nimiza

tion,

sepa

ratio

n, re

cycli

ng re

-use

and

safe

dispo

sal o

f was

tes.

2.

Train

ing

of te

chni

cal s

taff

in

cons

truct

ion

site e

nviro

nmen

tal s

afet

y ru

les(to

be de

velop

ed pr

ior to

co

nstru

ction

wor

ks).

Envir

onme

ntal p

olluti

on an

d the

risk o

f occ

upati

onal

disea

ses a

ssoc

iated

with

ha

zard

ous w

astes

. Be

st pr

actic

es.

� GR

HSE

Offic

er or

wa

ste m

anag

emen

t co

nsult

ant.

Prior

to th

e co

nstru

ction

wor

k.

� Pr

ovisi

on of

adeq

uate

worki

ng

cond

itions

for t

echn

ical s

taff;

� Pr

even

tion,

minim

izatio

n, se

para

tion,

recy

cling

re-u

se an

d sa

fe dis

posa

l of w

astes

.

3.

Deve

lopm

ent o

f a W

aste

Man

agem

ent

Plan

fro

the O

pera

tiona

l Sta

ge.

� En

viron

menta

l poll

ution

; �

The r

isk of

occu

patio

nal

disea

ses a

ssoc

iated

with

ind

ustria

l and

haza

rdou

s wa

stes;

� Ho

useh

old w

astes

from

tra

ins, d

epots

and f

reigh

t sta

tions

.

� GR

HSE

Offic

er or

wa

ste m

anag

emen

t co

nsult

ant.

Prior

to op

erati

on.

� Pr

ovisi

on of

adeq

uate

worki

ng

cond

itions

for t

echn

ical s

taff.

4.

Dem

oliti

on W

aste

Man

agem

ent P

lan

(Deta

iled g

uideli

nes a

re pr

esen

ted in

the

relev

ant c

hapte

r).

� Po

llutio

n of n

atura

l and

so

cial e

nviro

nmen

t; �

Unsu

staina

ble us

e of

demo

lition

was

te.

� La

bour

Cod

e of G

eorg

ia 31

32-1

s (Ma

y 25

, 200

6)

� Sa

nitar

y Cod

e of G

eorg

ia (M

ay 8,

2003

) �

Law

on P

rotec

tion o

f the E

nviro

nmen

t (1

996,

amen

d. 20

00, 2

003,

2007

); �

Decre

e #36

of th

e Mini

stry o

f Lab

our,

Healt

h and

Soc

ial P

rotec

tion o

f Geo

rgia

on “A

ppro

val o

f arra

ngem

ent o

f land

fills

for d

ispos

al of

solid

hou

seho

ld wa

stes

and

adop

tion

of sa

nitar

y rule

s and

no

rms”

dated

24 F

ebru

ary,

2003

; �

PR 1,

2 an

d 3, E

BRD

Envir

onme

ntal a

nd

Socia

l Poli

cy (2

008)

.

� GR

HSE

Offic

er or

wa

ste m

anag

emen

t co

nsult

ant;

� De

molis

hing c

ontra

ctor.

At th

e stag

e of

demo

lition

plan

de

velop

ment.

Prev

entio

n of o

ccup

ation

al dis

ease

s as

socia

ted w

ith en

viron

menta

l po

llutio

n and

haza

rdou

s was

tes.

TB

ILIS

I RA

ILW

AY

BYP

AS

S P

RO

JEC

T E

NV

IRO

NM

EN

TAL

AN

D S

OC

IAL

IMP

AC

T A

SS

ES

SM

EN

T (E

SIA

)

201

Tabl

e 7.

1-10

. ES

AP:

Soc

ioec

onom

ic Im

pact

s G

ener

al C

omm

ent:

The

cont

ract

or s

hall

prep

are

the

follo

win

g pl

ans:

�

Con

stru

ctio

n H

ealth

and

Saf

ety

Pla

n;

� P

ublic

Hea

lth a

nd S

afet

y P

lan;

�

Con

stru

ctio

n Tr

affic

Act

ion

Pla

n;

� W

orke

rs C

ode

of C

ondu

ct w

ith C

omm

unity

Lia

ison

Pla

n;

� S

ocia

l Fac

ilitie

s an

d S

ervi

ces

Pla

n;

� C

onst

ruct

ion

Was

te M

anag

emen

t Pla

n;

� C

onst

ruct

ion

Em

erge

ncy

Prep

ared

ness

and

Res

pons

e Pl

an.

The

cont

ract

or s

hall

prep

are

repo

rts o

n co

mpl

ianc

e of

the

wor

ks w

ith th

e ac

tiviti

es p

resc

ribed

in th

e fo

llow

ing

plan

s on

qua

rterly

(for

the

first

yea

r of c

onst

ruct

ion)

and

/or s

emes

trial

ba

sis

(for t

he s

econ

d an

d th

ird y

ears

of c

onst

ruct

ion)

: �

Con

stru

ctio

n H

ealth

and

Saf

ety

Pla

n;

� P

ublic

Hea

lth a

nd S

afet

y P

lan;

� C

onst

ruct

ion

Was

te M

anag

emen

t Pla

n.

Im

pact

s Me

asur

es fo

r im

pact

avoi

danc

e / m

itiga

tion

/ com

pens

atio

n #

Cons

truct

ion

phas

eOp

erat

ion

phas

e Le

gal r

equi

rem

ents

Be

st p

ract

ice

Resp

onsib

leor

gani

zatio

nSc

hedu

le of

th

e act

ion

Com

men

t

1. Lo

cal

emplo

ymen

t op

portu

nities

. �

Labo

ur C

ode o

f Geo

rgia

3132

-1s (

May 2

5, 20

06).

� PR

2: La

bour

and W

orkin

g Con

dition

s of E

BRD

Envir

onme

ntal a

nd S

ocial

Poli

cy an

d Inte

rnati

onal

Labo

ur O

rgan

izatio

n (ILO

) cor

e lab

our s

tanda

rds;

� De

velop

men

t of L

ocal

Wor

kforc

e Re

cruit

men

t Plan

as

a fra

mewo

rk for

recru

itmen

t pro

cedu

re; a

iming

at

prov

iding

oppo

rtunit

ies fo

r emp

loyme

nt of

local

workf

orce

.

Geor

gian R

ailwa

y in

close

co

oper

ation

with

the

cons

tructi

on

comp

any.

Prior

to th

e co

nstru

ction

wo

rk.

� Se

tup by

GR

befor

e star

t of

works

,

� Im

pleme

ntatio

n by G

R an

d its

contr

actor

s dur

ing

cons

tructi

on.

2. Lo

cal e

cono

my

oppo

rtunit

ies.

� De

velop

men

t of L

ocal

Proc

urem

ent P

lan A

iming

at

prov

iding

oppo

rtunit

ies fo

r pro

cure

ment

contr

acts

with

Geor

gian c

ompa

nies i

n the

conte

xt of

all ar

eas

of se

rvice

requ

ireme

nt du

ring c

onstr

uctio

n.

Geor

gian R

ailwa

y in

close

co

oper

ation

with

the

cons

tructi

on

comp

any.

Prior

to th

e co

nstru

ction

wo

rk.

� GR

and i

ts Co

ntrac

tors

befor

e star

t of w

orks

;

� Im

pleme

ntatio

n dur

ing

cons

tructi

on.

TB

ILIS

I RA

ILW

AY

BYP

AS

S P

RO

JEC

T E

NV

IRO

NM

EN

TAL

AN

D S

OC

IAL

IMP

AC

T A

SS

ES

SM

EN

T (E

SIA

)

202

Impa

cts

Meas

ures

for i

mpa

ct av

oida

nce /

miti

gatio

n / c

ompe

nsat

ion

# Co

nstru

ctio

nph

ase

Oper

atio

n ph

ase

Lega

l req

uire

men

ts

Best

pra

ctice

Re

spon

sible

orga

niza

tion

Sche

dule

of

the a

ctio

n Co

mm

ent

3. Lo

ss of

hous

ing

/ phy

sical

displa

ceme

nt.

� Iss

ues r

elated

to th

e own

ersh

ip rig

ht, la

nd

use,

poss

essio

n and

disp

ositio

n of im

mova

ble

prop

erty,

are r

egula

ted in

Geo

rgia

by th

e fol

lowing

legis

lation

: o

Cons

titutio

n of G

eorg

ia (A

ugus

t 24,

1995

);

o La

w of

Geor

gia O

n the

Rule

for

Expr

opria

tion o

f Own

ersh

ip for

Nec

essa

ry Pu

blic N

eeds

(July

23, 1

999)

; o

Civil

Cod

e of G

eorg

ia (Ju

ne 26

, 199

7);

o La

w of

Geor

gia O

n the

Rule

for

Expr

opria

tion o

f Own

ersh

ip for

Urg

ent

Publi

c Nee

ds (N

ovem

ber 1

1, 19

97);

o

Law

of Ge

orgia

On P

rivati

zatio

n and

Al

locati

on, u

nder

the R

ight to

Use

, of

State

Pro

perty

and P

rope

rty of

Loca

l Self

-Go

vern

ment

(May

30, 1

997)

; o

Law

of Ge

orgia

On O

wner

ship

of Ag

ricult

ural

Land

(Mar

ch 22

, 199

6);

o La

w of

Geor

gia O

n Priv

atiza

tion o

f Stat

e-Ow

ned A

gricu

ltura

l Lan

d (Ju

ly 8,

2005

); o

Law

of Ge

orgia

On R

ecog

nizing

the

Owne

rship

Righ

t to La

nd P

arce

ls Ex

isting

in

Poss

essio

n (Us

e) of

Per

sons

and

Priva

te Le

gal E

ntitie

s (Ju

ly 11

, 200

7);

o Ta

x Cod

e of G

eorg

ia (D

ecem

ber 2

2, 20

04);

o

Law

of Ge

orgia

On P

ublic

Reg

istry

(Dec

embe

r 19,

2008

);

o Ra

ilway

Cod

e (De

cemb

er 28

, 200

2);

o La

w of

Geor

gia on

Rep

lacem

ent C

ost

Reim

burse

ment

and C

ompe

nsati

on fo

r the

Use

of A

gricu

ltura

l Lan

d for

Non

-Ag

ricult

ural

Purp

oses

(Octo

ber 2

, 199

7).

� Co

nsult

ation

s with

affec

ted pe

rsons

(disp

laced

and

host

comm

unity

mem

bers)

and t

heir i

nform

ed

partic

ipatio

n in d

ecisi

on-m

aking

proc

esse

s rela

ted

to re

settle

ment:

o

Affec

ted pe

rsons

shou

ld pa

rticipa

te in

the

nego

tiatio

n of th

e com

pens

ation

pack

ages

, eli

gibilit

y req

uirem

ents,

rese

ttleme

nt as

sistan

ce, s

uitab

ility o

f pro

pose

d res

ettlem

ent

sites

and t

he pr

opos

ed tim

ing.

� Es

tablis

hmen

t of g

rieva

nce m

echa

nism

as ea

rly as

po

ssibl

e in t

he pr

oces

s to r

eceiv

e and

addr

ess,

in a

timely

man

ner,

spec

ific co

ncer

ns ra

ised d

uring

the

proc

ess.

� De

velop

ment

of de

tailed

Res

ettlem

ent A

ction

Plan

(R

AP).

Phys

ical re

settle

ment

shou

ld be

plan

ned

and i

mplem

ented

base

d on R

AP th

at wi

ll com

ply

with

the re

quire

ments

of th

e EBR

D En

viron

menta

l an

d Soc

ial P

olicy

PR

5: La

nd A

cquis

ition,

Involu

ntary

Rese

ttleme

nt an

d Eco

nomi

c Di

splac

emen

t.

� Co

nsult

ation

s sho

uld be

conti

nued

durin

g the

im

pleme

ntatio

n, mo

nitor

ing an

d eva

luatio

n of

comp

ensa

tion p

ayme

nt an

d res

ettlem

ent.

Geor

gian R

ailwa

y.Pr

ior to

the

cons

tructi

on

works

.

� Ps

ycho

logica

l disc

omfor

t to

the re

place

ment

espe

cially

in

elder

ly pe

ople

desp

ite of

im

pleme

ntatio

n of m

itigati

on

meas

ures

;

� Fo

r mor

e deta

iled i

nform

ation

on

poss

ible m

itigati

on

meas

ures

, see

the T

bilisi

Ra

ilway

Byp

ass P

rojec

t Re

settle

ment

Fram

ewor

k;

� De

tailed

Res

ettlem

ent A

ction

Pl

an (R

AP) w

ill be

deve

loped

at

the la

ter st

age;

� Ac

cord

ing to

preli

mina

ry es

timati

on €6

.85 m

illion

(see

the

Tbil

isi R

ailwa

y Byp

ass

Proje

ct Re

settle

ment

Fram

ewor

k).

4. Lo

ss of

land

and

loss o

f live

lihoo

d

� Iss

ues r

elated

to th

e own

ersh

ip rig

ht, la

nd

use,

poss

essio

n and

disp

ositio

n of im

mova

ble

� Co

nsult

ation

s with

affec

ted pe

rsons

and t

heir

infor

med p

artic

ipatio

n in d

ecisi

on-m

aking

proc

esse

s Ge

orgia

n Rail

way

in clo

se

Prior

to th

e co

nstru

ction

�

Loss

of at

leas

t one

harve

st de

spite

of im

pleme

ntatio

n of

TB

ILIS

I RA

ILW

AY

BYP

AS

S P

RO

JEC

T E

NV

IRO

NM

EN

TAL

AN

D S

OC

IAL

IMP

AC

T A

SS

ES

SM

EN

T (E

SIA

)

203

Impa

cts

Meas

ures

for i

mpa

ct av

oida

nce /

miti

gatio

n / c

ompe

nsat

ion

# Co

nstru

ctio

nph

ase

Oper

atio

n ph

ase

Lega

l req

uire

men

ts

Best

pra

ctice

Re

spon

sible

orga

niza

tion

Sche

dule

of

the a

ctio

n Co

mm

ent

prop

erty,

are r

egula

ted in

Geo

rgia

by th

e fol

lowing

legis

lation

: o

Cons

titutio

n of G

eorg

ia (A

ugus

t 24,

1995

); o

Law

of Ge

orgia

On t

he R

ule fo

r Ex

prop

riatio

n of O

wner

ship

for N

eces

sary

Publi

c Nee

ds (J

uly 23

, 199

9);

o Ci

vil C

ode o

f Geo

rgia

(June

26, 1

997)

; o

Law

of Ge

orgia

On t

he R

ule fo

r Ex

prop

riatio

n of O

wner

ship

for U

rgen

t Pu

blic N

eeds

(Nov

embe

r 11,

1997

);

o La

w of

Geor

gia O

n Priv

atiza

tion a

nd

Alloc

ation

, und

er th

e Righ

t to U

se, o

f St

ate P

rope

rty an

d Pro

perty

of Lo

cal S

elf-

Gove

rnme

nt (M

ay 30

, 199

7);

o La

w of

Geor

gia O

n Own

ersh

ip of

Agric

ultur

al La

nd (M

arch

22, 1

996)

; o

Law

of Ge

orgia

On P

rivati

zatio

n of S

tate-

Owne

d Agr

icultu

ral L

and (

July

8, 20

05);

o

Law

of Ge

orgia

On R

ecog

nizing

the

Owne

rship

Righ

t to La

nd P

arce

ls Ex

isting

in

Poss

essio

n (Us

e) of

Per

sons

and

Priva

te Le

gal E

ntitie

s (Ju

ly 11

, 200

7);

o Ta

x Cod

e of G

eorg

ia (D

ecem

ber 2

2, 20

04);

o

Law

of Ge

orgia

On P

ublic

Reg

istry

(Dec

embe

r 19,

2008

);

o Ra

ilway

Cod

e (De

cemb

er 28

, 200

2);

o La

w of

Geor

gia on

Rep

lacem

ent C

ost

Reim

burse

ment

and C

ompe

nsati

on fo

r the

Use

of A

gricu

ltura

l Lan

d for

Non

-Ag

ricult

ural

Purp

oses

(Octo

ber 2

, 199

7).

relat

ed to

rese

ttleme

nt.

� In

the ca

se of

the e

cono

mic (

but n

ot ph

ysica

l) dis

place

ment

of pe

ople,

proc

edur

es sh

ould

be

deve

loped

to of

fer th

e affe

cted p

erso

ns an

d co

mmun

ities’

comp

ensa

tion a

nd ot

her a

ssist

ance

tha

t mee

t the o

bjecti

ves o

f the P

R 5:

Land

Ac

quisi

tion,

Involu

ntary

Rese

ttleme

nt an

d Ec

onom

ic Di

splac

emen

t of th

e EBR

D En

viron

menta

l and

Soc

ial P

olicy

. This

shall

take

the

form

of a L

ivelih

ood R

estor

ation

Fra

mewo

rk (L

RF).

� Co

nsult

ation

s sho

uld be

conti

nued

durin

g the

im

pleme

ntatio

n, mo

nitor

ing an

d eva

luatio

n of

comp

ensa

tion p

ayme

nt an

d res

ettlem

ent.

� De

tailed

infor

matio

n on p

ossib

le mi

tigati

on

meas

ures

are p

rese

nted i

n the

Tbil

isi R

ailwa

y By

pass

Pro

ject R

esett

lemen

t Fra

mewo

rk.

coop

erati

on w

ith

the re

levan

t hire

d co

nsult

ants.

works

.mi

tigati

on m

easu

res;

� Fo

r mor

e deta

iled i

nform

ation

on

poss

ible m

itigati

on

meas

ures

see t

he T

bilisi

Ra

ilway

Byp

ass P

rojec

t Re

settle

ment

Fram

ewor

k.

5.

Reloc

ation

of

enter

prise

s /

comp

anies

co

nnec

ted to

the

railw

ay sy

stem

� Ge

orgia

n Rail

way w

ill co

ntinu

e con

sulta

tions

with

the

affec

ted co

mpan

ies to

agre

e on c

ompe

nsati

on

meas

ures

.

� Th

e Geo

rgian

Rail

way s

hould

prep

are

Geor

gian R

ailwa

y in

close

co

oper

ation

with

the

relev

ant h

ired

Prior

to th

e co

nstru

ction

wo

rks.

� Th

e los

s of b

usine

ss

locati

ons,

prob

ably

a los

s of a

pa

rt of

custo

mers

and i

ncom

e ge

nera

tion f

or a

perio

d of

trans

ition d

espit

e of

TB

ILIS

I RA

ILW

AY

BYP

AS

S P

RO

JEC

T E

NV

IRO

NM

EN

TAL

AN

D S

OC

IAL

IMP

AC

T A

SS

ES

SM

EN

T (E

SIA

)

204

Impa

cts

Meas

ures

for i

mpa

ct av

oida

nce /

miti

gatio

n / c

ompe

nsat

ion

# Co

nstru

ctio

nph

ase

Oper

atio

n ph

ase

Lega

l req

uire

men

ts

Best

pra

ctice

Re

spon

sible

orga

niza

tion

Sche

dule

of

the a

ctio

n Co

mm

ent

via th

e rail

sid

ings.

comp

ensa

tion p

acka

ges f

or th

ese c

ompa

nies a

nd

start

nego

tiatio

ns / c

onsu

ltatio

ns w

ith th

em on

the

comp

ensa

tion p

acka

ges.

cons

ultan

ts.

imple

menta

tion o

f mitig

ation

me

asur

es;

� Co

nsult

ation

mee

tings

with

the

comp

anies

conn

ected

to

the ra

ilway

syste

m via

the r

ail

siding

s wer

e alre

ady

arra

nged

by th

e Geo

rgian

Ra

ilway

(July

24, 2

009;

Septe

mber

9, 20

09).

See

minu

tes of

the m

eetin

g in t

he

Appe

ndix

I.

6.

Poss

ible

nega

tive

impa

cts on

the

facilit

ies lo

cated

in

the ar

eas

adjac

ent to

the

Tbilis

i Cen

tral

Railw

ay S

tation

an

d the

new

bypa

ss.

� Co

nduc

tion o

f con

sulta

tions

with

affec

ted pe

rsons

an

d the

ir info

rmed

partic

ipatio

n in d

ecisi

on-m

aking

pr

oces

ses r

elated

to re

settle

ment.

Con

sulta

tions

sh

ould

be co

ntinu

ed du

ring t

he im

pleme

ntatio

n, mo

nitor

ing an

d eva

luatio

n of c

ompe

nsati

on

paym

ent a

nd re

settle

ment.

� De

velop

ment

of de

tailed

Eco

nomi

c Res

ettlem

ent

Actio

n Plan

base

d on w

hich e

cono

mic r

esett

lemen

t sh

ould

be im

pleme

nted.

The P

lan sh

ould

be in

co

mplia

nce w

ith th

e req

uirem

ents

of the

EBR

D En

viron

menta

l and

Soc

ial P

olicy

PR

5: La

nd

Acqu

isitio

n, Inv

olunta

ry Re

settle

ment

and

Econ

omic

Disp

lacem

ent.

Geor

gian R

ailwa

y in

close

co

oper

ation

with

the

relev

ant h

ired

cons

ultan

ts.

Prior

to th

e co

nstru

ction

wo

rks.

� Re

sidua

l impa

ct on

the

comp

anies

, disr

uptio

n of

busin

ess a

ctivit

ies de

spite

of

imple

menta

tion o

f mitig

ation

me

asur

es

� Fo

r mor

e deta

iled i

nform

ation

on

poss

ible m

itigati

on

meas

ures

see t

he T

bilisi

Ra

ilway

Byp

ass P

rojec

t Re

settle

ment

Fram

ewor

k

� De

tailed

Res

ettlem

ent A

ction

Pl

an (R

AP) (

econ

omica

l re

settle

ment)

will

be

deve

loped

at th

e late

r stag

e.

7.

Poss

ible

nega

tive i

mpac

t of

cross

ing th

e Sa

gura

mo G

as

Pipe

line.

� Th

e Rail

way T

rans

port

Code

of G

eorg

ia (D

ecem

ber 2

8, 20

02);

� Co

nstru

ction

stan

dard

s and

norm

s 2.04

.08-

87* “

Gas p

rovis

ion” (

appr

oved

in M

arch

16,

1987

N 54

) (Am

endm

ents

were

intro

duce

d in

April

25, 1

989,

Augu

st 10

, 199

4, Ap

ril 4,

1995

).

� Me

aning

ful co

nsult

ation

s with

stak

ehold

ers –

re

pres

entat

ives o

f loca

l mun

icipa

lities

, com

munit

y me

mber

s and

Qar

tligaz

.

� De

velop

tech

nical

solut

ions t

o mini

mize

the

nega

tive i

mpac

t of c

ross

ing th

e Sag

uram

o Gas

Pi

pelin

e.

Geor

gian R

ailwa

y, Lia

ison O

fficer

.Pr

ior to

the

cons

tructi

on

works

.

� Fo

r mor

e deta

iled i

nform

ation

on

poss

ible m

itigati

on

meas

ures

see t

he T

bilisi

Ra

ilway

Byp

ass P

rojec

t Re

settle

ment

Fram

ewor

k.

8. Lo

ss of

area

s wi

thin T

bilisi

Na

tiona

l Par

k.

� La

w of

Geor

gia ab

out th

e Sys

tem of

Pro

tected

Ar

eas (

March

7, 19

96);

� La

w of

Geor

gia on

Stat

us of

Pro

tected

Are

as

5486

-IIs (

Nove

mber

22, 2

007)

.

� Me

aning

ful co

nsult

ation

s with

the A

genc

y of

Prote

cted A

reas

of th

e Mini

stry o

f Env

ironm

ent

Prote

ction

and N

atura

l Res

ource

s as w

ell as

othe

r sta

keho

lders

shou

ld be

unde

rtake

n in a

ccor

danc

e wi

th the

EBR

D En

viron

menta

l and

Soc

ial P

olicy

PR

Geor

gian R

ailwa

y.Pr

ior to

the

cons

tructi

on

works

.

� Fo

r mor

e deta

iled i

nform

ation

on

poss

ible m

itigati

on

meas

ures

see 6

.1.4 I

mpac

t on

the T

bilisi

Nati

onal

Park.

TB

ILIS

I RA

ILW

AY

BYP

AS

S P

RO

JEC

T E

NV

IRO

NM

EN

TAL

AN

D S

OC

IAL

IMP

AC

T A

SS

ES

SM

EN

T (E

SIA

)

205

Impa

cts

Meas

ures

for i

mpa

ct av

oida

nce /

miti

gatio

n / c

ompe

nsat

ion

# Co

nstru

ctio

nph

ase

Oper

atio

n ph

ase

Lega

l req

uire

men

ts

Best

pra

ctice

Re

spon

sible

orga

niza

tion

Sche

dule

of

the a

ctio

n Co

mm

ent

10.

� Tr

aining

of w

orke

rs on

envir

onme

ntal a

ware

ness

: o

avoid

ing ne

sts or

bree

ding p

laces

of R

ed Li

sted

spec

ies, c

olonie

s of p

rotec

ted ba

ts in

the tr

ees

and o

ld bu

ilding

s; im

media

te re

portin

g in c

ase

of dis

turbin

g the

prote

cted s

pecie

s; o

avoid

ing cu

tting t

he ol

d tre

es ne

ar th

e RoW

; o

avoid

ing ex

cess

ive so

il com

pacti

on an

d de

terior

ation

of ve

getat

ion;

o Sa

fe sto

rage

of ha

zard

ous w

aste

and m

ateria

ls.

9. Du

st ge

nera

ted

by co

nstru

ction

wo

rks.

� La

w of

Geor

gia on

Hea

lthca

re 11

39-Is

(D

ecem

ber 1

0, 19

97);

� Sa

nitar

y Cod

e of G

eorg

ia (M

ay 8,

2003

);

� La

w of

Geor

gia on

Soc

ial H

ealth

5069

-rs

(June

27, 2

007)

.

� De

velop

ment

and i

mplem

entat

ion of

Pub

lic H

ealth

an

d Sa

fety

Plan

;

� De

velop

ment

and i

mplem

entat

ion of

Con

struc

tion

Healt

h an

d Sa

fety

Plan

;

� Iso

lation

of th

e con

struc

tion a

rea f

rom

the

settle

ments

thro

ugh s

pecia

l fenc

es;

� Ad

equa

te sh

eetin

g of v

ehicl

e loa

ds up

until

tippin

g po

int w

hen m

oving

arou

nd th

e site

;

� Du

ring v

ery d

ry we

ather

the u

se of

wet

metho

ds or

me

chan

ical ro

ad sw

eepe

r on a

ll site

acce

ss ro

ads;

� Us

e of d

ust fi

lters

on fix

ed pl

ant a

nd m

achin

ery;

� W

orke

rs sh

ould

were

spec

ial m

asks

by w

orke

rs;

� De

velop

men

t and

laun

ch o

f Grie

vanc

e M

echa

nism

.

Cons

tructi

on

comp

any /

co

ntrac

tor (G

R sh

ould

oblig

e co

ntrac

tor th

roug

h the

contr

actua

l co

nditio

ns);

Geor

gian R

ailwa

y (H

SE O

fficer

and

Liaiso

n Offic

er).

Prior

to an

d du

ring t

he

cons

tructi

on

works

.

� Co

ntrac

tor sh

ould

prov

ide

Publi

c Hea

lth an

d Safe

ty Pl

an ad

dres

sing p

ublic

road

sa

fety (

cons

tructi

on tr

ansp

ort

and t

raffic

); vib

ratio

n, no

ise

and d

ust; h

ealth

risks

relat

ed

to pr

esen

ce of

larg

e num

ber

of co

nstru

ction

wor

kforce

(e

.g. se

xuall

y tra

nsmi

ttable

dis

ease

s, an

d pub

lic sa

fety

issue

s;

� Pl

an sh

ould

be ap

prov

ed by

the

GR;

� Qu

arter

ly/se

mestr

ial re

portin

g of

envir

onme

ntal, h

ealth

&

safet

y and

socia

l pe

rform

ance

issu

es.

10.

Noise

gene

rated

by

cons

tructi

on

works

.

� De

cree o

f the M

inistr

y of L

abou

r, He

alth a

nd

Socia

l Affa

irs of

Geo

rgia

on A

ppro

val o

f Qu

alitat

ive N

orms

of th

e Stat

e of E

nviro

nmen

t (A

ugus

t 16,

2001

) in th

e for

m of

Sanit

ary

Rules

and N

orms

(SN

2.2.4/

2.1.8.

000-

00).

� La

w of

Geor

gia on

Spa

tial O

rgan

izatio

n and

Ci

ty Co

nstru

ction

Bas

is 15

06-Is

(Feb

ruar

y 6,

2005

).

� De

velop

ment

and i

mplem

entat

ion of

Pub

lic H

ealth

an

d Sa

fety

Plan

;

� De

velop

ment

and i

mplem

entat

ion of

Con

struc

tion

Healt

h an

d Sa

fety

Plan

;

� Si

te eq

uipme

nt on

the c

onstr

uctio

n lot

as fa

r awa

y fro

m no

ise-se

nsitiv

e site

s as p

ossib

le;

� Co

nstru

ct no

ise ba

rrier

s, su

ch as

temp

orar

y wall

s or

piles

of ex

cava

ted m

ateria

l, betw

een n

oisy

Cons

tructi

on

comp

any /

co

ntrac

tor (G

R sh

ould

oblig

e co

ntrac

tor th

roug

h the

contr

actua

l co

nditio

ns);

Geor

gian R

ailwa

y (H

SE O

fficer

and

Prior

to an

d du

ring t

he

cons

tructi

on

works

.

� Co

ntrac

tor sh

ould

prov

ide

Publi

c Hea

lth an

d Safe

ty Pl

an ad

dres

sing p

ublic

road

sa

fety (

cons

tructi

on tr

ansp

ort

and t

raffic

); vib

ratio

n, no

ise

and d

ust; h

ealth

risks

relat

ed

to pr

esen

ce of

larg

e num

ber

of co

nstru

ction

wor

kforce

(e

.g. se

xuall

y tra

nsmi

ttable

dis

ease

s, an

d pub

lic sa

fety

TB

ILIS

I RA

ILW

AY

BYP

AS

S P

RO

JEC

T E

NV

IRO

NM

EN

TAL

AN

D S

OC

IAL

IMP

AC

T A

SS

ES

SM

EN

T (E

SIA

)

206

Impa

cts

Meas

ures

for i

mpa

ct av

oida

nce /

miti

gatio

n / c

ompe

nsat

ion

# Co

nstru

ctio

nph

ase

Oper

atio

n ph

ase

Lega

l req

uire

men

ts

Best

pra

ctice

Re

spon

sible

orga

niza

tion

Sche

dule

of

the a

ctio

n Co

mm

ent

� Sa

nitar

y Cod

e of G

eorg

ia (M

ay 8,

2003

) ac

tivitie

s and

noise

-sens

itive r

eceiv

ers;

� Co

nstru

ct wa

lled e

nclos

ures

arou

nd es

pecia

lly

noisy

activ

ities o

r clus

ters o

f nois

y equ

ipmen

t. For

ex

ample

, shie

lds ca

n be u

sed a

roun

d pav

emen

t br

eake

rs an

d loa

ded v

inyl c

urtai

ns ca

n be d

rape

d un

der e

levate

d stru

cture

s;

� Co

mbine

noisy

oper

ation

s to o

ccur

in th

e sam

e tim

e per

iod. T

he to

tal no

ise le

vel p

rodu

ced w

ill no

t be

sign

ifican

tly gr

eater

than

the l

evel

prod

uced

if the

oper

ation

s wer

e per

forme

d sep

arate

ly;

� Av

oid th

e use

of an

impa

ct pil

e driv

er in

noise

-se

nsitiv

e are

as w

here

poss

ible.

Drille

d pile

s or t

he

use o

f a so

nic or

vibr

atory

pile d

river

are q

uieter

alt

erna

tives

whe

re ge

ologic

al co

nditio

ns pe

rmit t

heir

use;

� Us

e spe

cial q

uiet e

quipm

ent, s

uch a

s sile

nced

and

enclo

sed a

ir com

pres

sors

and p

rope

rly w

orkin

g mu

fflers

on al

l eng

ines;

� Se

lect q

uieter

demo

lition

meth

ods w

here

poss

ible.

For e

xamp

le, sa

wing

bridg

e dec

ks in

to se

ction

s tha

t ca

n be l

oade

d onto

truc

ks re

sults

in lo

wer

cumu

lative

noise

leve

ls tha

n imp

act d

emoli

tion b

y pa

veme

nt br

eake

rs;

� Av

oid ni

ght-t

ime a

ctivit

ies. S

ensit

ivity

to no

ise

incre

ases

durin

g nigh

t time

hour

s in r

eside

ntial

neigh

bour

hood

s. Co

nstru

ction

wor

ks sh

ould

occu

r du

ring d

aytim

e hou

rs (0

9:00 –

18:00

);

� Us

e an a

ir con

dition

ing sy

stem

to ma

intain

cabin

tem

pera

ture a

nd fr

esh a

ir ins

ide so

that

wind

ows

can r

emain

clos

ed, li

mitin

g outs

ide no

ise.

Liaiso

n Offic

er).

issue

s;

� Co

ntrac

tor sh

ould

prov

ide

Cons

tructi

on H

ealth

and

Safet

y Plan

;

� Pl

ans s

hould

be ap

prov

ed by

the

GR;

� Qu

arter

ly/se

mestr

ial

repo

rting o

f env

ironm

ental

, he

alth &

safet

y and

socia

l pe

rform

ance

issu

es by

HSE

Of

ficer

and L

iaiso

n Offic

er;

� Ad

dition

al mi

tigati

on

meas

ures

on no

ise ca

used

by

cons

tructi

on w

orks

are

identi

fied i

n the

ESA

P se

ction

on

Nois

e.

11.

Vibr

ation

from

mo

veme

nt of

heav

y eq

uipme

nt on

ex

isting

road

s.

� De

cree o

f the M

inistr

y of L

abou

r, He

alth a

nd

Socia

l Affa

irs of

Geo

rgia

on A

ppro

val o

f Qu

alitat

ive N

orms

of th

e Stat

e of E

nviro

nmen

t (A

ugus

t 16,

2001

), Sa

nitar

y Rule

s and

Nor

ms

(SN

2.2.4/

2.1.8.

000-

00);

� La

w of

Geor

gia on

Spa

tial O

rgan

izatio

n and

Ci

ty Co

nstru

ction

Bas

is 15

06-Is

(Feb

ruar

y 6,

� De

velop

ment

and i

mplem

entat

ion of

Pub

lic H

ealth

an

d Sa

fety

Plan

;

� De

velop

ment

and i

mplem

entat

ion of

Con

struc

tion

Healt

h an

d Sa

fety

Plan

;

� De

velop

men

t and

imple

menta

tion o

f Con

struc

tion

Traf

fic A

ction

Plan

;

Cons

tructi

on

comp

any /

co

ntrac

tor (G

R sh

ould

oblig

e co

ntrac

tor th

roug

h the

contr

actua

l co

nditio

ns);

Prior

to th

e co

nstru

ction

wo

rks

� Co

ntrac

tor sh

ould

prov

ide

Publi

c Hea

lth a

nd S

afet

y Pl

an, C

onstr

uctio

n He

alth

and

Safe

ty Pl

an a

nd

Cons

tructi

on T

raffic

Acti

on

Plan

;

� Qu

arter

ly/se

mestr

ial

TB

ILIS

I RA

ILW

AY

BYP

AS

S P

RO

JEC

T E

NV

IRO

NM

EN

TAL

AN

D S

OC

IAL

IMP

AC

T A

SS

ES

SM

EN

T (E

SIA

)

207

Impa

cts

Meas

ures

for i

mpa

ct av

oida

nce /

miti

gatio

n / c

ompe

nsat

ion

# Co

nstru

ctio

nph

ase

Oper

atio

n ph

ase

Lega

l req

uire

men

ts

Best

pra

ctice

Re

spon

sible

orga

niza

tion

Sche

dule

of

the a

ctio

n Co

mm

ent

2005

). �

Re-ro

uting

truc

k tra

ffic aw

ay fr

om re

siden

tial

stree

ts, if

poss

ible;

� Se

lectio

n of r

oads

with

fewe

st ho

mes i

f no

alter

nativ

es ar

e ava

ilable

;

� De

velop

men

t and

laun

ch o

f Grie

vanc

e M

echa

nism

.

Geor

gian R

ailwa

y (H

SE O

fficer

and

Liaiso

n Offic

er).

repo

rting o

f env

ironm

ental

, he

alth &

safet

y and

socia

l pe

rform

ance

issu

es;

� Ad

dition

al mi

tigati

on

meas

ures

on vi

brati

on ar

e ide

ntifie

d in t

he N

oise a

nd

Vibr

ation

ESA

P.

12.

Loca

l co

mmun

ity

memb

ers’

accid

ents

durin

g co

nstru

ction

wo

rks.

Safet

y of

pede

strian

s / lo

cal

publi

c acc

idents

.

� La

w of

Geor

gia on

Hea

lthca

re 11

39-Is

(D

ecem

ber 1

0, 19

97);

� La

w of

Geor

gia on

Soc

ial H

ealth

5069

-rs

(June

27, 2

007)

.

� De

velop

ment

and i

mplem

entat

ion of

Pub

lic H

ealth

an

d Sa

fety

Plan

;

� Th

e con

struc

tion a

rea s

hould

be is

olated

with

sp

ecial

fenc

es fr

om se

ttled a

reas

;

� Cl

ear s

igns s

hould

be po

sted a

t the e

ntran

ce to

the

cons

tructi

on ar

ea;

� In

orde

r to r

educ

e risk

s of p

ublic

accid

ents

on th

e pla

ces o

f loca

l road

s cro

ssing

shou

ld be

deve

loped

un

derp

asse

s or le

vel c

ross

ings a

nd th

ese

struc

tures

shou

ld be

deve

loped

base

d on t

he

cons

ultati

ons w

ith th

e pub

lic an

d rep

rese

ntativ

es of

loc

al go

vern

ment.

;

� Po

sting

of cl

ear a

nd vi

sible

warn

ing si

gns a

t po

tentia

l poin

ts of

entry

to tr

ack a

reas

;

� Ins

tallat

ion of

fenc

ing or

othe

r bar

riers

at sta

tion

ends

and o

ther lo

catio

ns to

prev

ent a

cces

s to

track

s by u

nauth

orize

d per

sons

;

� Pr

ovisi

on of

infor

matio

n to l

ocal

publi

c on t

he ris

ks

of tre

spas

sing;

� De

sign s

tation

s in s

uch a

way

to en

sure

that

the

autho

rized

route

is sa

fe, cl

early

indic

ated a

nd ea

sy

to us

e.

Cons

tructi

on

comp

any /

co

ntrac

tor (G

R sh

ould

oblig

e co

ntrac

tor th

roug

h the

contr

actua

l co

nditio

ns);

Geor

gian R

ailwa

y (D

epar

tmen

t of

Oper

ation

al Sa

fety).

Durin

g co

nstru

ction

an

d op

erati

on.

� Re

gular

repo

rting o

f en

viron

menta

l & sa

fety

perfo

rman

ce is

sues

on a

quar

terly

(for t

he fir

st ye

ar of

co

nstru

ction

) and

seme

strial

ba

sis (f

or th

e sec

ond a

nd

third

year

s of c

onstr

uctio

n);

� An

nual

repo

rting o

f the

Geor

gian R

ailwa

y Op

erati

onal

Safet

y De

partm

ent d

uring

oper

ation

;

� Up

date

Safet

y Pro

gram

of

Geor

gian R

ailwa

y acc

ordin

g to

the be

st int

erna

tiona

l pr

actic

es.

13.

Wor

ker’s

mi

sbeh

avior

/ so

cio-cu

ltura

l dif

feren

ces /

co

nflict

s if

migr

ant w

orke

rs en

ter th

e are

a.

� De

velop

ment

and i

mplem

entat

ion of

Wor

kers

Code

of

Cond

uct to

gethe

r with

the C

ommu

nity L

iaiso

n Pl

an (t

he C

ode s

hall c

over

main

rules

of in

terac

tion

with

local

comm

unity

; rule

s of c

ondu

ct wh

ile co

nflict

sit

uatio

ns; e

mpha

sizing

cultu

ral c

hara

cteris

tics o

f the

loca

l com

munit

ies if

migr

ants

from

differ

ent

cultu

res e

nter t

he ar

ea);

Cons

tructi

on

comp

any /

co

ntrac

tor (G

R sh

ould

oblig

e co

ntrac

tor th

roug

h the

contr

actua

l co

nditio

ns);

Prior

to an

d du

ring t

he

cons

tructi

on

works

.

� Co

ntrac

tor sh

ould

prov

ide

Comm

unity

Liais

on P

lan;

� Pl

an sh

ould

be ap

prov

ed by

GR

;

� Re

gular

repo

rting o

f en

viron

menta

l & sa

fety

TB

ILIS

I RA

ILW

AY

BYP

AS

S P

RO

JEC

T E

NV

IRO

NM

EN

TAL

AN

D S

OC

IAL

IMP

AC

T A

SS

ES

SM

EN

T (E

SIA

)

208

Impa

cts

Meas

ures

for i

mpa

ct av

oida

nce /

miti

gatio

n / c

ompe

nsat

ion

# Co

nstru

ctio

nph

ase

Oper

atio

n ph

ase

Lega

l req

uire

men

ts

Best

pra

ctice

Re

spon

sible

orga

niza

tion

Sche

dule

of

the a

ctio

n Co

mm

ent

� Es

tablis

hmen

t and

laun

ch of

a Gr

ievan

ce an

d Co

mplai

nt Me

chan

ism;

� Tr

aining

of w

orke

rs to

ensu

re th

at wo

rkers

beha

vior

is ac

cord

ing to

the D

evelo

ped W

orke

rs Co

de of

Co

nduc

t;

� En

cour

agem

ent o

f hirin

g loc

al co

mmun

ity

memb

ers.

Geor

gian R

ailwa

y (H

SE O

fficer

and

Liaiso

n Offic

er).

perfo

rman

ce is

sues

on a

quar

terly

(for t

he fir

st ye

ar of

co

nstru

ction

) and

seme

strial

ba

sis (f

or th

e sec

ond a

nd

third

year

s of c

onstr

uctio

n).

14.

Dise

ases

as

socia

ted w

ith

the ar

rival

of tem

pora

ry lab

our in

the

area

.

� La

w of

Geor

gia on

Hea

lthca

re 11

39-Is

(D

ecem

ber 1

0, 19

97);

� La

w of

Geor

gia on

Soc

ial H

ealth

5069

-rs

(June

27, 2

007)

.

� De

velop

ment

and i

mplem

entat

ion of

Pub

lic H

ealth

an

d Sa

fety

Plan

;

� GR

will

identi

fy tho

se co

mmun

icable

dise

ases

that

could

be tr

ansm

itted b

y the

wor

kforce

. Acti

on pl

ans

shou

ld be

deve

loped

, whe

re ap

plica

ble, to

prev

ent

or m

inimi

ze th

e pote

ntial

expo

sure

of di

seas

es;

� GR

shou

ld en

sure

thro

ugh c

ontra

ctual

cond

itions

tha

t con

tracto

rs an

d sub

contr

acts

shou

ld co

nduc

t me

dical

chec

k-up o

f the l

abou

r for

ce be

fore h

iring

them.

Cons

tructi

on

comp

any /

co

ntrac

tor (G

R sh

ould

oblig

e co

ntrac

tor th

roug

h the

contr

actua

l co

nditio

ns);

Geor

gian R

ailwa

y (H

SE O

fficer

and

Liaiso

n Offic

er).

Prior

to th

e co

nstru

ction

wo

rks.

� Co

ntrac

tor sh

ould

prov

ide

Publi

c Hea

lth an

d Safe

ty Pl

an;

� Pl

an sh

ould

be ap

prov

ed by

GR

;

� Mo

nthly

repo

rting o

f en

viron

menta

l, hea

lth &

sa

fety a

nd so

cial

perfo

rman

ce is

sues

by H

SE

Offic

er an

d Liai

son O

fficer

.

15.

Poss

ible

epizo

otolog

ical

impa

ct / r

isk of

ac

tivati

on of

bu

rials

and

outbr

eak o

f inf

ectio

us

disea

ses.

� La

w of

Geor

gia co

ncer

ning H

ealth

care

1139

-Is

(Dec

embe

r 10,

1997

)

� Sa

nitar

y Cod

e of G

eorg

ia (M

ay 8,

2003

)

� La

w of

Geor

gia on

Soc

ial H

ealth

5069

-rs

(June

27, 2

007)

� La

w of

Geor

gia on

Vete

rinar

y, (1

995)

.

� Co

nduc

tion o

f pre

limina

ry ep

izooto

logica

l rese

arch

du

ring p

rojec

t des

igning

prior

to co

nstru

ction

in

susp

ected

area

s – on

the t

errito

ries o

f pre

sent

and

aban

done

d far

ms, s

tables

, pas

tures

, rou

tes fo

r liv

estoc

k driv

ing, e

tc. in

the v

illage

s Zah

esi, G

ldani,

Ma

mkod

a, Le

ninisi

and P

atara

Lilo,

whic

h will

allow

co

nduc

tion o

f pre

venti

ve an

d mitig

ation

mea

sure

s.

Geor

gian R

ailwa

y wi

th the

Co

nsult

ant –

Ep

izooto

logist

s.

Prior

to th

e co

nstru

ction

wo

rks

� To

have

no pr

eced

ent o

f pe

ople

infec

ted w

ith an

y of

the fo

llowi

ng: A

nthr

ax,

Carb

uncu

lus

emph

ysem

aticu

s, Br

adso

t, En

tero

toxa

emia

infec

tiosa

, Br

ucell

osis,

Tub

ercu

losis,

Ra

bies,

Lissa

, Hyd

roph

obia.

16.

Inade

quate

wo

rkplac

e co

nditio

ns fo

r wo

rkers.

� La

bour

Cod

e of G

eorg

ia 31

32-1

s (Ma

y 25,

2006

);

� Sa

nitar

y Cod

e of G

eorg

ia (M

ay 8,

2003

).

� De

velop

ment

and i

mplem

entat

ion of

Soc

ial

Facil

ities a

nd S

ervic

es P

lan fo

r pro

vision

of

sanit

ation

, soc

ial an

d med

ical fa

cilitie

s and

se

rvice

s; wo

rkers

acco

mmod

ation

and t

rans

port;

� Th

e wor

kplac

e con

dition

s sho

uld be

comp

ly wi

th the

PR

2: La

bour

and W

orkin

g Con

dition

s of E

BRD

Envir

onme

ntal a

nd S

ocial

Poli

cy an

d Inte

rnati

onal

Labo

ur O

rgan

izatio

n (ILO

) cor

e lab

our s

tanda

rds;

� Th

e wor

kers

shou

ld ha

ve

o sa

fe pr

emise

s - su

rface

s, str

uctur

es an

d ins

tallat

ions s

hould

be ea

sy to

clea

n and

Cons

tructi

on

comp

any /

co

ntrac

tor (G

R sh

ould

oblig

e co

ntrac

tor th

roug

h the

contr

actua

l co

nditio

ns);

Geor

gian R

ailwa

y (H

SE O

fficer

and

Liaiso

n Offic

er).

Prior

to th

e co

nstru

ction

wo

rks.

� Co

ntrac

tor sh

ould

prov

ide

Socia

l Fac

ilities

and

Ser

vices

Pl

an;

� Re

gular

repo

rting o

f hea

lth &

sa

fety p

erfor

manc

e iss

ues o

n a q

uarte

rly (f

or th

e firs

t yea

r of

cons

tructi

on) a

nd

seme

strial

basis

(for

the

seco

nd an

d thir

d yea

rs of

cons

tructi

on).

TB

ILIS

I RA

ILW

AY

BYP

AS

S P

RO

JEC

T E

NV

IRO

NM

EN

TAL

AN

D S

OC

IAL

IMP

AC

T A

SS

ES

SM

EN

T (E

SIA

)

209

Impa

cts

Meas

ures

for i

mpa

ct av

oida

nce /

miti

gatio

n / c

ompe

nsat

ion

# Co

nstru

ctio

nph

ase

Oper

atio

n ph

ase

Lega

l req

uire

men

ts

Best

pra

ctice

Re

spon

sible

orga

niza

tion

Sche

dule

of

the a

ctio

n Co

mm

ent

maint

ain, a

nd no

t allo

w for

the a

ccum

ulatio

n of

haza

rdou

s com

poun

ds. B

uildin

gs sh

ould

be

struc

turall

y safe

, pro

vide a

ppro

priat

e pro

tectio

n ag

ainst

the cl

imate

, and

have

acce

ptable

light

and n

oise c

ondit

ions;

o sa

fe ma

chine

ry an

d mate

rials;

o

safe

syste

ms of

wor

k; o

infor

matio

n, ins

tructi

on, tr

aining

and

supe

rvisio

n; o

a suit

able

worki

ng en

viron

ment

and f

acilit

ies

(that

mean

s the

wor

kplac

e sho

uld be

equip

ped

with

lavato

ries a

nd sh

ower

s, po

table

water

su

pply,

clea

n eati

ng ar

ea);

o ac

cess

to fir

st aid

.

� Th

e wor

kplac

e sho

uld be

desig

ned t

o pre

vent

the

start

of fire

s thr

ough

the i

mplem

entat

ion of

fire

code

s app

licab

le to

indus

trial s

etting

s. Ot

her

esse

ntial

meas

ures

in te

rms o

f fire

prec

autio

ns

includ

e: o

Equip

ping f

acilit

ies w

ith fir

e dete

ctors,

alar

m sy

stems

, and

fire-

fighti

ng eq

uipme

nt. T

he

equip

ment

shou

ld be

main

taine

d in g

ood

worki

ng or

der a

nd be

read

ily ac

cess

ible.

It sh

ould

be ad

equa

te for

the d

imen

sions

and u

se

of the

prem

ises,

equip

ment

instal

led, p

hysic

al an

d che

mica

l pro

pertie

s of s

ubsta

nces

pres

ent,

and t

he m

axim

um nu

mber

of pe

ople

pres

ent.

o Pr

ovisi

on of

man

ual fi

re fig

hting

equip

ment

that

is ea

sily a

cces

sible

and s

imple

to us

e.

� Fir

e and

emer

genc

y alar

m sy

stems

that

are b

oth

audib

le an

d visi

ble. T

he IF

C Lif

e and

Fire

Safe

ty Gu

idelin

e sho

uld ap

ply to

build

ings a

cces

sible

to the

publi

c;

� De

velop

ment

of W

orke

rs Gr

ievan

ce M

echa

nism.

17.

Unfai

r co

ntrac

tual

�

Labo

ur C

ode o

f Geo

rgia

3132

-1s (

May 2

5, 20

06);

� GR

railw

ay w

hile c

ontra

cting

the c

ontra

ctor s

hould

: o

asce

rtain

that th

ese c

ontra

ctors

are r

eputa

ble

Geor

gian R

ailwa

y Co

nstru

ction

Prior

to an

d du

ring t

he

cons

tructi

on

TB

ILIS

I RA

ILW

AY

BYP

AS

S P

RO

JEC

T E

NV

IRO

NM

EN

TAL

AN

D S

OC

IAL

IMP

AC

T A

SS

ES

SM

EN

T (E

SIA

)

210

Impa

cts

Meas

ures

for i

mpa

ct av

oida

nce /

miti

gatio

n / c

ompe

nsat

ion

# Co

nstru

ctio

nph

ase

Oper

atio

n ph

ase

Lega

l req

uire

men

ts

Best

pra

ctice

Re

spon

sible

orga

niza

tion

Sche

dule

of

the a

ctio

n Co

mm

ent

cond

itions

. �

Sanit

ary C

ode o

f Geo

rgia

(May

8, 20

03).

and l

egitim

ate en

terpr

ises;

o re

quire

that

they a

pply

the re

quire

ments

state

d in

the pa

ragr

aphs

6 to

16 an

d 18 t

o the

PR

2: La

bour

and W

orkin

g Con

dition

s of E

BRD

Envir

onme

ntal a

nd S

ocial

Poli

cy.

� GR

will

includ

e con

tractu

al ob

ligati

ons r

eferri

ng to

Int

erna

tiona

l Lab

our O

rgan

izatio

n (ILO

) cor

e lab

our

stand

ards

for c

ontra

ctors

and s

ubco

ntrac

tors a

nd

cons

tructi

on su

pply

chain

for im

porta

nt ite

ms (e

.g.

conc

rete

sleep

ers).

GR

will o

blige

contr

actor

s and

su

bcon

tracto

rs to

comp

ly wi

th:

o na

tiona

l labo

ur, s

ocial

secu

rity an

d oc

cupa

tiona

l hea

lth an

d safe

ty law

s (Sa

nitar

y Co

de of

Geo

rgia

may 8

, 200

3), a

nd

o the

princ

iples

and s

tanda

rds e

mbod

ied in

ILO

relat

ed to

: a)

the

aboli

tion o

f chil

dren

labo

ur;

b)

the el

imina

tion o

f force

d lab

our;

c) the

elim

inatio

n of d

iscrim

inatio

n rela

ted to

em

ploym

ent;

d)

the fr

eedo

m of

asso

ciatio

n and

colle

ctive

ba

rgain

ing.

� GR

will

oblig

e con

tracto

rs an

d sub

contr

actor

s tha

t wa

ges,

bene

fits an

d con

dition

s of w

ork a

re

comp

arab

le to

those

offer

ed by

equiv

alent

emplo

yers

in the

same

regio

n of th

at co

untry

and

secto

r;

� Th

e dev

elopm

ent o

f grie

vanc

e mec

hanis

ms fo

r wo

rkers

shou

ld be

ensu

red i

n ord

er to

raise

re

ason

able

conc

erns

rega

rding

wor

k con

dition

s;

� Re

gular

audit

ing an

d mon

itorin

g of c

ontra

ctors

and

subc

ontra

ctors

by G

R.

comp

any /

co

ntrac

tor (G

R sh

ould

oblig

e co

ntrac

tor th

roug

h the

contr

actua

l co

nditio

ns).

works

.

18.

Nega

tive

impa

cts fr

om th

e us

e of u

nsafe

co

nstru

ction

�

Law

of Ge

orgia

on H

azar

dous

Che

mica

l Su

bstan

ces (

June

12, 1

998)

.

� De

velop

ment

and i

mplem

entat

ion of

Con

struc

tion

Healt

h an

d Sa

fety

Plan

;

� De

velop

ment

and i

mplem

entat

ion of

Con

struc

tion

Cons

tructi

on

comp

any /

co

ntrac

tor (G

R sh

ould

oblig

e

Prior

to an

d du

ring t

he

cons

tructi

on

works

.

� Co

ntrac

tor sh

ould

prov

ide

Cons

tructi

on h

ealth

and

Sa

fety

Plan

and

Con

struc

tion

Was

te M

anag

emen

t Plan

that

TB

ILIS

I RA

ILW

AY

BYP

AS

S P

RO

JEC

T E

NV

IRO

NM

EN

TAL

AN

D S

OC

IAL

IMP

AC

T A

SS

ES

SM

EN

T (E

SIA

)

211

Impa

cts

Meas

ures

for i

mpa

ct av

oida

nce /

miti

gatio

n / c

ompe

nsat

ion

# Co

nstru

ctio

nph

ase

Oper

atio

n ph

ase

Lega

l req

uire

men

ts

Best

pra

ctice

Re

spon

sible

orga

niza

tion

Sche

dule

of

the a

ctio

n Co

mm

ent

mater

ials a

nd

mistr

eatm

ent o

f the

unsa

fe an

d ha

zard

ous

mater

ials d

uring

the

demo

lishin

g of

the bu

ilding

s on

the

cons

tructi

on

area

and r

ailwa

y inf

rastr

uctur

e on

the ex

isting

Tb

ilisi C

entra

l Ra

ilway

Stat

ion.

Was

te M

anag

emen

t Plan

;

� GR

will

oblig

e con

tracto

rs thr

ough

contr

actua

l ob

ligati

ons t

o ens

ure t

hat d

uring

cons

tructi

on w

orks

on

ly tho

se m

ateria

ls tha

t are

harm

less f

or th

e hu

man h

ealth

will

be us

ed;

� GR

will

oblig

e con

tracto

rs thr

ough

contr

actua

l ob

ligati

ons t

o ens

ure t

hat u

nsafe

mate

rials

that a

re

identi

fied w

hen b

uildin

gs ar

e dem

olish

ed du

ring

proje

ct im

pleme

ntatio

n will

be tr

eated

acco

rding

to

EU gu

idelin

es ((

The C

onstr

uctio

n Pro

ducts

Di

recti

ve (C

ounc

il Dire

ctive

89/10

6/EEC

); Th

e Ma

rketin

g and

Use

of C

ertai

n Dan

gero

us

Subs

tance

s and

Pre

para

tions

(Azo

colou

rants

) (C

ounc

il Dire

ctive

2002

/61/E

C);

� Sp

ecial

emph

asis

shou

ld be

paid

to the

de

molis

hing o

f woo

den s

leepe

rs so

aked

in

creos

ote (t

he ru

les of

their

demo

lishm

ent a

nd

dispo

sal a

re gi

ven i

n deta

iled i

n the

secti

on W

aste

Gene

ratio

n and

Man

agem

ent.

contr

actor

thro

ugh

the co

ntrac

tual

cond

itions

).

shou

ld be

appr

oved

by G

R;

� Re

gular

repo

rting o

n im

pleme

ntatio

n of th

ese

plans

on a

quar

terly

(for t

he

first y

ear o

f con

struc

tion)

and

seme

strial

basis

(for

the

seco

nd an

d thir

d yea

rs of

cons

tructi

on).

19.

Wor

ker

accid

ents.

Ge

orgia

n Rail

way

worke

r acc

idents

.

� De

velop

ment

of Em

erge

ncy P

repa

redn

ess P

lan fo

r ac

ciden

ts re

spon

se fo

r the

cons

tructi

on st

age;

� De

velop

ment

and i

mplem

entat

ion of

Con

struc

tion

healt

h an

d Sa

fety P

lan;

� GR

will

oblig

e con

tracto

rs thr

ough

contr

actua

l ob

ligati

ons t

o pro

vide a

ll nec

essa

ry tra

ining

s and

inf

orma

tion o

n safe

ty iss

ues t

o the

wor

kers;

� GR

will

deve

lop an

d imp

lemen

t a sa

fety p

rogr

am

that m

eets

inter

natio

nal n

orms

, and

will

ensu

re th

at ev

ery m

anag

er an

d wor

ker r

eceiv

es tr

aining

befor

e the

y per

form

any w

ork o

n the

line,

and a

re pr

ovide

d re

fresh

er tr

aining

at le

ast e

very

year

ther

eafte

r. Th

is ap

plies

to te

mpor

ary w

orke

rs as

well

;

� In

orde

r to m

inimi

ze th

e risk

of w

orke

r acc

idents

fol

lowing

mea

sure

s sho

uld be

imple

mente

d: o

Train

wor

kers

in pe

rsona

l trac

k safe

ty pr

oced

ures

; o

Bloc

k tra

in tra

ffic on

lines

whe

re m

ainten

ance

is

Geor

gian R

ailwa

y (H

SE O

fficer

and

Liaiso

n Offic

er);

Cons

tructi

on

comp

any /

co

ntrac

tor (G

R sh

ould

oblig

e co

ntrac

tor th

roug

h the

contr

actua

l co

nditio

ns).

Prior

to th

e co

nstru

ction

wo

rks an

d du

ring

railw

ay

oper

ation

.

� Co

ntrac

tor sh

ould

prov

ide

Emer

genc

y Pre

pare

dnes

s Pl

an a

nd C

onstr

uctio

n Sa

fety

Plan

;

� Pl

ans s

hould

be ap

prov

ed by

GR

;

� At

the r

ailwa

y ope

ratio

n stag

e Ge

orgia

n Rail

way s

hall

upda

te Em

erge

ncy

Prep

ared

ness

Plan

and

Safet

y Pro

gram

acco

rding

to

the be

st int

erna

tiona

l pr

actic

es.

� Re

gular

repo

rting o

n im

pleme

ntatio

n of th

ese

plans

on a

quar

terly

(for t

he

first y

ear o

f con

struc

tion)

and

seme

strial

basis

(for

the

seco

nd an

d thir

d yea

rs of

TB

ILIS

I RA

ILW

AY

BYP

AS

S P

RO

JEC

T E

NV

IRO

NM

EN

TAL

AN

D S

OC

IAL

IMP

AC

T A

SS

ES

SM

EN

T (E

SIA

)

212

Impa

cts

Meas

ures

for i

mpa

ct av

oida

nce /

miti

gatio

n / c

ompe

nsat

ion

# Co

nstru

ctio

nph

ase

Oper

atio

n ph

ase

Lega

l req

uire

men

ts

Best

pra

ctice

Re

spon

sible

orga

niza

tion

Sche

dule

of

the a

ctio

n Co

mm

ent

occu

rring

(gre

en zo

ne w

orkin

g) or

if blo

cking

the

line i

s not

poss

ible u

sing a

n auto

matic

wa

rning

syste

m;

o Se

greg

ation

of st

ablin

g, ma

rshall

ing an

d ma

inten

ance

area

s fro

m ru

nning

lines

;

� Ge

orgia

n Rail

way s

hall u

pdate

Eme

rgen

cy

Prep

ared

ness

Plan

and S

afety

Prog

ram

acco

rding

to

the be

st int

erna

tiona

l pra

ctice

s;

� Ra

ilway

wor

kers

shou

ld sc

hedu

le re

st pe

riods

at

regu

lar in

terva

ls an

d dur

ing th

e nigh

t to th

e exte

nt fea

sible,

to m

axim

ize th

e effe

ctive

ness

of re

st br

eaks

and i

n acc

orda

nce w

ith in

terna

tiona

l sta

ndar

ds an

d goo

d pra

ctice

s for

wor

k tim

e in o

rder

to

avoid

fatig

ue of

wor

kers

and a

ccide

nts in

voke

d by

this.

cons

tructi

on).

20.

Impa

ct on

pa

ssen

gers

/ train

us

ers a

s a re

sult

of ab

ando

nmen

t of

the C

entra

l St

ation

.

�

In or

der t

o mini

mize

the d

iscom

fort o

f pas

seng

ers

from

trans

fer fr

om on

e stat

ion (D

idube

) to a

nothe

r (N

avtlu

ghi) t

he su

bway

stati

ons s

hould

be

comf

ortab

le as

muc

h as p

ossib

le.

21.

Ac

ciden

ts re

lated

to

the

trans

porta

tion o

f da

nger

ous g

oods

.

� La

w of

Geor

gia on

the S

ecur

ity of

Dan

gero

us

Enter

prise

s 114

3-Is

(Octo

ber 1

2, 19

97).

� De

velop

ment

and i

mplem

entat

ion of

spill

prev

entio

n an

d con

trol, a

nd em

erge

ncy p

repa

redn

ess a

nd

resp

onse

plan

s;

� Im

pleme

ntatio

n of a

syste

m for

the p

rope

r sc

reen

ing, a

ccep

tance

and t

rans

port

of da

nger

ous

good

s. Si

nce t

his ki

nd of

mate

rial c

ould

be pr

ovide

d by

third

partie

s, the

scre

ening

and a

ccep

tance

pr

oces

s sho

uld be

in ac

cord

ance

with

inter

natio

nal

stand

ards

appli

cable

to pa

ckag

ing, m

arkin

g and

lab

eling

of co

ntaine

rs;

� Us

e of ta

nk ca

rs an

d othe

r roll

ing st

ock t

hat m

eet

inter

natio

nal s

tanda

rds a

ppro

priat

e for

the c

argo

be

ing ca

rried

and i

mplem

entin

g a pr

even

tive

maint

enan

ce pr

ogra

m.

Geor

gian R

ailwa

y, Fr

eight

trans

porta

tion

Depa

rtmen

t.

Prior

to th

e co

nstru

ction

wo

rks an

d du

ring

railw

ay

oper

ation

.

Addit

ional

infor

matio

n on r

isk of

ac

ciden

ts is

pres

ented

in th

e Ch

apter

6.4 –

Risk

of A

ccide

nts.

22.

No

ise an

d �

Decre

e of th

e Mini

stry o

f Lab

our,

Healt

h and

So

cial A

ffairs

of G

eorg

ia on

App

rova

l of

� Re

ducti

on of

inter

nal v

entin

g of a

ir bra

kes t

o a le

vel

that m

inimi

zes n

oise w

ithou

t com

prom

ising

the

Geor

gian R

ailwa

y. Du

ring

railw

ay

Addit

ional

mitig

ation

mea

sure

s

TB

ILIS

I RA

ILW

AY

BYP

AS

S P

RO

JEC

T E

NV

IRO

NM

EN

TAL

AN

D S

OC

IAL

IMP

AC

T A

SS

ES

SM

EN

T (E

SIA

)

213

Impa

cts

Meas

ures

for i

mpa

ct av

oida

nce /

miti

gatio

n / c

ompe

nsat

ion

# Co

nstru

ctio

nph

ase

Oper

atio

n ph

ase

Lega

l req

uire

men

ts

Best

pra

ctice

Re

spon

sible

orga

niza

tion

Sche

dule

of

the a

ctio

n Co

mm

ent

vibra

tion.

Quali

tative

Nor

ms of

the S

tate o

f Env

ironm

ent

(Aug

ust 1

6, 20

01),

Sanit

ary R

ules a

nd N

orms

(S

N 2.2

.4/2.1

.8.00

0-00

).

crew’

s abil

ity to

judg

e bra

ke op

erati

on;

� Ins

tallat

ion of

activ

e nois

e can

cella

tion s

ystem

s;

� Us

e of p

erso

nal p

rotec

tive e

quipm

ent if

engin

eerin

g co

ntrol

over

the n

oise i

s imp

ossib

le;

� Us

e of d

ampe

rs at

the se

at po

st to

redu

ce th

e vib

ratio

n of o

pera

tor;

� Ins

tallat

ion of

activ

e vibr

ation

contr

ol sy

stems

for

locom

otive

susp

ensio

n, ca

bs, o

r sea

t pos

ts, as

ne

eded

to co

mply

with

appli

cable

inter

natio

nal a

nd

natio

nal s

tanda

rds a

nd gu

idelin

es;

� Ex

posu

re to

hand

-arm

vibr

ation

from

equip

ment

such

as ha

nd an

d pow

er to

ols, o

r who

le-bo

dy

vibra

tions

from

surfa

ces o

n whic

h the

wor

ker

stand

s or s

its, s

hould

be co

ntroll

ed th

roug

h cho

ice

of eq

uipme

nt, in

stalla

tion o

f vibr

ation

damp

ening

pa

ds or

devic

es, a

nd lim

iting t

he du

ratio

n of

expo

sure

;

� Mi

nimize

mov

emen

t of tr

ains d

uring

nigh

t-tim

e ho

urs.

oper

ation

. on

noise

are i

denti

fied i

n ESA

P.

23.

Di

esel

exha

ust.

� De

cree o

f the M

inistr

y of L

abou

r, He

alth a

nd

Socia

l Affa

irs of

Geo

rgia

on A

ppro

val o

f Qu

alitat

ive N

orms

of th

e Stat

e of E

nviro

nmen

t (A

ugus

t 16,

2001

).

� Lim

iting t

ime l

ocom

otive

s are

allow

ed to

run i

ndoo

rs an

d the

use o

f pus

her c

ars t

o mov

e loc

omoti

ves i

n an

d out

of ma

inten

ance

shop

s;

� Re

gular

venti

lation

of th

ose a

reas

whe

re di

esel

exha

ust m

ay ac

cumu

late;

� Fil

tratio

n of a

ir in t

he tr

ain cr

ew ca

bin.

Geor

gian R

ailwa

y.

Durin

g ra

ilway

op

erati

on.

� GR

has t

o dev

elop a

nd ad

opt

the H

ealth

Safe

ty an

d En

viron

ment

rules

desc

ribing

HS

E pr

oced

ures

that

shou

ld be

guide

d by t

he IF

C Ge

nera

l EH

S Gu

idelin

e. GR

has t

o tra

in the

relev

ant s

taff;

� De

tailed

mitig

ation

mea

sure

s re

lated

to ai

r poll

ution

and

corre

spon

ding r

isks a

re

pres

ented

in C

hapte

r 6.4.

24.

El

ectric

al ha

zard

s.

� De

cree o

f the M

inistr

y of L

abou

r, He

alth a

nd

Socia

l Affa

irs of

Geo

rgia

N 35

1/� on

App

rova

l of

Quali

tative

Nor

ms of

the S

tate o

f En

viron

ment

(Aug

ust 1

6, 20

01).

� Tr

aining

of w

orke

rs in

gene

ral e

lectric

safet

y me

asur

es.

Geor

gian R

ailwa

y. Du

ring

railw

ay

oper

ation

.

� GR

has t

o dev

elop a

nd ad

opt

the H

ealth

Safe

ty an

d En

viron

ment

rules

desc

ribing

HS

E pr

oced

ures

that

shou

ld be

guide

d by t

he IF

C Ge

nera

l EH

S Gu

idelin

e. GR

has t

o

TB

ILIS

I RA

ILW

AY

BYP

AS

S P

RO

JEC

T E

NV

IRO

NM

EN

TAL

AN

D S

OC

IAL

IMP

AC

T A

SS

ES

SM

EN

T (E

SIA

)

214

Impa

cts

Meas

ures

for i

mpa

ct av

oida

nce /

miti

gatio

n / c

ompe

nsat

ion

# Co

nstru

ctio

nph

ase

Oper

atio

n ph

ase

Lega

l req

uire

men

ts

Best

pra

ctice

Re

spon

sible

orga

niza

tion

Sche

dule

of

the a

ctio

n Co

mm

ent

train

the re

levan

t staf

f.

25.

El

ectric

and

magn

etic f

ields

(E

MF).

� De

cree o

f the M

inistr

y of L

abou

r, He

alth a

nd

Socia

l Affa

irs of

Geo

rgia

N 35

1/� on

App

rova

l of

Quali

tative

Nor

ms of

the S

tate o

f En

viron

ment

(Aug

ust 1

6, 20

01).

� Tr

aining

of w

orke

rs in

gene

ral e

lectric

safet

y me

asur

es;

� Ide

ntific

ation

of sa

fety z

ones

from

area

s whe

re

eleva

ted E

MF is

expe

cted a

nd lim

iting a

cces

s in

these

area

s only

to tr

ained

wor

kers.

Geor

gian R

ailwa

y. Du

ring

railw

ay

oper

ation

.

� GR

has t

o dev

elop a

nd ad

opt

the H

ealth

Safe

ty an

d En

viron

ment

rules

desc

ribing

HS

E pr

oced

ures

that

shou

ld be

guide

d by t

he IF

C Ge

nera

l EH

S Gu

idelin

e. GR

has t

o tra

in the

relev

ant s

taff.

26.

Re

locati

on of

ra

ilway

staff

(38)

fro

m Tb

ilisi

Centr

al St

ation

.

� De

velop

ment

and i

mplem

entat

ion of

reloc

ation

pr

ogra

m;

� Co

nduc

t con

sulta

tions

on th

e dev

elope

d relo

catio

n pr

ogra

m r w

ith th

e rail

way s

taff th

at ar

e sub

ject to

re

locati

on;

� Pr

ovidi

ng ra

ilway

staff

that

are s

ubjec

t to re

locati

on

detai

led in

forma

tion w

ith tim

eline

of th

e relo

catio

n pr

ogra

m;

� Pr

ovidi

ng ra

ilway

staff

train

ings o

n relo

catio

n pr

ogra

m if a

ppro

priat

e.

Geor

gian R

ailwa

y, Hu

man R

esou

rces

Depa

rtmen

t.

Durin

g ra

ilway

op

erati

on.

TB

ILIS

I RA

ILW

AY

BYP

AS

S P

RO

JEC

T E

NV

IRO

NM

EN

TAL

AN

D S

OC

IAL

IMP

AC

T A

SS

ES

SM

EN

T (E

SIA

)

215

Tabl

e 7.

1-11

. ES

AP:

Cul

tura

l Her

itage

and

Arc

haeo

logy

No

Actio

nEn

viron

men

tal R

isks

Liab

ility/

Bene

fits

Legi

slativ

e req

uire

men

t/ Be

st p

ract

ice

Inve

stm

ent N

eeds

/R

esou

rces

/ Re

spon

sibilit

y Tim

etable

Ta

rget

and

Evalu

atio

n Cr

iteria

Fo

r Suc

cess

ful Im

plem

enta

tion

Cultu

ral H

erita

ge an

d Ar

chae

olog

y

1.

Hire

a co

nsult

ant a

rchae

ologis

t to pr

ovide

pe

rman

ent a

rcha

eolo

gica

l mon

itorin

g of

re

levan

t site

s (se

e Cha

pter 6

.3) du

ring

earth

works

and d

evelo

pmen

t of a

n ar

chae

olog

ical r

epor

t.

A nu

mber

of ar

chae

ologic

al sit

es m

ay be

affec

ted du

ring

unde

rgro

und c

onstr

uctio

n wo

rks, s

ince t

heir e

xact

area

an

d spr

ead a

re no

t kno

wn

and c

an no

t be d

eterm

ined

by su

rface

arch

aeolo

gical

surve

ys.

Cons

ultan

t arch

aeolo

gist.

Prior

to co

nstru

ction

wo

rks.

Cons

erva

tion o

f cult

ural

herita

ge.

2. Es

tabl

ish C

hanc

e Fin

d Pr

oced

ure f

or

cultu

ral h

erita

ge.

Poss

ibility

of fin

ding c

ultur

al he

ritage

or ar

chae

ologic

al ma

terial

s by c

hanc

e.

Infor

ming

tech

nical

perso

nnel

on ch

ance

find

proc

edur

es.

Prior

to co

nstru

ction

wo

rks.

Cons

erva

tion o

f cult

ural

herita

ge.

3. Th

e sec

tion o

f mod

ern c

emete

ry the

railw

ay

will r

un th

roug

h ove

rpas

s, or

avoid

this

site

throu

gh by

pass

.

N8Mo

dern

Cem

etery

(see

Map 9

– Cu

ltura

l Her

itage

) is

inter

secte

d by t

he pl

anne

d ra

ilway

with

abou

t 140

m

long s

ectio

n.

� La

w on

Cult

ural

Herita

ge (2

007)

;

� PR

8, E

BRD

Envir

onme

ntal a

nd

Socia

l Poli

cy (2

008)

.

Imple

menta

tion o

f rele

vant

engin

eerin

g wor

ks by

pr

oject

engin

eers.

Du

ring t

he pr

oces

s of

proje

ct pla

nning

. By

pass

ing th

e mod

ern c

emete

ry.

4. As

a re

sult o

f furth

er de

velop

ment

of the

pr

oject

desig

n the

dista

nce b

etwee

n the

Mo

dern

Cem

eterie

s N11

and N

15sh

all no

t be

decre

ased

.

The r

isk of

disc

onten

t of th

e loc

al po

pulat

ion if

the ra

ilway

ap

proa

ches

the c

emete

ries.

PR 8,

EBR

D En

viron

menta

l and

Soc

ial

Polic

y (20

08).

Co

nside

r dur

ing th

e pr

oces

s of p

rojec

t pla

nning

. Ke

eping

the s

ame d

istan

ces t

o N1

1and

N15

Mode

rn C

emete

ries.

5. If t

he pl

anne

d rail

way r

estric

ts ac

cess

to th

e ce

meter

y N15

a cro

ssing

shall

be ar

rang

ed.

The p

lanne

d rail

way w

ill ru

n at

abou

t 70 m

from

N15

Mode

rn C

emete

ry an

d may

cro

ss th

e acc

ess r

oad.

PR 8,

EBR

D En

viron

menta

l and

Soc

ial

Polic

y (20

08).

Imple

menta

tion o

f rele

vant

engin

eerin

g wor

ks by

pr

oject

engin

eers.

Du

ring t

he pr

oces

s of

proje

ct pla

nning

. Ke

eping

the a

cces

s roa

d with

N15

Mo

dern

Cem

etery.

TB

ILIS

I RA

ILW

AY

BYP

AS

S P

RO

JEC

T E

NV

IRO

NM

EN

TAL

AN

D S

OC

IAL

IMP

AC

T A

SS

ES

SM

EN

T (E

SIA

)

216

Tabl

e 7.

1-12

. ES

AP:

Ris

k of

Acc

iden

ts

NoAc

tion

Envir

onm

enta

l Risk

s Li

abilit

y/ Be

nefit

s Le

gisla

tive r

equi

rem

ent/

Best

pra

ctice

In

vest

men

t Nee

ds

/Res

ourc

es/ R

espo

nsib

ility

Timeta

ble

Targ

et an

d Ev

aluat

ion

Crite

ria

For S

ucce

ssfu

l Im

plem

enta

tion

Risk

of A

ccid

ents

1.

In ge

nera

l, lev

el or

simi

lar cr

ossin

gs ar

e not

appr

opria

te for

the c

atego

ry I r

ailwa

ys. T

o av

oid, m

inimi

ze an

d con

trol th

e risk

s as

socia

ted w

ith cr

ossin

gs th

e use

of br

idges

or

tunn

els is

reco

mmen

ded.

If lev

el cro

ssing

s ar

e una

voida

ble, a

utoma

tic cl

osab

le ga

tes

shall

be in

stalle

d.

Prev

entio

n of r

isks

asso

ciated

with

road

cro

ssing

s.

� Pr

oject

engin

eer;

� Re

sour

ces n

eede

d for

relev

ant

cons

tructi

ons.

At th

e init

ial st

age

of pr

oject

plann

ing.

Accid

ent r

isk re

ducti

on.

2.

� Mo

nitor

ing of

right-

of-wa

y veg

etatio

n; tim

ing of

thinn

ing, s

lashin

g, an

d othe

r ma

inten

ance

activ

ities t

o avo

id se

ason

s wh

en th

e risk

of fo

rest

fires i

s high

;

� Pl

antin

g and

man

agem

ent o

f fire

-resis

tant

spec

ies (e

.g. ha

rdwo

ods)

withi

n, an

d ad

jacen

t to, R

oW.

Prev

entio

n of fo

rest

fires.

� GR

HSE

Offic

er an

d/or r

eleva

nt se

rvice

s.

Has t

o be

cons

idere

d prio

r to

oper

ation

al sta

ge.

Redu

ction

of th

e risk

s of fo

rest

fires d

ue to

impr

oper

ma

nage

ment

of ra

ilway

trac

ks.

3. Inv

estig

ation

of th

e fre

ight tr

ain de

railm

ent

case

s. Tr

affic

safet

y.

Best

prac

tices

� GR

traff

ic sa

fety s

ervic

e (or

a ris

k ev

aluati

on sp

ecial

ist).

At th

e init

ial st

age.

Accid

ent r

isk re

ducti

on.

4.

� Ad

equa

te de

sign s

olutio

n to r

educ

e the

ris

ks an

d pos

sible

impa

cts;

� Em

erge

ncy R

espo

nse P

lan;

� Pr

ovide

the r

eleva

nt sta

ll with

train

ings a

nd

equip

ment.

Prote

ction

of

envir

onme

ntally

sens

itive

area

s (e.g

. at th

e Tbil

isi

Sea s

ectio

n).

� Tb

ilisi S

ea is

a wa

ter bo

dy of

Stat

e im

porta

nce (

May 7

, 199

8, De

cree

#61)

;

� W

ater q

uality

state

stan

dard

s;

� (1

997,

amen

d. 20

03, 2

004,

2005

, 20

06).

� Pr

oject

engin

eer;

� Re

sour

ces n

eede

d for

relev

ant

cons

tructi

ons;

� St

aff as

signe

d by G

R;

� Qu

alifie

d tra

iners;

� Ad

equa

te eq

uipme

nt.

Prior

to

oper

ation

al sta

ge.

Ensu

ring e

nviro

nmen

tal sa

fety

of en

viron

menta

lly se

nsitiv

e ar

eas (

e.g. a

t the T

bilisi

Sea

se

ction

).


217

7.2 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 (7.2-1 - 7.2-12) 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.

TB

ILIS

I RA

ILW

AY

BYP

AS

S P

RO

JEC

T E

NV

IRO

NM

EN

TAL

AN

D S

OC

IAL

IMP

AC

T A

SS

ES

SM

EN

T (E

SIA

)

218

Tabl

e 7.

2-1.

ES

MP:

Sur

face

Wat

er a

nd G

roun

dwat

er

Im

pact

s N o

Cons

truct

ion

phas

eOp

erat

ion

phas

e Mi

tigat

ion

Meas

ures

Mo

nito

ring

Meas

ures

Re

spon

sible

pers

on /

orga

niza

tion

Moni

torin

g sc

hedu

le In

dica

tors

So

urce

of v

erifi

catio

n

Com

men

t

1

� Po

llutio

n of

surfa

ce w

ater

by co

nstru

ction

ac

tivitie

s;

� Po

llutio

n of

surfa

ce w

aters

by co

nstru

ction

ma

chine

ry;

� Po

llutio

n of

surfa

ce w

ater

and

grou

ndwa

ter

from

cons

tructi

on

sites

;

� Da

mage

of th

e un

derg

roun

d irr

igatio

n sy

stem

locate

d un

der t

he

aban

done

d Va

rketili

co

llecti

ve fa

rm.

� Lo

catio

n of th

e plan

ned r

ailwa

y ou

tside

the w

ater p

rotec

tion z

one

of the

Glda

ni Gr

eat L

ake;

� Co

mplia

nce o

f the c

onstr

uctio

n an

d ope

ratio

n of th

e con

struc

tion

mach

inery

with

the en

viron

menta

l sta

ndar

ds;

� Ar

rang

emen

t of c

essp

ools

withi

n the

cons

tructi

on si

tes;

� Im

pleme

ntatio

n of a

ctivit

ies on

the

territo

ry of

the ab

ando

ned V

arke

tili

colle

ctive

farm

in a

way t

o avo

id da

mage

of un

derg

roun

d irri

gatio

n sy

stem.

� Si

te vis

its;

� An

alysis

of su

rface

wa

ters o

n a re

gular

ba

sis.

� Pr

oject

desig

n gr

oup;

� En

viron

menta

l Co

nsult

ant o

f the

cons

tructi

on

comp

any;

� Ge

orgia

n Ra

ilway

HSE

Of

ficer

.

Wee

kly du

ring

cons

tructi

on.

� Co

mplia

nce

of the

wate

r qu

ality

with

the no

rms

estab

lishe

d by

the

Geor

gian

legisl

ation

.

� En

viron

menta

l Co

nsult

ant o

f the

cons

tructi

on

comp

any;

� Re

port

of the

Ge

orgia

n Rail

way

HSE

Offic

er.

2

� Po

ssibl

e poll

ution

of

surfa

ce w

ater

and u

nder

grou

nd

water

by ne

w inf

rastr

uctur

al fac

ilities

;

� Po

ssibl

e poll

ution

of

surfa

ce w

ater

and u

nder

grou

nd

water

as a

resu

lt of

accu

mulat

ion of

ha

rmful

su

bstan

ces a

long

the w

hole

length

� A

mode

rn tr

eatm

ent fa

cility

shall

be

arra

nged

for t

he tr

eatm

ent o

f the

sewe

rage

of th

e new

inf

rastr

uctur

al fac

ility (

statio

n, de

pots)

to be

cons

tructe

d at th

e ra

ilway

bypa

ss co

nside

ring t

he

numb

er of

emplo

yees

; �

Deve

lopme

nt of

Emer

genc

y Re

spon

se an

d Oil S

pills

Resp

onse

pla

ns;

� Te

chnic

al so

lution

for p

reve

ntion

of

pene

tratio

n of p

olluta

nts at

� Si

te vis

its

� Su

rface

wate

r and

un

derg

roun

d wate

r qu

ality

monit

oring

thr

ough

mon

itorin

g we

lls an

d sur

face w

ater

samp

ling;

� Tr

aining

s of th

e Em

erge

ncy S

ervic

e.

Geor

gian R

ailwa

y HS

E Of

ficer

. Bi

annu

ally.

� Co

mplia

nce

of the

wate

r qu

ality

with

the no

rms

estab

lishe

d by

the

Geor

gian

legisl

ation

.

� Re

port

of the

Ge

orgia

n Rail

way

HSE

Offic

er.

TB

ILIS

I RA

ILW

AY

BYP

AS

S P

RO

JEC

T E

NV

IRO

NM

EN

TAL

AN

D S

OC

IAL

IMP

AC

T A

SS

ES

SM

EN

T (E

SIA

)

219

Impa

cts

N oCo

nstru

ctio

n ph

ase

Oper

atio

n ph

ase

Mitig

atio

n Me

asur

es

Moni

torin

g Me

asur

es

Resp

onsib

le pe

rson

/ or

gani

zatio

n Mo

nito

ring

sche

dule

Indi

cato

rs

Sour

ce o

f ver

ifica

tion

Co

mm

ent

of the

railw

ay

bypa

ss;

� Po

llutio

n of th

e Gl

dani

Lake

and

unde

rgro

und

water

in ca

se of

po

ssibl

e ac

ciden

ts;

� Po

llutio

n of th

e Tb

ilisi W

ater

Rese

rvoir i

n cas

e of

poss

ible

accid

ents.

cross

ings w

ith w

ater b

odies

� Pr

ovisi

on of

regu

lar tr

aining

and

equip

ment

to the

relev

ant s

ervic

es

of Ge

orgia

n Rail

way;

� Pr

otecti

on of

surfa

ce w

ater a

nd

grou

ndwa

ter fr

om po

llutio

n of

haza

rdou

s sub

stanc

es;

� Pr

oper

tech

nical

solut

ion fo

r pr

otecti

on of

the K

viriko

biskh

evi

river

from

the p

ossib

le sp

ills of

ha

zard

ous s

ubsta

nces

;

� Pr

oper

tech

nical

solut

ion fo

r pr

even

tion o

f leak

age o

f oils

or

other

harm

ful su

bstan

ces s

pilled

on

the s

urfac

e to t

he T

bilisi

Sea

an

d the

ir coll

ectio

n in r

eser

voirs

wi

th the

purp

ose o

f futur

e clea

ning.

� Pr

oper

tech

nical

solut

ion

prev

entio

n of ti

pping

of oi

l tank

s.

TB

ILIS

I RA

ILW

AY

BYP

AS

S P

RO

JEC

T E

NV

IRO

NM

EN

TAL

AN

D S

OC

IAL

IMP

AC

T A

SS

ES

SM

EN

T (E

SIA

)

220

Tabl

e 7.

2-2.

ES

MP:

Flo

ra a

nd V

eget

atio

n

Impa

cts

N oCo

nstru

ctio

n ph

ase

Oper

atio

n ph

ase

Mitig

atio

n Me

asur

es

Moni

torin

g Me

asur

es

Resp

onsib

le pe

rson

/ or

gani

zatio

n Mo

nito

ring

sche

dule

Indi

cato

rs

Sour

ce o

f ve

rifica

tion

Co

mm

ent

1

� Ri

sk of

destr

uctio

n of

spec

ies of

co

nser

vatio

n va

lue;

� De

struc

tion o

f ve

getat

ion w

ithin

at lea

st 50

-60 m

wi

de co

rrido

r alo

ng th

e RoW

;

� De

terior

ation

of

the su

rface

ho

rizon

of so

ils

and d

estru

ction

of

the ex

isting

ve

getat

ion as

a re

sult o

f mo

veme

nt of

cons

tructi

on

mach

inery.

Flor

a and

Veg

etat

ion

Cons

erva

tion

and

Rest

orat

ion

Plan

. Pre

-co

nstru

ction

floris

tic co

nser

vatio

n su

rvey;

identi

ficati

on an

d re-

planti

ng

of the

spec

ies to

be co

nser

ved i

n sim

ilar a

ltern

ative

habit

ats; c

ollec

tion

of the

ir see

ds an

d bulb

s and

es

tablis

hmen

t of s

mall-s

cale

nurse

ries a

nd ex

situ

and i

n situ

co

nser

vatio

n mea

sure

s sha

ll be

imple

mente

d. As

a co

mpen

satio

n me

asur

e, tre

es sh

all be

plan

ted on

the

area

s adja

cent

to the

RoW

.

� Ad

dition

al pr

e-co

nstru

ction

site

visit

imme

diatel

y befo

re

cons

tructi

on

activ

ities;

� Ins

pecti

on of

plan

ts in

ex si

tu an

d in

situ

cons

erva

tion

cond

itions

.

� Co

nsult

ant

(bota

nist);

� Ge

orgia

n Rail

way

HSE

Offic

er.

� On

e add

itiona

l pr

e-co

nstru

ction

sit

e visi

t at e

ach

cons

tructi

on si

te im

media

tely

befor

e co

nstru

ction

ac

tivitie

s (sp

ring,

autum

n);

� Re

gular

insp

ectio

n of

plants

in ex

situ

an

d in

situ

cons

erva

tion

cond

itions

.

Cons

erva

tion o

f all

spec

ies ha

ving

cons

erva

tion

value

.

� Re

port

of the

Co

nsult

ant

(bota

nist);

� Re

port

of the

Ge

orgia

n Ra

ilway

HSE

Of

ficer

.

TB

ILIS

I RA

ILW

AY

BYP

AS

S P

RO

JEC

T E

NV

IRO

NM

EN

TAL

AN

D S

OC

IAL

IMP

AC

T A

SS

ES

SM

EN

T (E

SIA

)

221

Tabl

e 7.

2-3.

ES

MP:

Fau

na

Impa

cts

N oCo

nstru

ctio

n ph

ase

Oper

atio

n ph

ase

Mitig

atio

n m

easu

res

Moni

torin

g Me

asur

es

Resp

onsib

le pe

rson

/ or

gani

zatio

n Mo

nito

ring

sche

dule

Indi

cato

rs

Sour

ce o

f ve

rifica

tion

Co

mm

ent

1

� Ri

sk of

destr

uctio

n of

the sp

ecies

of

the co

nser

vatio

n va

lue an

d the

ir sh

elter

s;

� Th

eir di

sturb

ance

du

ring b

reed

ing or

re

prod

uctio

n pe

riods

.

Imple

menta

tion o

f con

struc

tion w

orks

in

Kvirik

obisk

hevi,

Khe

vdzm

ara a

nd

Saap

trekh

evi g

orge

s and

at G

ldani

Grea

t Lak

e fro

m O

ctob

er th

roug

h th

e end

of M

arch

. Dur

ing th

is pe

riod

pre-

cons

truct

ion

field

surv

eys s

hall

be co

nduc

ted ne

verth

eless

, sinc

e va

rious

seas

ons a

re im

porta

nt for

ea

ch sp

ecies

. Spe

cies o

f co

nser

vatio

n valu

e sha

ll be p

rovid

ed

with

alter

nativ

e she

lter if

requ

ired.

� Ad

dition

al pr

e-co

nstru

ction

site

visits

. �

Geor

gian

Railw

ay H

SE

Offic

er.

� On

e add

itiona

l pr

e-co

nstru

ction

sit

e visi

t at e

ach

new

cons

tructi

on

site;

� W

eekly

site

visits

at

the co

nstru

ction

sta

ge.

Non-

exist

ence

of

prote

cted

spec

ies

withi

n the

Ro

W an

d its

vicini

ty.

Repo

rt of

the

Geor

gian R

ailwa

y HS

E Of

ficer

.

TB

ILIS

I RA

ILW

AY

BYP

AS

S P

RO

JEC

T E

NV

IRO

NM

EN

TAL

AN

D S

OC

IAL

IMP

AC

T A

SS

ES

SM

EN

T (E

SIA

)

222

Tabl

e 7.

2-4.

ES

MP:

Soi

ls

Im

pact

s N o

Cons

truct

ion

phas

eOp

erat

ion

phas

e Mi

tigat

ion

mea

sure

s Mo

nito

ring

Meas

ures

Re

spon

sible

pers

on / o

rgan

izatio

n M

onito

ring

sche

dule

Indi

cato

rs

Sour

ce o

f ver

ifica

tion

Co

mm

ent

1

Mech

anica

l da

mage

and

tramp

ling o

f soil

s ar

ound

the

cons

tructi

on si

te by

the

cons

tructi

on

mach

inery.

Tr

ain w

orke

rs an

d co

nstru

ctio

n sit

e m

anag

ers.

Visu

al ins

pecti

ons o

f the

area

s adja

cent

to the

co

nstru

ction

sites

. �

Geor

gian R

ailwa

y HSE

Offic

er.

Wee

kly.

Soil

appe

aran

ce.

� Re

port

of the

Geo

rgian

Ra

ilway

HSE

Offic

er.

2 Lo

ss of

tops

oil,

chan

ge of

its

char

acter

istics

or

eros

ion.

De

velo

p to

psoi

l rem

oval,

tra

nspo

rtatio

n an

d pi

ling-

stoc

king

plan

s.

Regu

lar vi

sual

inspe

ction

s of

stock

ed to

psoil

for t

he

purp

ose o

f ass

essm

ent o

f its

state

.

� Ge

orgia

n Rail

way H

SE O

fficer

;

� Ge

orgia

n Rail

way

Envir

onme

ntal C

onsu

ltant

(soil

spec

ialist

).

Bimo

nthly.

W

ashe

d so

ils.

� Re

port

of the

Geo

rgian

Ra

ilway

HSE

Offic

er; a

nd

� Re

ports

of th

e Geo

rgian

Ra

ilway

Env

ironm

ental

Co

nsult

ant.

3 So

il ero

sion

durin

g co

nstru

ction

wor

k.

Soil

eros

ion

prev

entio

n co

ntro

l plan

:

� co

nstru

ction

of be

rms a

nd

gabio

ns, g

rass

seed

ing,

mulch

ing, p

ossib

le da

mage

of th

e em

bank

ment

as a

resu

lt of

activ

ated e

rosio

n.

Regu

lar vi

sual

inspe

ction

s.

� Ge

orgia

n Rail

way H

SE O

fficer

;

� Ge

orgia

n Rail

way

Envir

onme

ntal C

onsu

ltant

(soil

spec

ialist

).

Bimo

nthly.

Ex

isten

ce of

gu

llies a

nd

sedim

ents.

� Re

port

of the

Geo

rgian

Ra

ilway

HSE

Offic

er; a

nd

� Re

ports

of th

e Geo

rgian

Ra

ilway

Env

ironm

ental

Co

nsult

ant.

4 Lo

ss of

tops

oil

and c

hang

e of it

s ch

arac

terist

ics.

So

il rein

stat

emen

t plan

. Re

gular

visu

al ins

pecti

ons

and l

abor

atory

analy

sis of

so

ils sa

mples

if re

quire

d.

� Ge

orgia

n Rail

way H

SE O

fficer

;

� Ge

orgia

n Rail

way

Envir

onme

ntal C

onsu

ltant

(soil

spec

ialist

).

Vario

us.

Deve

lopme

nt o

f gre

en

cove

r.

� Re

port

of the

Geo

rgian

Ra

ilway

HSE

Offic

er; a

nd

� Re

ports

of th

e Geo

rgian

Ra

ilway

Env

ironm

ental

Co

nsult

ant.

TB

ILIS

I RA

ILW

AY

BYP

AS

S P

RO

JEC

T E

NV

IRO

NM

EN

TAL

AN

D S

OC

IAL

IMP

AC

T A

SS

ES

SM

EN

T (E

SIA

)

223

Tabl

e 7.

2-5.

ES

MP:

Tbi

lisi N

atio

nal P

ark

Im

pact

s N o

Cons

truct

ion

phas

eOp

erat

ion

phas

e Mi

tigat

ion

mea

sure

s Mo

nito

ring

Meas

ures

Re

spon

sible

pers

on / o

rgan

izatio

n M

onito

ring

sche

dule

Indi

cato

rs

Sour

ce o

f ver

ifica

tion

Co

mm

ent

1

Mech

anica

l da

mage

and

tramp

ling o

f soil

s ar

ound

the

cons

tructi

on si

te by

the

cons

tructi

on

mach

inery.

Train

wor

kers

and

cons

truct

ion

site

man

ager

s.

Visu

al ins

pecti

ons o

f the

area

s adja

cent

to the

co

nstru

ction

sites

. �

Geor

gian R

ailwa

y HSE

Offic

er

week

ly So

il ap

pear

ance

� Re

port

of the

Geo

rgian

Ra

ilway

HSE

Offic

er

2

Loss

of to

psoil

, ch

ange

of its

ch

arac

terist

ics or

er

osion

.

Deve

lop

tops

oil r

emov

al,

trans

porta

tion

and

pilin

g-st

ockin

g pl

ans

Regu

lar vi

sual

inspe

ction

s of

stock

ed to

psoil

for t

he

purp

ose o

f ass

essm

ent o

f its

state

.

� Ge

orgia

n Rail

way H

SE O

fficer

� Ge

orgia

n Rail

way

Envir

onme

ntal C

onsu

ltant

(soil

spec

ialist

)

Bimo

nthly

Was

hed

soils

� Re

port

of the

Geo

rgian

Ra

ilway

HSE

Offic

er; a

nd

� Re

ports

of th

e Geo

rgian

Ra

ilway

Env

ironm

ental

Co

nsult

ant.

3

Soil e

rosio

n dur

ing

cons

tructi

on w

orks

Soil

eros

ion

prev

entio

n co

ntro

l plan

:

� co

nstru

ction

of be

rms a

nd

gabio

ns, g

rass

seed

ing,

mulch

ing, p

ossib

le da

mage

of th

e em

bank

ment

as a

resu

lt of

activ

ated e

rosio

n.

Regu

lar vi

sual

inspe

ction

s

� Ge

orgia

n Rail

way H

SE O

fficer

� Ge

orgia

n Rail

way

Envir

onme

ntal C

onsu

ltant

(soil

spec

ialist

)

Bimo

nthly

Exist

ence

of

gullie

s and

se

dimen

ts

� Re

port

of the

Geo

rgian

Ra

ilway

HSE

Offic

er; a

nd

� Re

ports

of th

e Geo

rgian

Ra

ilway

Env

ironm

ental

Co

nsult

ant.

4

Loss

of to

psoil

an

d cha

nge o

f its

char

acter

istics

or

eros

ion.

So

il rein

stat

emen

t plan

Regu

lar vi

sual

inspe

ction

s an

d lab

orato

ry an

alysis

of

soils

samp

les if

requ

ired.

� Ge

orgia

n Rail

way H

SE O

fficer

� Ge

orgia

n Rail

way

Envir

onme

ntal C

onsu

ltant

(soil

spec

ialist

)

Vario

us

Deve

lopme

nt o

f gre

en

cove

r

� Re

port

of the

Geo

rgian

Ra

ilway

HSE

Offic

er; a

nd

� Re

ports

of th

e Geo

rgian

Ra

ilway

Env

ironm

ental

Co

nsult

ant.

5

� Ri

sk of

de

struc

tion o

f sp

ecies

of

cons

erva

tion

value

and t

heir

habit

ats;

� Th

eir

distur

banc

e

Imple

menta

tion o

f co

nstru

ction

wor

ks in

gorg

es

from

Oct

ober

thro

ugh

the

end

of M

arch

. Dur

ing th

is pe

riod p

re-c

onst

ruct

ion

field

surv

eys s

hall b

e co

nduc

ted ne

verth

eless

, sin

ce va

rious

seas

ons a

re

impo

rtant

for ea

ch sp

ecies

.

� Ad

dition

al sit

e visi

ts �

Geor

gian R

ailwa

y HSE

Offic

er

� On

e ad

dition

al pr

e-co

nstru

ction

sit

e visi

t at

each

new

cons

tructi

on

site;

Non-

exist

ence

of

prote

cted

spec

ies

withi

n the

Ro

W an

d its

vicini

ty

Repo

rt of

Geor

gian R

ailwa

y HS

E Of

ficer

TB

ILIS

I RA

ILW

AY

BYP

AS

S P

RO

JEC

T E

NV

IRO

NM

EN

TAL

AN

D S

OC

IAL

IMP

AC

T A

SS

ES

SM

EN

T (E

SIA

)

224

Impa

cts

N oCo

nstru

ctio

n ph

ase

Oper

atio

n ph

ase

Mitig

atio

n m

easu

res

Moni

torin

g Me

asur

es

Resp

onsib

le pe

rson

/ org

aniza

tion

Mon

itorin

g sc

hedu

le In

dica

tors

So

urce

of v

erifi

catio

n

Com

men

t

durin

g re

prod

uctio

n an

d fee

ding

Spec

ies of

cons

erva

tion

value

shall

be pr

ovide

d with

alt

erna

tive s

helte

r if re

quire

d.

� W

eekly

site

visits

at th

e co

nstru

ction

sta

ge

6

� Ri

sk of

de

struc

tion o

f sp

ecies

of

cons

erva

tion

value

;

� De

struc

tion o

f ve

getat

ion

withi

n at le

ast

50-6

0 m w

ide

corri

dor a

long

the R

oW

Flor

a an

d Ve

geta

tion

Cons

erva

tion

and

Rest

orat

ion

Plan

. Pr

e-co

nstru

ction

flo

ristic

co

nser

vatio

n su

rvey;

identi

ficati

on a

nd r

e-pla

nting

of

the

spec

ies

to be

co

nser

ved

in sim

ilar

alter

nativ

e ha

bitats

; coll

ectio

n of

their

seed

s an

d bu

lbs a

nd

estab

lishm

ent

of sm

all-sc

ale

nurse

ries

and

ex s

itu a

nd in

sit

u co

nser

vatio

n me

asur

es

shall

be

im

pleme

nted

in su

mmer

du

ring

the

vege

tation

pe

riod

of Ep

heme

ridae

s, e.g

. Geo

rgian

iris

. As

a

comp

ensa

tion

meas

ure,

trees

sh

all

be

plante

d on

the

ar

eas

adjac

ent to

the R

oW.

� Ad

dition

al pr

e-co

nstru

ction

site

visits

.

� Ins

pecti

on of

vege

tation

in

ex si

tu an

d in s

itu

cons

erva

tion

cond

itions

.

� En

viron

menta

l Con

sulta

nt (b

otanis

t);

� Ge

orgia

n Rail

way H

SE O

fficer

� On

e ad

dition

al pr

e-co

nstru

ction

sit

e visi

t at

each

new

cons

tructi

on

site (

sprin

g, fal

l)

� Re

gular

ins

pecti

on of

ve

getat

ion in

ex

situ

and

in sit

u co

nser

vatio

n co

nditio

ns.

Cons

erva

tion o

f all

spec

ies

havin

g co

nser

vatio

n va

lue.

� Re

port

of co

nsult

ant-

botan

ist.

� Re

port

of Ge

orgia

n Ra

ilway

HSE

Offic

er

TB

ILIS

I RA

ILW

AY

BYP

AS

S P

RO

JEC

T E

NV

IRO

NM

EN

TAL

AN

D S

OC

IAL

IMP

AC

T A

SS

ES

SM

EN

T (E

SIA

)

225

Tabl

e 7.

2-5.

ES

MP:

Air

Qua

lity

Impa

cts

N oCo

nstru

ctio

n ph

ase

Oper

atio

n ph

ase

Mitig

atio

n m

easu

res

Moni

torin

g Me

asur

es

Resp

onsib

le pe

rson

/ or

gani

zatio

n Mo

nito

ring

sche

dule

Indi

cato

rs

Sour

ce o

f ve

rifica

tion

Co

mm

ent

1.

Impa

ct of

exha

usts

gene

rated

by

oper

ation

of

mach

inery

and

equip

ment

with

comb

ustio

n eng

ines

on ai

r qua

lity.

Ins

pecti

on of

the t

ende

r an

noun

ceme

nt.

Geor

gian R

ailwa

y HS

E Of

ficer

. On

ce, p

rior t

o ma

king t

ende

r an

noun

ceme

nt.

Certif

ied

cons

tructi

on

contr

actor

and

cons

tructi

on

mach

inery.

� Re

port

of the

Ge

orgia

n Ra

ilway

HSE

Of

ficer

;

� Co

nstru

ction

ten

der

anno

unce

ment.

2. Im

pact

on ai

r qua

lity

durin

g ear

thwor

ks.

� Co

nstru

ction

equip

ment

shou

ld be

lic

ense

d and

perm

itted i

n ac

cord

ance

with

Geo

rgian

re

quire

ments

;

� It i

s rec

omme

nded

that

such

eq

uipme

nt sh

ould

be ce

rtified

to

meet

Euro

pean

Unio

n stan

dard

s or

equiv

alent.

Mo

nitor

ing of

the

conc

entra

tion o

f nitri

c ox

ides t

hrou

gh

labor

atory

analy

sis.

Geor

gian R

ailwa

y HS

E Of

ficer

and a

ce

rtified

labo

rator

y. Qu

arter

ly at

the

cons

tructi

on st

age.

Resu

lt of th

e lab

orato

ry an

alysis

.

� Re

sult o

f the

labor

atory

analy

sis an

d re

port

of the

Ge

orgia

n Ra

ilway

HSE

Of

ficer

.

TB

ILIS

I RA

ILW

AY

BYP

AS

S P

RO

JEC

T E

NV

IRO

NM

EN

TAL

AN

D S

OC

IAL

IMP

AC

T A

SS

ES

SM

EN

T (E

SIA

)

226

Tabl

e 7.

2-6.

ES

MP:

Noi

se a

nd V

ibra

tion

Im

pact

s N o

Cons

truct

ion

phas

eOp

erat

ion

phas

e Mi

tigat

ion

mea

sure

s Mo

nito

ring

Meas

ures

Re

spon

sible

pers

on /

orga

niza

tion

Moni

torin

g sc

hedu

le In

dica

tors

So

urce

of v

erifi

catio

n

Com

men

t

1 Ex

cess

ive no

ise

and v

ibrati

on.

Exce

ssive

noise

and

vibra

tion.

Deve

lopme

nt of

a ten

der

anno

unce

ment

for de

tailed

mod

eling

no

ise pr

otecti

ve m

easu

res a

nd

deter

minin

g the

ir qua

ntitat

ive

char

acter

istics

(scre

en ty

pe, n

oise

abso

rptio

n coe

fficien

t, heig

ht, et

c.),

cove

ring:

� ac

ousti

c scre

ens;

� no

ise pr

oof w

indow

s and

door

s;

� cla

dding

tunn

el po

rtals

with

noise

ab

sorb

ent m

ateria

ls;

� pla

nting

thick

-bra

nche

d tre

es

spec

ies al

ong t

he tr

acks

;

� re

strict

ion of

spee

ds of

train

s wh

en pa

ssing

the s

ensit

ive ar

eas;

� co

nstru

ction

of su

ppor

ting

struc

tures

alon

g the

railw

ay tr

ack;

Us

e of w

elded

rails

, and

prop

er

maint

enan

ce of

train

s, ra

ils an

d wh

eels

are r

ecom

mend

ed to

redu

ce

noise

and v

ibrati

on.

Meas

urem

ent o

f nois

e lev

els.

� Ge

orgia

n Rail

way,

HSE

Offic

er or

co

nsult

ant

acou

sticia

n.

Annu

ally.

� Ge

orgia

n Sa

nitar

y Nor

ms

for no

ise an

d vib

ratio

n (2

.2.4/2

.1.8.0

00-0

0, 20

01);

� Ke

eping

the

admi

ssibl

e no

ise le

vels;

� No

comp

laints

fro

m the

po

pulat

ion.

� Re

port

of Ge

orgia

n Rail

way,

HSE

Offic

er or

co

nsult

ant

acou

sticia

n.

TB

ILIS

I RA

ILW

AY

BYP

AS

S P

RO

JEC

T E

NV

IRO

NM

EN

TAL

AN

D S

OC

IAL

IMP

AC

T A

SS

ES

SM

EN

T (E

SIA

)

227

Tabl

e 7.

2-7.

ES

MP:

Pot

entia

l Vis

ual I

mpa

ct o

n La

ndsc

ape

Impa

cts

N oCo

nstru

ctio

n ph

ase

Oper

atio

n ph

ase

Mitig

atio

n m

easu

res

Moni

torin

g Me

asur

es

Resp

onsib

le pe

rson

/ or

gani

zatio

n Mo

nito

ring

sche

dule

Indi

cato

rs

Sour

ce o

f ver

ifica

tion

Co

mm

ent

1. Vi

sual

impa

ct on

lan

dsca

pe du

ring

cons

tructi

on.

� Pr

eser

vatio

n of th

e veg

etatio

n alo

ng th

e pro

ject a

rea a

s muc

h as

poss

ible;

� Fe

ncing

the c

onstr

uctio

n site

s.

Site

visit.

� Co

nstru

ction

co

ntrac

tor

envir

onme

ntal

cons

ultan

t; and

� Ge

orgia

n Ra

ilway

HSE

Of

ficer

.

� Pr

e-co

nstru

ction

sit

e visi

t at

each

new

cons

tructi

on

site.

� Re

port

of the

co

nstru

ction

co

ntrac

tor

envir

onme

ntal

cons

ultan

t; and

� Re

port

of the

Ge

orgia

n Rail

way

HSE

Offic

er.

2.

Visu

al im

pact

on

lands

cape

durin

g op

erati

on

� Gr

eenin

g the

area

s adja

cent

to the

ra

ilway

route

and f

ills al

ong t

he

whole

leng

th of

the ra

ilway

bypa

ss

after

comp

letion

of co

nstru

ction

wo

rks (s

pecie

s to b

e plan

ted sh

all

be se

lected

in ad

vanc

e tak

ing in

to ac

coun

t the e

colog

ical

char

acter

istics

of a

territo

ry);

� Pa

inting

the a

cous

tic sc

reen

s to b

e ins

talled

at th

e sett

lemen

ts.

Site

visit.

� Ge

orgia

n Ra

ilway

HSE

Of

ficer

. Bi

annu

ally.

�

Repo

rt of

the

Geor

gian R

ailwa

y HS

E Of

ficer

.

TB

ILIS

I RA

ILW

AY

BYP

AS

S P

RO

JEC

T E

NV

IRO

NM

EN

TAL

AN

D S

OC

IAL

IMP

AC

T A

SS

ES

SM

EN

T (E

SIA

)

228

Tabl

e 7.

2-8.

ES

MP:

Was

te G

ener

atio

n an

d M

anag

emen

t

Impa

cts

N oCo

nstru

ctio

n ph

ase

Oper

atio

n ph

ase

Mitig

atio

n m

easu

res

Moni

torin

g Me

asur

es

Resp

onsib

le pe

rson

/ or

gani

zatio

n Mo

nito

ring

sche

dule

Indi

cato

rs

Sour

ce o

f ve

rifica

tion

Co

mm

ent

1.

Prev

entio

n of

envir

onme

ntal p

olluti

on

and t

he ris

k of

occu

patio

nal d

iseas

es

asso

ciated

with

ha

zard

ous w

astes

:

� Ge

nera

tion o

f larg

e vo

lumes

of in

ert

mater

ials/w

aste;

� Ve

getat

ion w

aste;

� Ha

zard

ous w

aste;

� W

astew

ater f

rom

cons

tructi

on ca

mps;

� So

lid ho

useh

old

waste

;

� W

astew

ater f

rom

cons

tructi

on si

tes.

Cons

truct

ion

Was

te

Mana

gem

ent P

lan, w

hichi

nter

alia w

ill co

nside

r the

arra

ngem

ent

of a o

f a sp

ecial

temp

orar

y sto

cking

plac

e for

haza

rdou

s wa

stes.

Visu

al ins

pecti

on

of co

nstru

ction

sit

es.

Geor

gian R

ailwa

y HS

E Of

ficer

. W

eekly

.

Exist

ence

of a

spec

ial

tempo

rary

stock

ing pl

ace

for ha

zard

ous

waste

s.

� Re

port

of the

Ge

orgia

n Ra

ilway

HSE

Of

ficer

.

2.

� En

viron

menta

l poll

ution

;

� Th

e risk

of oc

cupa

tiona

l dis

ease

s ass

ociat

ed w

ith

indus

trial a

nd ha

zard

ous

waste

s;

� Ho

useh

old w

astes

from

tra

ins, d

epots

and f

reigh

t sta

tions

.

Deve

lopme

nt of

a Was

te Ma

nage

ment

Plan

fro t

he

Oper

ation

al St

age.

Visu

al ins

pecti

on.

Geor

gian R

ailwa

y HS

E Of

ficer

or

relev

ant s

ervic

es.

Month

ly.

Susta

inable

wa

ste

mana

geme

nt.

Repo

rt of

the

Geor

gian R

ailwa

y HS

E Of

ficer

or th

e re

levan

t ser

vice.

3.

Larg

e volu

mes o

f dem

olitio

n wa

stes,

includ

ing ha

zard

ous

waste

s: cre

osote

conta

ining

sle

eper

s, as

besto

s co

ntaini

ng m

ateria

ls, P

CBs,

CFC,

hydr

ocar

bons

(see

de

tails

in re

levan

t cha

pter).

Dem

oliti

on W

aste

Man

agem

ent

Plan

, whic

h inte

r alia

will

cons

ider

remo

val o

f haz

ardo

us w

aste

prior

to

demo

lition

.

Visu

al ins

pecti

on

of sit

es to

mak

e su

re th

at ma

terial

s co

ntaini

ng

haza

rdou

s su

bstan

ces h

ave

been

remo

ved

prior

to de

moliti

on.

� Ge

orgia

n Rail

way

demo

lition

co

ntrac

tor an

d

� Ge

orgia

n Rail

way

HSE

Offic

er or

the

envir

onme

ntal

cons

ultan

t.

� On

ce pr

ior

to demo

lition

;

� Th

en

acco

rding

to

the

demo

lition

pla

n.

Haza

rdou

s wa

ste di

spos

al pla

n and

me

asur

es.

� Re

port

of the

Ge

orgia

n Ra

ilway

HSE

Of

ficer

or th

e en

viron

menta

l co

nsult

ant.

Make

sure

that

creos

ote

conta

ining

sle

eper

s are

not

used

for h

eatin

g or

othe

r pur

pose

s.

TB

ILIS

I RA

ILW

AY

BYP

AS

S P

RO

JEC

T E

NV

IRO

NM

EN

TAL

AN

D S

OC

IAL

IMP

AC

T A

SS

ES

SM

EN

T (E

SIA

)

229

Tabl

e 7.

2-9.

ES

MP:

Soc

ioec

onom

ic Im

pact

s

Impa

cts

N oCo

nstru

ctio

n ph

ase

Oper

atio

n ph

ase

Meas

ures

for

impa

ct av

oida

nce /

miti

gatio

n / c

ompe

nsat

ion

Moni

torin

g Me

asur

es

Resp

onsib

le pe

rson

/ or

gani

zatio

n

Meas

urem

ent

frequ

ency

/ Mo

nito

ring

sche

dule

Indi

cato

rs

Sour

ce o

f ve

rifica

tion

Com

men

t

1. Lo

ss of

hous

ing

/ phy

sical

displa

ceme

nt.

� Co

nsult

ation

s with

affec

ted pe

rsons

(d

isplac

ed an

d hos

t com

munit

y me

mber

s) an

d the

ir info

rmed

pa

rticipa

tion i

n dec

ision

-mak

ing

proc

esse

s rela

ted to

rese

ttleme

nt;

� Af

fected

perso

ns sh

ould

partic

ipate

in the

nego

tiatio

n of th

e com

pens

ation

pa

ckag

es, e

ligibi

lity re

quire

ments

, re

settle

ment

assis

tance

, suit

abilit

y of

prop

osed

rese

ttleme

nt sit

es an

d the

pr

opos

ed tim

ing;

� Es

tablis

hmen

t of g

rieva

nce m

echa

nism

as ea

rly as

poss

ible i

n the

proc

ess t

o re

ceive

and a

ddre

ss, in

a tim

ely m

anne

r, sp

ecific

conc

erns

raise

d dur

ing th

e pr

oces

s;

� De

velop

ment

of a d

etaile

d Res

ettlem

ent

Actio

n Plan

(RAP

). Ph

ysica

l re

settle

ment

shou

ld be

plan

ned a

nd

imple

mente

d bas

ed on

RAP

that

will

comp

ly wi

th the

requ

ireme

nts of

the

EBRD

Env

ironm

ental

and S

ocial

Poli

cy

PR 5:

Land

Acq

uisitio

n, Inv

olunta

ry Re

settle

ment

and E

cono

mic

Disp

lacem

ent;

� Co

nsult

ation

s sho

uld be

conti

nued

du

ring t

he im

pleme

ntatio

n, mo

nitor

ing

and e

valua

tion o

f com

pens

ation

pa

ymen

t and

rese

ttleme

nt.

� Si

te vis

its;

� Int

ervie

ws w

ith

affec

ted lo

cal

comm

unity

me

mber

s.

� Ge

orgia

n Ra

ilway

, Lia

ison

Offic

er.

� Bi

month

ly be

fore

comm

ence

men

t of c

onstr

uctio

n wo

rks (a

t the

stage

of

deve

lopme

nt an

d im

pleme

ntatio

n of

a deta

iled

Rese

ttleme

nt Ac

tion P

lan).

� Nu

mber

of

comp

laints

from

the

affec

ted co

mmun

ity.

� St

atus

repo

rts

deve

loped

aft

er ea

ch

site v

isit;

� Af

fected

co

mmun

ity

memb

ers;

� Lo

cal

munic

ipality

me

mber

s.

� Th

e fre

quen

cy of

mo

nitor

ing sh

all

incre

ase i

n cas

e of

rece

ipt of

a co

mplai

nt fro

m the

affec

ted

comm

unitie

s; �

The r

epor

ts sh

ould

be pu

blicly

avail

able

in ca

se of

publi

c int

eres

t.

2. Lo

ss of

Land

an

d los

s of

liveli

hood

.

� Co

nsult

ation

s with

affec

ted pe

rsons

and

their i

nform

ed pa

rticipa

tion i

n dec

ision

-ma

king p

roce

sses

relat

ed to

re

settle

ment;

� In

the ca

se of

the e

cono

mic (

but n

ot ph

ysica

l) disp

lacem

ent o

f peo

ple,

� Si

te vis

its;

� Int

ervie

ws w

ith

affec

ted lo

cal

comm

unity

me

mber

s.

� Ge

orgia

n Ra

ilway

, Lia

ison

Offic

er.

� Bi

month

ly be

fore

comm

ence

men

t of c

onstr

uctio

n wo

rks (a

t the

stage

of

deve

lopme

nt

� Nu

mber

of

comp

laints

from

the

affec

ted co

mmun

ity.

� St

atus

repo

rts

deve

loped

aft

er ea

ch

site v

isit;

� Af

fected

� Th

e fre

quen

cy of

mo

nitor

ing sh

all

incre

ase i

n cas

e of

rece

ipt of

a co

mplai

nt fro

m the

affec

ted

comm

unitie

s; �

The r

epor

ts sh

ould

TB

ILIS

I RA

ILW

AY

BYP

AS

S P

RO

JEC

T E

NV

IRO

NM

EN

TAL

AN

D S

OC

IAL

IMP

AC

T A

SS

ES

SM

EN

T (E

SIA

)

230

Impa

cts

N oCo

nstru

ctio

n ph

ase

Oper

atio

n ph

ase

Meas

ures

for

impa

ct av

oida

nce /

miti

gatio

n / c

ompe

nsat

ion

Moni

torin

g Me

asur

es

Resp

onsib

le pe

rson

/ or

gani

zatio

n

Meas

urem

ent

frequ

ency

/ Mo

nito

ring

sche

dule

Indi

cato

rs

Sour

ce o

f ve

rifica

tion

Com

men

t

proc

edur

es sh

ould

be de

velop

ed to

offer

the

affec

ted pe

rsons

and c

ommu

nities

’ co

mpen

satio

n and

othe

r ass

istan

ce th

at me

et the

objec

tives

of th

e PR

5: La

nd

Acqu

isitio

n, Inv

olunta

ry Re

settle

ment

and E

cono

mic D

isplac

emen

t of th

e EB

RD E

nviro

nmen

tal an

d Soc

ial P

olicy

. Th

is sh

all ta

ke th

e for

m of

a Live

lihoo

d Re

stora

tion F

rame

work

(LRF

);

� Co

nsult

ation

s sho

uld be

conti

nued

du

ring t

he im

pleme

ntatio

n, mo

nitor

ing

and e

valua

tion o

f com

pens

ation

pa

ymen

t and

rese

ttleme

nt;

� De

tailed

infor

matio

n on p

ossib

le mi

tigati

on m

easu

res a

re pr

esen

ted in

the

Tbil

isi R

ailwa

y Byp

ass P

rojec

t Re

settle

ment

Fram

ewor

k.

and

imple

menta

tion

of pr

oced

ures

for

econ

omic

not p

hysic

al dis

place

ment)

.

comm

unity

me

mber

s; �

Loca

l mu

nicipa

lity

memb

ers.

be pu

blicly

avail

able

in ca

se of

publi

c int

eres

t .

3.

Reloc

ation

of

enter

prise

s /

comp

anies

co

nnec

ted to

the

railw

ay

syste

m via

the

rail s

iding

s.

� Ge

orgia

n Rail

way w

ill co

ntinu

e co

nsult

ation

s with

the a

ffecte

d co

mpan

ies to

agre

e on c

ompe

nsati

on

meas

ures

; �

The G

eorg

ian R

ailwa

y sho

uld pr

epar

e co

mpen

satio

n pac

kage

s for

thes

e co

mpan

ies an

d star

t neg

otiati

ons /

co

nsult

ation

s with

them

on th

e co

mpen

satio

n pac

kage

s.

� Int

ervie

ws/

cons

ultati

ons w

ith

repr

esen

tative

s of

the ta

rget

comp

anies

.

� Ge

orgia

n Ra

ilway

, Lia

ison

Offic

er.

� Bi

month

ly be

fore

comm

ence

men

t of c

onstr

uctio

n wo

rks (d

uring

the

proc

ess o

f de

velop

ment

of co

mpen

satio

n pa

ckag

es an

d ec

onom

ic dis

place

ment)

.

� Nu

mber

of

comp

laints

from

aff

ected

comp

anies

.

� St

atus

repo

rts

deve

loped

aft

er ea

ch

inter

view

/ co

nsult

ation

; �

Affec

ted

comp

anies

.

� Th

e fre

quen

cy of

mo

nitor

ing sh

all

incre

ase i

n cas

e of

rece

ipt of

a co

mplai

nt fro

m the

affec

ted

comm

unitie

s; �

The r

epor

ts sh

ould

be pu

blicly

avail

able

in ca

se of

publi

c int

eres

t.

4.

Poss

ible

nega

tive

impa

cts on

the

facilit

ies lo

cated

in

the ar

eas

adjac

ent to

the

Tbilis

i Cen

tral

Railw

ay S

tation

an

d the

new

bypa

ss.

� Co

nduc

tion o

f con

sulta

tions

with

aff

ected

perso

ns an

d the

ir info

rmed

pa

rticipa

tion i

n dec

ision

-mak

ing

proc

esse

s rela

ted to

rese

ttleme

nt.

Cons

ultati

ons s

hould

be co

ntinu

ed

durin

g the

imple

menta

tion,

monit

oring

an

d eva

luatio

n of c

ompe

nsati

on

paym

ent a

nd re

settle

ment;

� De

velop

ment

of de

tailed

Eco

nomi

c Re

settle

ment

Actio

n Plan

base

d on

� Int

ervie

ws/

cons

ultati

ons w

ith

repr

esen

tative

s of

the ta

rget

comp

anies

.

� Ge

orgia

n Ra

ilway

, Lia

ison

Offic

er.

� Bi

month

ly be

fore

comm

ence

men

t of c

onstr

uctio

n wo

rks (a

t the

stage

of

deve

lopme

nt an

d im

pleme

ntatio

n of

a deta

iled

Econ

omic

� Nu

mber

of

comp

laints

from

aff

ected

perso

ns an

d co

mpan

ies.

� St

atus

repo

rts

deve

loped

aft

er ea

ch

inter

view

/ co

nsult

ation

; �

Affec

ted

perso

ns an

d co

mpan

ies

� Th

e fre

quen

cy of

mo

nitor

ing sh

all

incre

ase i

n cas

e of

rece

ipt of

a co

mplai

nt fro

m the

affec

ted

comm

unitie

s; �

The r

epor

ts sh

ould

be pu

blicly

avail

able

in ca

se of

publi

c int

eres

t.

TB

ILIS

I RA

ILW

AY

BYP

AS

S P

RO

JEC

T E

NV

IRO

NM

EN

TAL

AN

D S

OC

IAL

IMP

AC

T A

SS

ES

SM

EN

T (E

SIA

)

231

Impa

cts

N oCo

nstru

ctio

n ph

ase

Oper

atio

n ph

ase

Meas

ures

for

impa

ct av

oida

nce /

miti

gatio

n / c

ompe

nsat

ion

Moni

torin

g Me

asur

es

Resp

onsib

le pe

rson

/ or

gani

zatio

n

Meas

urem

ent

frequ

ency

/ Mo

nito

ring

sche

dule

Indi

cato

rs

Sour

ce o

f ve

rifica

tion

Com

men

t

which

shou

ld be

imple

mente

d eco

nomi

c re

settle

ment.

The

Plan

shou

ld be

in

comp

lianc

e with

the r

equir

emen

ts of

the

EBRD

Env

ironm

ental

and S

ocial

Poli

cy

PR 5:

Land

Acq

uisitio

n, Inv

olunta

ry Re

settle

ment

and E

cono

mic

Disp

lacem

ent.

Rese

ttleme

nt Ac

tion P

lan).

5.

Poss

ible

nega

tive

impa

cts of

the

cross

ing th

e Sa

gura

mo G

as

Pipe

line.

� Me

aning

ful co

nsult

ation

s with

sta

keho

lders

– rep

rese

ntativ

es of

loca

l mu

nicipa

lities

, com

munit

y mem

bers

and

Qartli

gaz;

� De

velop

tech

nical

solut

ions t

o mini

mize

the

nega

tive i

mpac

t of c

ross

ing th

e Sa

gura

mo G

as P

ipelin

e.

� Int

ervie

ws w

ith lo

cal

comm

unity

mem

bers

and t

he co

mpan

y re

spon

sible

for

Sagu

ramo

Gas

pip

eline

oper

ation

.

� Ge

orgia

n Ra

ilway

, Lia

ison

Offic

er.

� Pr

ior to

co

nstru

ction

wo

rks.

� Nu

mber

of

comp

laints

from

aff

ected

comm

unity

me

mber

s.

� Int

ervie

w re

port.

� Th

e fre

quen

cy of

mo

nitor

ing sh

all

incre

ase i

n cas

e of

rece

ipt of

a co

mplai

nt fro

m the

affec

ted

comm

unitie

s; �

The r

epor

ts sh

ould

be pu

blicly

avail

able

in ca

se of

publi

c int

eres

t.

6. Lo

ss of

area

s wi

thin T

bilisi

Na

tiona

l Par

k.

� Me

aning

ful co

nsult

ation

s with

the

Agen

cy of

Pro

tected

Are

as of

the

Minis

try of

Env

ironm

ent P

rotec

tion a

nd

Natur

al Re

sour

ces a

s well

as ot

her

stake

holde

rs sh

ould

be un

derta

ken i

n ac

cord

ance

with

the E

BRD

Envir

onme

ntal a

nd S

ocial

Poli

cy P

R 10

;

� Tr

aining

of w

orke

rs on

envir

onme

ntal

awar

enes

s: o

avoid

ing ne

sts or

bree

ding p

laces

of

Red L

isted

spec

ies, c

olonie

s of

prote

cted b

ats in

the t

rees

and o

ld bu

ilding

s; im

media

te re

portin

g in

case

of di

sturb

ing th

e pro

tected

sp

ecies

; o

avoid

ing cu

tting t

he ol

d tre

es ne

ar

the R

oW;

o av

oiding

exce

ssive

soil c

ompa

ction

an

d dete

riora

tion o

f veg

etatio

n; o

Safe

stora

ge of

haza

rdou

s was

te

� Co

nsult

ation

s with

re

pres

entat

ives o

f the

Age

ncy o

f Pr

otecte

d Are

as an

d Mi

nistry

of

Envir

onme

nt Pr

otecti

on an

d Na

tural

Reso

urce

s.

� Ge

orgia

n Ra

ilway

, He

alth,

Safet

y and

En

viron

ment

al (H

SE)

Offic

er;

� En

viron

ment

al Cons

ultan

t.

� Pr

ior to

co

nstru

ction

wo

rks.

� Re

port

of the

Ge

orgia

n Ra

ilway

, He

alth,

Safet

y and

En

viron

ment

al (H

SE)

Offic

er.

TB

ILIS

I RA

ILW

AY

BYP

AS

S P

RO

JEC

T E

NV

IRO

NM

EN

TAL

AN

D S

OC

IAL

IMP

AC

T A

SS

ES

SM

EN

T (E

SIA

)

232

Impa

cts

N oCo

nstru

ctio

n ph

ase

Oper

atio

n ph

ase

Meas

ures

for

impa

ct av

oida

nce /

miti

gatio

n / c

ompe

nsat

ion

Moni

torin

g Me

asur

es

Resp

onsib

le pe

rson

/ or

gani

zatio

n

Meas

urem

ent

frequ

ency

/ Mo

nito

ring

sche

dule

Indi

cato

rs

Sour

ce o

f ve

rifica

tion

Com

men

t

and m

ateria

ls.

7. Du

st ge

nera

ted

by co

nstru

ction

wo

rks.

� De

velop

ment

and i

mplem

entat

ion of

Pu

blic H

ealth

and

Saf

ety P

lan;

� De

velop

ment

and i

mplem

entat

ion of

Co

nstru

ction

Hea

lth a

nd S

afet

y Plan

;

� Iso

lation

of th

e con

struc

tion a

rea f

rom

the se

ttleme

nts th

roug

h spe

cial fe

nces

;

� Ad

equa

te sh

eetin

g of v

ehicl

e loa

ds up

un

til tip

ping p

oint w

hen m

oving

arou

nd

the si

te;

� Du

ring v

ery d

ry we

ather

the u

se of

wet

metho

ds or

mec

hanic

al ro

ad sw

eepe

r on

all si

te ac

cess

road

s;

� Us

e of d

ust fi

lters

on fix

ed pl

ant a

nd

mach

inery;

� W

orke

rs sh

ould

were

spec

ial m

asks

by

worke

rs;

� De

velop

men

t and

laun

ch o

f Grie

vanc

e M

echa

nism

.

� De

velop

ment

of qu

arter

ly/ se

mestr

ial

repo

rts by

the

contr

actor

on

imple

menta

tion o

f the

Pub

lic H

ealth

and

Sa

fety

Plan

and

Co

nstru

ction

Hea

lth

and

Safe

ty Pl

an.

Repo

rts w

ill be

su

bmitte

d to G

R;

� Vi

sual

inspe

ction

of

the co

nstru

ction

area

an

d the

adjac

ent

territo

ries b

y GR

HSE;

� Int

ervie

ws /

cons

ultati

ons w

ith

local

comm

unity

me

mber

s.

� Co

ntrac

tor /

Cons

tructi

on

Comp

any;

� Ge

orgia

n Ra

ilway

, HS

E Of

ficer

.

� Qu

arter

ly/

seme

strial

re

ports

by

contr

actor

; �

Unex

pecte

d (ra

ndom

) mo

nitor

ing /

inspe

ction

du

ring w

orkin

g ho

urs b

y the

HS

E of

GR.

� Ex

isten

ce of

spec

ial

fence

s;

� Ex

isten

ce of

shee

ting

for ve

hicle

loads

;

� Us

e of w

et me

thods

du

ring d

ry we

ather

; �

Exist

ence

of du

st filt

ers;

� Ex

isten

ce an

d im

pleme

ntatio

n of

the P

ublic

Hea

lth a

nd

Safe

ty Pl

an a

nd

Cons

tructi

on H

ealth

an

d Sa

fety

Plan

.

� Re

ports

on

imple

menta

tion

of th

e Pu

blic H

ealth

an

d Sa

fety

Plan

and

Co

nstru

ction

He

alth

and

Safe

ty Pl

an;

� St

atus

repo

rts

deve

loped

aft

er ea

ch

inspe

ction

;

� Lo

cal

comm

unity

me

mber

s; �

Loca

l mu

nicipa

lity

memb

ers.

� Du

ring t

he fir

st ye

ar

of the

cons

tructi

on

works

, the r

epor

ts on

im

pleme

ntatio

n of

the P

ublic

Hea

lth a

nd

Safe

ty Pl

an a

nd

Cons

tructi

on H

ealth

an

d Sa

fety

Plan

shall

be

prep

ared

on

quar

terly

basis

; du

ring t

he se

cond

an

d thir

d yea

rs,

repo

rts ca

n be

prep

ared

and

subm

itted o

n se

mestr

ial ba

sis;

� Th

e rep

orts

shou

ld be

avail

able

in ca

se

of pu

blic i

ntere

st;

� Th

e fre

quen

cy of

HS

E mo

nitor

ing sh

all

incre

ase i

n cas

e of

rece

ipt of

a co

mplai

nt co

ncer

ning t

he du

st iss

ue.

8.

Noise

ge

nera

ted by

co

nstru

ction

wo

rks.

� De

velop

ment

and i

mplem

entat

ion of

Pu

blic H

ealth

and

Saf

ety P

lan;

� De

velop

ment

and i

mplem

entat

ion of

Co

nstru

ction

Hea

lth a

nd S

afet

y Plan

;

� Si

te eq

uipme

nt on

the c

onstr

uctio

n lot

as

far aw

ay fr

om no

ise-se

nsitiv

e site

s as

poss

ible;

� Co

nstru

ct no

ise ba

rrier

s, su

ch as

tem

pora

ry wa

lls or

piles

of ex

cava

ted

mater

ial, b

etwee

n nois

y acti

vities

and

� De

velop

ment

of qu

arter

ly/ se

mestr

ial

repo

rts by

the

contr

actor

on

imple

menta

tion o

f the

Pub

lic h

ealth

and

Sa

fety

Plan

and

Co

nstru

ction

Hea

lth

and

Safe

ty Pl

an.

Repo

rts w

ill be

su

bmitte

d to G

R;

� Co

ntrac

tor /

Cons

tructi

on

Comp

any;

� Ge

orgia

n Ra

ilway

, HS

E Of

ficer

.

� Qu

arter

ly/

seme

strial

re

ports

by

contr

actor

; �

Unex

pecte

d (ra

ndom

) mo

nitor

ing /

inspe

ction

du

ring w

orkin

g ho

urs b

y the

HS

E of

GR;

� Ex

isten

ce of

noise

ba

rrier

s;

� Us

e spe

cial q

uiet

equip

ment,

such

as

silen

ced a

nd

enclo

sed a

ir co

mpre

ssor

s and

pr

oper

ly wo

rking

mu

fflers

on al

l en

gines

;

� Re

ports

on

imple

menta

tion

of th

ePu

blic

Healt

h an

dSa

fety

Plan

an

dCo

nstru

ction

He

alth

and

Safe

ty Pl

an;

� St

atus

� Th

e fre

quen

cy of

mo

nitor

ing sh

all

incre

ase i

n cas

e of

rece

ipt of

a co

mplai

nt co

ncer

ning t

he no

ise

caus

ed by

co

nstru

ction

wor

ks;

� Du

ring t

he fir

st ye

ar

of the

cons

tructi

on

works

, the r

epor

ts on

im

pleme

ntatio

n of

TB

ILIS

I RA

ILW

AY

BYP

AS

S P

RO

JEC

T E

NV

IRO

NM

EN

TAL

AN

D S

OC

IAL

IMP

AC

T A

SS

ES

SM

EN

T (E

SIA

)

233

Impa

cts

N oCo

nstru

ctio

n ph

ase

Oper

atio

n ph

ase

Meas

ures

for

impa

ct av

oida

nce /

miti

gatio

n / c

ompe

nsat

ion

Moni

torin

g Me

asur

es

Resp

onsib

le pe

rson

/ or

gani

zatio

n

Meas

urem

ent

frequ

ency

/ Mo

nito

ring

sche

dule

Indi

cato

rs

Sour

ce o

f ve

rifica

tion

Com

men

t

noise

-sens

itive r

eceiv

ers;

� Co

nstru

ct wa

lled e

nclos

ures

arou

nd

espe

cially

noisy

activ

ities o

r clus

ters o

f no

isy eq

uipme

nt. F

or ex

ample

, shie

lds

can b

e use

d aro

und p

avem

ent b

reak

ers

and l

oade

d viny

l cur

tains

can b

e dra

ped

unde

r elev

ated s

tructu

res;

� Co

mbine

noisy

oper

ation

s to o

ccur

in

the sa

me tim

e per

iod. T

he to

tal no

ise

level

prod

uced

will

not b

e sign

ifican

tly

grea

ter th

an th

e lev

el pr

oduc

ed if

the

oper

ation

s wer

e per

forme

d sep

arate

ly;

� Av

oid th

e use

of an

impa

ct pil

e driv

er in

no

ise-se

nsitiv

e are

as w

here

poss

ible.

Drille

d pile

s or t

he us

e of a

sonic

or

vibra

tory p

ile dr

iver a

re qu

ieter

alt

erna

tives

whe

re ge

ologic

al co

nditio

ns

perm

it the

ir use

;

� Us

e spe

cial q

uiet e

quipm

ent, s

uch a

s sil

ence

d and

enclo

sed a

ir com

pres

sors

and p

rope

rly w

orkin

g muff

lers o

n all

engin

es;

� Se

lect q

uieter

demo

lition

meth

ods w

here

po

ssibl

e. Fo

r exa

mple,

sawi

ng br

idge

deck

s into

secti

ons t

hat c

an be

load

ed

onto

truck

s res

ults i

n low

er cu

mulat

ive

noise

leve

ls tha

n imp

act d

emoli

tion b

y pa

veme

nt br

eake

rs;

� Av

oid ni

ght-t

ime a

ctivit

ies. S

ensit

ivity

to no

ise in

creas

es du

ring n

ight ti

me ho

urs

in re

siden

tial n

eighb

ourh

oods

. Co

nstru

ction

wor

ks sh

ould

occu

r dur

ing

dayti

me ho

urs (

09:00

– 18

:00);

� Us

e an a

ir con

dition

ing sy

stem

to ma

intain

cabin

temp

eratu

re an

d fre

sh ai

r ins

ide so

that

wind

ows c

an re

main

close

d, lim

iting o

utside

noise

.

� Vi

sual

inspe

ction

of

the co

nstru

ction

area

an

d the

adjac

ent

territo

ries b

y GR

HSE;

� Int

ervie

ws w

ith

repr

esen

tative

s of

the lo

cal c

ommu

nity

memb

ers a

nd

munic

ipaliti

es by

GR

HSE;

�

Cond

uctio

n of n

oise

meas

urem

ents

(afte

r re

ceivi

ng a

griev

ance

) by t

he

Geor

gian R

ailwa

y.

� Qu

arter

ly ins

pecti

ons i

n the

first

year

of

cons

tructi

on,

then s

emes

trial

monit

oring

by

HSE

of GR

; �

Cond

uctio

n of

noise

me

asur

emen

ts (a

fter r

eceiv

ing

a grie

vanc

e by

the G

eorg

ian

Railw

ay.

� Co

mplai

nts fr

om

local

comm

unity

me

mber

s and

loca

l mu

nicipa

lity

memb

ers;

� Le

vel o

f nois

e and

vib

ratio

n; �

Exist

ence

and

imple

menta

tion o

f the

Pub

lic h

ealth

and

Sa

fety

Plan

and

Co

nstru

ction

Hea

lth

and

Safe

ty Pl

an.

repo

rts

deve

loped

aft

er ea

ch

inspe

ction

;

� Lo

cal

comm

unity

me

mber

s; �

Loca

l mu

nicipa

lity

memb

ers

the P

ublic

Hea

lth a

nd

Safe

ty Pl

an a

nd

Cons

tructi

on H

ealth

an

d Sa

fety

Plan

shall

be

prep

ared

on

quar

terly

basis

; du

ring t

he se

cond

an

d thir

d yea

rs,

repo

rts ca

n be

prep

ared

and

subm

itted o

n se

mestr

ial ba

sis;

� Th

e rep

orts

shou

ld be

avail

able

in ca

se

of pu

blic i

ntere

st;

� At

pres

ent, G

R en

viron

menta

l de

partm

ent d

oes n

ot ha

ve th

e vibr

ation

me

asur

emen

t de

vices

, GR

shou

ld pu

rchas

e the

se

equip

ment

and

ensu

re th

at sta

ff of

this d

epar

tmen

t are

tra

ined a

dequ

ately;

� Ad

dition

al mi

tigati

on

meas

ures

on no

ise

caus

ed by

co

nstru

ction

wor

ks

are i

denti

fied i

n Ch

apter

6.1.7

– Im

pacts

of N

oise a

nd

Vibr

ation

.

TB

ILIS

I RA

ILW

AY

BYP

AS

S P

RO

JEC

T E

NV

IRO

NM

EN

TAL

AN

D S

OC

IAL

IMP

AC

T A

SS

ES

SM

EN

T (E

SIA

)

234

Impa

cts

N oCo

nstru

ctio

n ph

ase

Oper

atio

n ph

ase

Meas

ures

for

impa

ct av

oida

nce /

miti

gatio

n / c

ompe

nsat

ion

Moni

torin

g Me

asur

es

Resp

onsib

le pe

rson

/ or

gani

zatio

n

Meas

urem

ent

frequ

ency

/ Mo

nito

ring

sche

dule

Indi

cato

rs

Sour

ce o

f ve

rifica

tion

Com

men

t

9.

Vibr

ation

from

mo

veme

nt of

heav

y eq

uipme

nt on

ex

isting

road

s.

� De

velop

ment

and i

mplem

entat

ion of

Pu

blic H

ealth

and

Saf

ety P

lan;

� De

velop

ment

and i

mplem

entat

ion of

Co

nstru

ction

Hea

lth a

nd S

afet

y Plan

;

� De

velop

men

t and

imple

menta

tion o

fCo

nstru

ction

Tra

ffic A

ction

Plan

;

� Re

-routi

ng tr

uck t

raffic

away

from

re

siden

tial s

treets

, if po

ssibl

e;

� Se

lectio

n of r

oads

with

fewe

st ho

mes i

f no

alter

nativ

es ar

e ava

ilable

; �

Deve

lopm

ent a

nd la

unch

of G

rieva

nce

Mec

hanis

m.

� De

velop

ment

of qu

arter

ly/ se

mestr

ial

repo

rts by

the

contr

actor

on

imple

menta

tion o

f the

Pub

lic H

ealth

and

Sa

fety

Plan

, Co

nstru

ction

Hea

lth

and

Safe

ty Pl

an an

d Co

nstru

ction

Tra

ffic

Actio

n Pl

an;

� Vi

sual

inspe

ction

of

the co

nstru

ction

area

an

d the

adjac

ent

territo

ries b

y GR

HSE;

� Co

nduc

tion o

f vib

ratio

n me

asur

emen

ts (a

fter

rece

iving

a gr

ievan

ce) b

y the

Ge

orgia

n Rail

way.

� Co

nstru

ction

co

mpan

y /

contr

actor

; �

Geor

gian

Railw

ay H

SE

Offic

er.

� Qu

arter

ly/

seme

strial

re

ports

by

contr

actor

; �

Unex

pecte

d (ra

ndom

) mo

nitor

ing

� ins

pecti

on of

the

track

s; �

Comp

laints

from

loc

al co

mmun

ity

memb

ers a

nd/or

loc

al mu

nicipa

lity

memb

ers;

� Ex

isten

ce an

d im

pleme

ntatio

n of

the P

ublic

Hea

lth a

nd

Safe

ty Pl

an,

Cons

tructi

on H

ealth

an

d Sa

fety

Plan

and

Cons

tructi

on T

raffic

Ac

tion

Plan

.

� Re

ports

on

imple

menta

tion

of th

e Pu

blic

Healt

h an

d Sa

fety

Plan

, Co

nstru

ction

He

alth

and

Safe

ty Pl

an

and

Cons

tructi

on

Traf

fic A

ction

Pl

an;

� St

atus

repo

rts

deve

loped

aft

er ea

ch

inspe

ction

;

� Lo

cal

comm

unity

me

mber

s; �

Loca

l mu

nicipa

lity

memb

ers.

� Th

e fre

quen

cy of

mo

nitor

ing sh

all

incre

ase i

n cas

e of

rece

ipt of

a co

mplai

nt co

ncer

ning v

ibrati

on

from

move

ment

of he

avy e

quipm

ent o

n ex

isting

road

s;

� At

pres

ent, G

R en

viron

menta

l de

partm

ent d

oes n

ot ha

ve th

e vibr

ation

me

asur

emen

t de

vices

, GR

shou

ld pu

rchas

e the

se

equip

ment

and

ensu

re th

at re

levan

t sta

ff of th

is de

partm

ent a

re

traine

d ade

quate

ly;

� Du

ring t

he fir

st ye

ar

of the

cons

tructi

on

works

, the r

epor

ts on

im

pleme

ntatio

n of

the P

ublic

Hea

lth a

nd

Safe

ty Pl

an,

Cons

tructi

on H

ealth

an

d Sa

fety

Plan

and

Cons

tructi

on T

raffic

Ac

tion

Plan

shall

be

prep

ared

on

quar

terly

basis

; du

ring t

he se

cond

an

d thir

d yea

rs,

repo

rts ca

n be

prep

ared

and

subm

itted o

n se

mestr

ial ba

sis;

� Th

e rep

orts

shou

ld be

avail

able

in ca

se

TB

ILIS

I RA

ILW

AY

BYP

AS

S P

RO

JEC

T E

NV

IRO

NM

EN

TAL

AN

D S

OC

IAL

IMP

AC

T A

SS

ES

SM

EN

T (E

SIA

)

235

Impa

cts

N oCo

nstru

ctio

n ph

ase

Oper

atio

n ph

ase

Meas

ures

for

impa

ct av

oida

nce /

miti

gatio

n / c

ompe

nsat

ion

Moni

torin

g Me

asur

es

Resp

onsib

le pe

rson

/ or

gani

zatio

n

Meas

urem

ent

frequ

ency

/ Mo

nito

ring

sche

dule

Indi

cato

rs

Sour

ce o

f ve

rifica

tion

Com

men

t

of pu

blic i

ntere

st;

� Ad

dition

al mi

tigati

on

meas

ures

on

vibra

tion c

ause

d by

cons

tructi

on w

orks

ar

e ide

ntifie

d in

Chap

ter 6.

1.7 –

Impa

cts of

Nois

e and

Vi

brati

on.

10.

Loca

l co

mmun

ity

memb

ers’

accid

ents

durin

g co

nstru

ction

wo

rks.

Safet

y of

pede

strian

s /

local

publi

c ac

ciden

ts.

� De

velop

ment

and i

mplem

entat

ion of

Pu

blic H

ealth

and

Saf

ety P

lan;

� Th

e con

struc

tion a

rea s

hould

be is

olated

wi

th sp

ecial

fenc

es fr

om se

ttled a

reas

;

� Cl

ear s

igns s

hould

be po

sted a

t the

entra

nce t

o the

cons

tructi

on ar

ea;

� In

orde

r to r

educ

e risk

s of p

ublic

ac

ciden

ts on

the p

laces

of lo

cal ro

ads

cross

ing sh

ould

be de

velop

ed

unde

rpas

ses o

r leve

l cro

ssing

s and

the

se st

ructu

res s

hould

be de

velop

ed

base

d on t

he co

nsult

ation

s with

the

publi

c and

repr

esen

tative

s of lo

cal

gove

rnme

nt;

� Po

sting

of cl

ear a

nd vi

sible

warn

ing

signs

at po

tentia

l poin

ts of

entry

to tr

ack

area

s;

� Ins

tallat

ion of

fenc

ing or

othe

r bar

riers

at sta

tion e

nds a

nd ot

her lo

catio

ns to

pr

even

t acc

ess t

o tra

cks b

y un

autho

rized

perso

ns;

� Pr

ovisi

on of

infor

matio

n to l

ocal

publi

c on

the r

isks o

f tres

pass

ing;

� De

sign s

tation

s in s

uch a

way

to en

sure

tha

t the a

uthor

ized r

oute

is sa

fe, cl

early

ind

icated

and e

asy t

o use

;

� De

velop

ment

of qu

arter

ly/ se

mestr

ial

repo

rts by

the

contr

actor

on

imple

menta

tion o

f the

Pub

lic H

ealth

and

Sa

fety

Plan

;

� Si

te vis

its an

d ins

pecti

ons;

� Int

ervie

ws w

ith

repr

esen

tative

s of

local

comm

unity

me

mber

s and

mu

nicipa

lities

.

� Co

ntrac

tor /

Cons

tructi

on

Comp

any;

�

Geor

gian

Railw

ay,

Liaiso

n Of

ficer

tog

ether

with

the

HSE

Of

ficer

.

� Qu

arter

ly/

seme

strial

re

ports

by th

e co

ntrac

tor;

� Qu

arter

ly ins

pecti

ons i

n the

first

year

of

cons

tructi

on,

then s

emes

trial

monit

oring

.

� Nu

mber

of ac

ciden

ts;

� Ex

isten

ce an

d im

pleme

ntatio

n of

the P

ublic

Hea

lth a

nd

Safe

ty Pl

an.

� Re

ports

on

imple

menta

tion

of th

e Pu

blic

Healt

h an

d Sa

fety

Plan

;

� St

atus

repo

rts

deve

loped

aft

er ea

ch

inspe

ction

;

� Lo

cal

comm

unity

me

mber

s; �

Loca

l mu

nicipa

lity

memb

ers.

� Th

e fre

quen

cy of

mo

nitor

ing sh

all

incre

ase i

n cas

e of

rece

ipt of

a co

mplai

nt fro

m the

publi

c abo

ut pe

destr

ian ac

ciden

ts;

� Du

ring t

he fir

st ye

ar

of the

cons

tructi

on

works

, the r

epor

ts on

im

pleme

ntatio

n of

the P

ublic

hea

lth a

nd

Safe

ty Pl

an sh

all be

pr

epar

ed on

qu

arter

ly ba

sis;

durin

g the

seco

nd

and t

hird y

ears,

re

ports

can b

e pr

epar

ed an

d su

bmitte

d on

seme

strial

basis

;

� Th

e rep

orts

shou

ld be

avail

able

in ca

se

of pu

blic i

ntere

st.

TB

ILIS

I RA

ILW

AY

BYP

AS

S P

RO

JEC

T E

NV

IRO

NM

EN

TAL

AN

D S

OC

IAL

IMP

AC

T A

SS

ES

SM

EN

T (E

SIA

)

236

Impa

cts

N oCo

nstru

ctio

n ph

ase

Oper

atio

n ph

ase

Meas

ures

for

impa

ct av

oida

nce /

miti

gatio

n / c

ompe

nsat

ion

Moni

torin

g Me

asur

es

Resp

onsib

le pe

rson

/ or

gani

zatio

n

Meas

urem

ent

frequ

ency

/ Mo

nito

ring

sche

dule

Indi

cato

rs

Sour

ce o

f ve

rifica

tion

Com

men

t

11.

Wor

ker’s

mi

sbeh

avior

/ so

cio-cu

ltura

l dif

feren

ces /

co

nflict

s if

migr

ant

worke

rs en

ter

the ar

ea.

� De

velop

ment

and i

mplem

entat

ion of

W

orke

rs Co

de of

Con

duct

togeth

er w

ith

the C

ommu

nity L

iaiso

n Plan

(the

Cod

e sh

all co

ver m

ain ru

les of

inter

actio

n with

loc

al co

mmun

ity; r

ules o

f con

duct

while

co

nflict

situa

tions

; emp

hasiz

ing cu

ltura

l ch

arac

terist

ics of

the l

ocal

comm

unitie

s if m

igran

ts fro

m dif

feren

t cult

ures

enter

the

area

);

� Es

tablis

hmen

t and

laun

ch of

a Gr

ievan

ce an

d Com

plaint

Mec

hanis

m;

� Tr

aining

of w

orke

rs to

ensu

re th

at wo

rkers

beha

vior is

acco

rding

to th

e De

velop

ed W

orke

rs Co

de of

Con

duct;

�

Enco

urag

emen

t of h

iring l

ocal

comm

unity

mem

bers.

� Int

ervie

ws w

ith lo

cal

comm

unity

and

munic

ipality

me

mber

s by L

O of

GR;

� Vi

sual

obse

rvatio

n of

worke

r beh

avior

by

LO of

GR.

� Co

ntrac

tor /

Cons

tructi

on

Comp

any ;

� Ge

orgia

n Ra

ilway

, Lia

ison

Offic

er.

� Un

expe

cted

(rand

om)

monit

oring

by

GR.

� Nu

mber

of

griev

ance

s fro

m loc

al co

mmun

ity

memb

ers;

� Nu

mber

of tr

aining

s; �

Numb

er of

train

ees;

� Ex

isten

ce an

d im

pleme

ntatio

n of

the W

orke

rs Co

de of

Co

nduc

t toge

ther

with

the C

ommu

nity

Liaiso

n Plan

.

� Re

ports

on

imple

menta

tion

of th

e co

nstru

ction

sit

e ma

nage

ment

plan;

� St

atus

repo

rts

deve

loped

aft

er ea

ch

inspe

ction

; �

Loca

l co

mmun

ity

memb

ers.

� Th

e fre

quen

cy of

mo

nitor

ing sh

all

incre

ase i

n cas

e of

rece

ipt of

a co

mplai

nt co

ncer

ning t

he

worke

r misb

ehav

ior

or co

nflict

s with

loca

l co

mmun

ity

memb

ers.

12.

Dise

ases

as

socia

ted w

ith

the ar

rival

of tem

pora

ry lab

our in

the

area

.

� De

velop

ment

and i

mplem

entat

ion of

Pu

blic h

ealth

and

Saf

ety P

lan;

� GR

will

identi

fy tho

se co

mmun

icable

dis

ease

s tha

t cou

ld be

tran

smitte

d by

the w

orkfo

rce. A

ction

plan

s sho

uld be

de

velop

ed, w

here

appli

cable

, to pr

even

t or

mini

mize

the p

otenti

al ex

posu

re of

dis

ease

s; �

GR sh

ould

ensu

re th

roug

h con

tractu

al co

nditio

ns th

at co

ntrac

tors a

nd

subc

ontra

cts sh

ould

cond

uct m

edica

l ch

eck-u

p of th

e lab

our f

orce

befor

e hir

ing th

em.

� Int

ervie

ws w

ith

repr

esen

tative

s of

the lo

cal

comm

unitie

s, loc

al mu

nicipa

lities

and

medic

al ins

titutio

ns

at the

site.

� Co

ntrac

tor /

Cons

tructi

on

Comp

any;

� Ge

orgia

n Ra

ilway

, Lia

ison

Offic

er

togeth

er w

ith

the H

SE

Offic

er.

� Qu

arter

ly ins

pecti

ons i

n the

first

year

of

cons

tructi

on,

then s

emes

trial

monit

oring

.

� Nu

mber

of di

seas

es

in the

terri

tories

ad

jacen

t to th

e co

nstru

ction

area

aft

er th

e star

t of

cons

tructi

on w

orks

. Da

ta wi

ll be a

vaila

ble

at the

loca

l mu

nicipa

lities

.

� Lo

cal

comm

unity

me

mber

s;

� Lo

cal

munic

ipality

me

mber

s; �

Medic

al ins

titutio

ns at

the

site.

� Th

e fre

quen

cy of

mo

nitor

ing sh

all

incre

ase i

n cas

e of

rece

ipt of

a co

mplai

nt co

ncer

ning d

iseas

es

asso

ciated

with

the

arriv

al of

tempo

rary

labou

r in th

e are

a; �

The i

nspe

ction

re

ports

shou

ld be

av

ailab

le in

case

of

publi

c inte

rest.

13.

Poss

ible

epizo

otolog

ical

impa

ct / r

isk of

ac

tivati

on of

bu

rials

and

outbr

eak o

f inf

ectio

us

Cond

uctio

n of p

relim

inary

epizo

otolog

ical

rese

arch

durin

g pro

ject d

esign

ing pr

ior to

co

nstru

ction

in su

spec

ted ar

eas –

on th

e ter

ritorie

s of p

rese

nt an

d aba

ndon

ed fa

rms,

stable

s, pa

sture

s, ro

utes f

or liv

estoc

k dr

iving

, etc.

in th

e villa

ges Z

ahes

i, Glda

ni,

Mamk

oda,

Lenin

isi an

d Pata

ra Li

lo, w

hich

will a

llow

cond

uctio

n of p

reve

ntive

and

� Th

e sys

tem of

lan

dsca

pe-

epizo

otolog

ical

monit

oring

cons

iders

launc

h of a

tra

nsmi

ssibl

e dis

ease

mon

itorin

g sy

stem,

� Ge

orgia

n Ra

ilway

, Lia

ison

Offic

er

togeth

er w

ith

the H

SE

Offic

er

� Pr

ior to

the

cons

tructi

on

works

.

� Ou

tbrea

k of

infec

tious

dise

ases

on

the t

errito

ries

adjac

ent to

the

cons

tructi

on ar

ea

after

the s

tart o

f co

nstru

ction

wor

ks

� St

atus

repo

rts

deve

loped

aft

er ea

ch

inspe

ction

by

GR;

� Lo

cal

� Th

e fre

quen

cy of

mo

nitor

ing sh

all

incre

ase i

n cas

e of

rece

ipt of

a co

mplai

nt fro

m loc

al co

mmun

ity

memb

ers a

nd

institu

tions

abou

t the

TB

ILIS

I RA

ILW

AY

BYP

AS

S P

RO

JEC

T E

NV

IRO

NM

EN

TAL

AN

D S

OC

IAL

IMP

AC

T A

SS

ES

SM

EN

T (E

SIA

)

237

Impa

cts

N oCo

nstru

ctio

n ph

ase

Oper

atio

n ph

ase

Meas

ures

for

impa

ct av

oida

nce /

miti

gatio

n / c

ompe

nsat

ion

Moni

torin

g Me

asur

es

Resp

onsib

le pe

rson

/ or

gani

zatio

n

Meas

urem

ent

frequ

ency

/ Mo

nito

ring

sche

dule

Indi

cato

rs

Sour

ce o

f ve

rifica

tion

Com

men

t

disea

ses.

mitig

ation

mea

sure

s. im

pleme

ntatio

n of

veter

inary-

sanit

ation

tre

atmen

t mea

sure

s an

d stud

ying o

f dis

ease

tran

smitte

r ins

ects

and t

icks

togeth

er w

ith th

e re

levan

t ser

vice o

f the

Mini

stry o

f Ag

ricult

ure o

f Ge

orgia

prior

to

imple

menta

tion o

f co

nstru

ction

wor

k, at

the in

itial s

tage o

f the

cons

tructi

on w

orks

an

d late

r at th

e op

erati

on st

age (

with

less i

ntens

ity);

�

Inter

views

with

re

pres

entat

ives o

f the

loca

l co

mmun

ities,

local

munic

ipaliti

es an

d me

dical

institu

tions

at

the si

te.

comm

unity

an

d mu

nicipa

lity

memb

ers;

� Me

dical

institu

tions

on

the s

ite;

� Mi

nistry

of

Labo

ur,

Healt

h and

So

cial A

ffairs

of

Geor

gia.

outbr

eak o

f dise

ases

; �

The r

epor

ts sh

ould

be av

ailab

le in

case

of

publi

c inte

rest.

14.

Inade

quate

wo

rkplac

e co

nditio

ns fo

r wo

rkers

� De

velop

ment

and I

mplem

entat

ion of

Socia

l Fac

ilities

and

Ser

vices

Plan

for

prov

ision

of sa

nitati

on, s

ocial

and

medic

al fac

ilities

and s

ervic

es; w

orke

rs ac

comm

odati

on an

d tra

nspo

rt;

� Th

e wor

kplac

e con

dition

s sho

uld be

co

mply

with

the P

R 2:

Labo

ur an

d W

orkin

g Con

dition

s of E

BRD

Envir

onme

ntal a

nd S

ocial

Poli

cy an

d Int

erna

tiona

l Lab

our O

rgan

izatio

n (ILO

) co

re la

bour

stan

dard

s;

� Th

e wor

kers

shou

ld ha

ve:

o sa

fe pr

emise

s - su

rface

s, str

uctur

es

and i

nstal

lation

s sho

uld be

easy

to

� Ins

pecti

on of

the

worke

rswo

rkplac

e co

nditio

ns.

� Co

ntrac

tor /

Cons

tructi

on

Comp

any;

� Ge

orgia

n Ra

ilway

, Lia

ison

Offic

er.

� Un

expe

cted

(rand

om)

monit

oring

.

� Co

mplia

nce o

f wo

rking

cond

itions

wi

th the

PR

2: La

bour

and W

orkin

g Co

nditio

ns of

EBR

D En

viron

menta

l and

So

cial P

olicy

and

Inter

natio

nal L

abou

r Or

ganiz

ation

(ILO

) co

re la

bour

sta

ndar

ds;

� Co

mplia

nce o

f wo

rking

cond

itions

wi

th La

bour

Cod

e of

Geor

gia 31

32-1

s

� St

atus

repo

rts

deve

loped

aft

er ea

ch

inspe

ction

; �

Wor

kers.

� Th

e fre

quen

cy of

mo

nitor

ing sh

all

incre

ase i

n cas

e of

rece

ipt of

a co

mplai

nt fro

m the

wor

kers

on

inade

quate

wo

rkplac

e con

dition

s thr

ough

oper

ation

of

the gr

ievan

ce

mech

anism

s for

wo

rkers;

� Du

ring t

he fir

st ye

ar

of the

cons

tructi

on

works

, the r

epor

ts on

im

pleme

ntatio

n of

TB

ILIS

I RA

ILW

AY

BYP

AS

S P

RO

JEC

T E

NV

IRO

NM

EN

TAL

AN

D S

OC

IAL

IMP

AC

T A

SS

ES

SM

EN

T (E

SIA

)

238

Impa

cts

N oCo

nstru

ctio

n ph

ase

Oper

atio

n ph

ase

Meas

ures

for

impa

ct av

oida

nce /

miti

gatio

n / c

ompe

nsat

ion

Moni

torin

g Me

asur

es

Resp

onsib

le pe

rson

/ or

gani

zatio

n

Meas

urem

ent

frequ

ency

/ Mo

nito

ring

sche

dule

Indi

cato

rs

Sour

ce o

f ve

rifica

tion

Com

men

t

clean

and m

aintai

n, an

d not

allow

for

the ac

cumu

lation

of ha

zard

ous

comp

ound

s. Bu

ilding

s sho

uld be

str

uctur

ally s

afe, p

rovid

e app

ropr

iate

prote

ction

again

st the

clim

ate, a

nd

have

acce

ptable

light

and n

oise

cond

itions

; o

safe

mach

inery

and m

ateria

ls;

o sa

fe sy

stems

of w

ork;

o inf

orma

tion,

instru

ction

, train

ing an

d su

pervi

sion;

o a s

uitab

le wo

rking

envir

onme

nt an

d fac

ilities

(tha

t mea

ns th

e wor

kplac

e sh

ould

be eq

uippe

d with

lava

tories

an

d sho

wers,

potab

le wa

ter su

pply,

cle

an ea

ting a

rea)

; o

acce

ss to

first

aid.

� Th

e wor

kplac

e sho

uld be

desig

ned t

o pr

even

t the s

tart o

f fire

s thr

ough

the

imple

menta

tion o

f fire

code

s app

licab

le to

indus

trial s

etting

s. Ot

her e

ssen

tial

meas

ures

in te

rms o

f fire

prec

autio

ns

includ

e: o

Equip

ping f

acilit

ies w

ith fir

e de

tector

s, ala

rm sy

stems

, and

fire-

fighti

ng eq

uipme

nt. T

he eq

uipme

nt sh

ould

be m

aintai

ned i

n goo

d wo

rking

orde

r and

be re

adily

ac

cess

ible.

It sho

uld be

adeq

uate

for

the di

mens

ions a

nd us

e of th

e pr

emise

s, eq

uipme

nt ins

talled

, ph

ysica

l and

chem

ical p

rope

rties o

f su

bstan

ces p

rese

nt, an

d the

ma

ximum

numb

er of

peop

le pr

esen

t; o

Prov

ision

of m

anua

l fire

fighti

ng

equip

ment

that is

easil

y acc

essib

le an

d sim

ple to

use.

� Fir

e and

emer

genc

y alar

m sy

stems

that

(May

25, 2

006)

and

Sanit

ary C

ode o

f Ge

orgia

(May

8,

2003

);

� Nu

mber

of tr

aining

s; �

Numb

er of

train

ees.

the S

ocial

Fac

ilities

an

d Se

rvice

s Plan

sh

all be

prep

ared

on

quar

terly

basis

; du

ring t

he se

cond

an

d thir

d yea

rs,

repo

rts ca

n be

prep

ared

and

subm

itted o

n se

mestr

ial ba

sis;

� Th

e rep

orts

shou

ld be

avail

able

in ca

se

of pu

blic i

ntere

st.

TB

ILIS

I RA

ILW

AY

BYP

AS

S P

RO

JEC

T E

NV

IRO

NM

EN

TAL

AN

D S

OC

IAL

IMP

AC

T A

SS

ES

SM

EN

T (E

SIA

)

239

Impa

cts

N oCo

nstru

ctio

n ph

ase

Oper

atio

n ph

ase

Meas

ures

for

impa

ct av

oida

nce /

miti

gatio

n / c

ompe

nsat

ion

Moni

torin

g Me

asur

es

Resp

onsib

le pe

rson

/ or

gani

zatio

n

Meas

urem

ent

frequ

ency

/ Mo

nito

ring

sche

dule

Indi

cato

rs

Sour

ce o

f ve

rifica

tion

Com

men

t

are b

oth au

dible

and v

isible

. The

IFC

Life a

nd F

ire S

afety

Guide

line s

hould

ap

ply to

build

ings a

cces

sible

to the

pu

blic;

� De

velop

ment

of W

orke

rs Gr

ievan

ce

Mech

anism

.

15.

Unfai

r co

ntrac

tual

cond

itions

� GR

railw

ay w

hile c

ontra

cting

the

contr

actor

shou

ld:

o as

certa

in tha

t thes

e con

tracto

rs ar

e re

putab

le an

d leg

itimate

enter

prise

s; o

requ

ire th

at the

y app

ly the

re

quire

ments

state

d in t

he

para

grap

hs 6

to 16

and 1

8 to t

he P

R 2:

Labo

ur an

d Wor

king C

ondit

ions o

f EB

RD E

nviro

nmen

tal an

d Soc

ial

Polic

y.

� GR

will

includ

e con

tractu

al ob

ligati

ons

refer

ring t

o Inte

rnati

onal

Labo

ur

Orga

nizati

on (I

LO) c

ore l

abou

r sta

ndar

ds fo

r con

tracto

rs an

d su

bcon

tracto

rs an

d con

struc

tion s

upply

ch

ain fo

r impo

rtant

items

(e.g.

conc

rete

sleep

ers).

GR

will o

blige

contr

actor

s and

su

bcon

tracto

rs to

comp

ly wi

th:

o na

tiona

l labo

ur, s

ocial

secu

rity an

d oc

cupa

tiona

l hea

lth an

d safe

ty law

s (S

anita

ry Co

de of

Geo

rgia

may 8

, 20

03),

and

o the

princ

iples

and s

tanda

rds

embo

died i

n ILO

relat

ed to

: e)

the

aboli

tion o

f chil

dren

labo

ur;

f) the

elim

inatio

n of fo

rced l

abou

r; g)

the

elim

inatio

n of d

iscrim

inatio

n re

lated

to em

ploym

ent;

h)

the fr

eedo

m of

asso

ciatio

n and

co

llecti

ve ba

rgain

ing;

� Int

ervie

ws w

ith

worke

rs;

� Ins

pecti

on of

the

worke

rswo

rkplac

e co

nditio

ns.

� Co

ntrac

tor /

Cons

tructi

on

Comp

any;

� Ge

orgia

n Ra

ilway

, Lia

ison

Offic

er.

� Un

expe

cted

(rand

om)

monit

oring

.

� Co

mplia

nce o

f wo

rking

cond

itions

wi

th the

PR

2: La

bour

and W

orkin

g Co

nditio

ns of

EBR

D En

viron

menta

l and

So

cial P

olicy

and

Inter

natio

nal L

abou

r Or

ganiz

ation

(ILO

) co

re la

bour

sta

ndar

ds;

� Co

mplia

nce o

f wo

rking

cond

itions

wi

th La

bour

Cod

e of

Geor

gia 31

32-1

s (M

ay 25

, 200

6) an

d Sa

nitar

y Cod

e of

Geor

gia (M

ay 8,

20

03).

� St

atus

repo

rts

deve

loped

aft

er ea

ch

inspe

ction

; �

Wor

kers.

� Th

e fre

quen

cy of

mo

nitor

ing sh

all

incre

ase i

n cas

e of

rece

ipt of

a co

mplai

nt fro

m the

wor

kers

on

unfai

r con

tractu

al co

nditio

ns;

� Th

e rep

orts

shou

ld be

avail

able

in ca

se

of pu

blic i

ntere

st.

TB

ILIS

I RA

ILW

AY

BYP

AS

S P

RO

JEC

T E

NV

IRO

NM

EN

TAL

AN

D S

OC

IAL

IMP

AC

T A

SS

ES

SM

EN

T (E

SIA

)

240

Impa

cts

N oCo

nstru

ctio

n ph

ase

Oper

atio

n ph

ase

Meas

ures

for

impa

ct av

oida

nce /

miti

gatio

n / c

ompe

nsat

ion

Moni

torin

g Me

asur

es

Resp

onsib

le pe

rson

/ or

gani

zatio

n

Meas

urem

ent

frequ

ency

/ Mo

nito

ring

sche

dule

Indi

cato

rs

Sour

ce o

f ve

rifica

tion

Com

men

t

� GR

will

oblig

e con

tracto

rs an

d su

bcon

tracto

rs tha

t wag

es, b

enefi

ts an

d co

nditio

ns of

wor

k are

comp

arab

le to

those

offer

ed by

equiv

alent

emplo

yers

in the

same

regio

n of th

at co

untry

and

secto

r.

� Th

e dev

elopm

ent o

f grie

vanc

e me

chan

isms f

or w

orke

rs sh

ould

be

ensu

red i

n ord

er to

raise

reas

onab

le co

ncer

ns re

gard

ing w

ork c

ondit

ions;

� Re

gular

audit

ing an

d mon

itorin

g of

contr

actor

s and

subc

ontra

ctors

by G

R.

16.

Nega

tive

impa

cts fr

om

the us

e of

unsa

fe co

nstru

ction

ma

terial

s and

mi

strea

tmen

t of

the un

safe

and

haza

rdou

s ma

terial

s du

ring t

he

demo

lishin

g of

the bu

ilding

s on

the co

nstru

ction

ar

ea an

d ra

ilway

inf

rastr

uctur

e on

the e

xistin

g Tb

ilisi C

entra

l Ra

ilway

St

ation

.

� De

velop

ment

and i

mplem

entat

ion of

Co

nstru

ction

Hea

lth a

nd S

afet

y Plan

;

� De

velop

ment

and i

mplem

entat

ion of

Cons

tructi

on W

aste

Man

agem

ent P

lan;

� GR

will

oblig

e con

tracto

rs thr

ough

co

ntrac

tual o

bliga

tions

to en

sure

that

durin

g con

struc

tion w

orks

only

those

ma

terial

s tha

t are

harm

less f

or th

e hu

man h

ealth

will

be us

ed;

� GR

will

oblig

e con

tracto

rs thr

ough

co

ntrac

tual o

bliga

tions

to en

sure

that

unsa

fe ma

terial

s tha

t are

iden

tified

whe

n bu

ilding

s are

demo

lishe

d dur

ing pr

oject

imple

menta

tion w

ill be

trea

ted ac

cord

ing

to EU

guide

lines

((Th

e Con

struc

tion

Prod

ucts

Dire

ctive

(Cou

ncil D

irecti

ve

89/10

6/EEC

); Th

e Mar

ketin

g and

Use

of

Certa

in Da

nger

ous S

ubsta

nces

and

Prep

arati

ons (

Azoc

olour

ants)

(Cou

ncil

Dire

ctive

2002

/61/E

C);

� Sp

ecial

emph

asis

shou

ld be

paid

to the

de

molis

hing o

f woo

den s

leepe

rs so

aked

in

creos

ote (t

he ru

les of

their

de

molis

hmen

t and

disp

osal

are g

iven i

n de

tailed

in th

e sec

tion W

aste

Gene

ratio

n

� De

velop

ment

of qu

arter

ly/ se

mestr

ial

repo

rts by

the

contr

actor

on

imple

menta

tion o

f the

Con

struc

tion

healt

h and

Safe

ty Pl

an an

d Co

nstru

ction

Was

te

Man

agem

ent P

lan;

� Int

ervie

ws w

ith

worke

rs, lo

cal

comm

unity

me

mber

s.

� Co

ntrac

tor /

Cons

tructi

on

Comp

any;

�

Geor

gian

Railw

ay,

HSE

Offic

er.

� Qu

arter

ly/

seme

strial

re

ports

by th

e co

ntrac

tor;

� Un

expe

cted

inter

views

.

� Co

mplia

nce w

ith

Geor

gian l

egisl

ation

an

d EU

guide

lines

.

� Re

ports

on

imple

menta

tion

of th

e Co

nstru

ction

he

alth a

nd

Safet

y Plan

an

d Co

nstru

ction

W

aste

Man

agem

ent

Plan

;

� St

atus

repo

rts

deve

loped

aft

er ea

ch

inspe

ction

; �

Wor

kers.

� Du

ring t

he fir

st ye

ar

of the

cons

tructi

on

works

, the r

epor

ts on

im

pleme

ntatio

n of

the C

onstr

uctio

n he

alth a

nd S

afety

Plan

and

Cons

tructi

on W

aste

M

anag

emen

t Plan

sh

all be

prep

ared

on

quar

terly

basis

; du

ring t

he se

cond

an

d thir

d yea

rs,

repo

rts ca

n be

prep

ared

and

subm

itted o

n se

mestr

ial ba

sis;

� Th

e rep

orts

shou

ld be

avail

able

in ca

se

of pu

blic i

ntere

st .

TB

ILIS

I RA

ILW

AY

BYP

AS

S P

RO

JEC

T E

NV

IRO

NM

EN

TAL

AN

D S

OC

IAL

IMP

AC

T A

SS

ES

SM

EN

T (E

SIA

)

241

Impa

cts

N oCo

nstru

ctio

n ph

ase

Oper

atio

n ph

ase

Meas

ures

for

impa

ct av

oida

nce /

miti

gatio

n / c

ompe

nsat

ion

Moni

torin

g Me

asur

es

Resp

onsib

le pe

rson

/ or

gani

zatio

n

Meas

urem

ent

frequ

ency

/ Mo

nito

ring

sche

dule

Indi

cato

rs

Sour

ce o

f ve

rifica

tion

Com

men

t

and M

anag

emen

t.

17.

Wor

ker

accid

ents.

Geor

gian

Railw

ay w

orke

r ac

ciden

ts.

� De

velop

ment

of Em

erge

ncy

Prep

ared

ness

Plan

for a

ccide

nts

resp

onse

for t

he co

nstru

ction

stag

e;

� De

velop

ment

and i

mplem

entat

ion of

Cons

tructi

on h

ealth

and

Saf

ety P

lan;

� GR

will

oblig

e con

tracto

rs thr

ough

co

ntrac

tual o

bliga

tions

to pr

ovide

all

nece

ssar

y tra

ining

s and

infor

matio

n on

safet

y iss

ues t

o the

wor

kers;

� GR

will

deve

lop an

d imp

lemen

t a sa

fety

prog

ram

that m

eets

inter

natio

nal n

orms

, an

d will

ensu

re th

at ev

ery m

anag

er an

d wo

rker r

eceiv

es tr

aining

befor

e the

y pe

rform

any w

ork o

n the

line,

and a

re

prov

ided r

efres

her t

raini

ng at

leas

t eve

ry ye

ar th

erea

fter.

This

appli

es to

tem

pora

ry wo

rkers

as w

ell;

� In

orde

r to m

inimi

ze th

e risk

of w

orke

r ac

ciden

ts fol

lowing

mea

sure

s sho

uld be

im

pleme

nted:

o Tr

ain w

orke

rs in

perso

nal tr

ack

safet

y pro

cedu

res;

o Bl

ock t

rain

traffic

on lin

es w

here

ma

inten

ance

is oc

curri

ng (g

reen

zo

ne w

orkin

g) or

if blo

cking

the l

ine

is no

t pos

sible

using

an au

tomati

c wa

rning

syste

m;

o Se

greg

ation

of st

ablin

g, ma

rshall

ing

and m

ainten

ance

area

s fro

m ru

nning

lines

; �

Geor

gian R

ailwa

y sha

ll upd

ate

Emer

genc

y Pre

pare

dnes

s Plan

and

Safet

y Pro

gram

acco

rding

to th

e bes

t int

erna

tiona

l pra

ctice

s; �

Railw

ay w

orke

rs sh

ould

sche

dule

rest

� Int

ervie

ws w

ith

worke

rs, lo

cal

comm

unity

me

mber

s; �

Deve

lopme

nt of

annu

al re

ports

on

Geor

gian R

ailwa

y wo

rker a

ccide

nts by

HR

Dep

artm

ent o

f Ge

orgia

n Rail

way.

� Co

ntrac

tor /

Cons

tructi

on

Comp

any

� Ge

orgia

n Ra

ilway

, HS

E Of

ficer

.

� De

velop

ment

of qu

arter

ly/

seme

strial

re

ports

of

inter

views

with

wo

rkers

and

comm

unity

me

mber

s at th

e co

nstru

ction

sta

ge;

� De

velop

ment

of an

nual

repo

rts

on G

eorg

ian

Railw

ay w

orke

r ac

ciden

ts by

HR

Dep

artm

ent

of Ge

orgia

n Ra

ilway

at th

e op

erati

on

stage

.

� Nu

mber

of tr

aining

s; �

Numb

er of

train

ees;

� Nu

mber

of ac

ciden

ts.

� St

atus

repo

rts

deve

loped

aft

er ea

ch

inspe

ction

; �

Wor

kers.

� Th

e fre

quen

cy of

mo

nitor

ing sh

all

incre

ase i

n cas

e of

rece

ipt of

a co

mplai

nt co

ncer

ning w

orke

r ac

ciden

ts;

� Th

e rep

orts

shou

ld be

avail

able

in ca

se

of pu

blic i

ntere

st.

TB

ILIS

I RA

ILW

AY

BYP

AS

S P

RO

JEC

T E

NV

IRO

NM

EN

TAL

AN

D S

OC

IAL

IMP

AC

T A

SS

ES

SM

EN

T (E

SIA

)

242

Impa

cts

N oCo

nstru

ctio

n ph

ase

Oper

atio

n ph

ase

Meas

ures

for

impa

ct av

oida

nce /

miti

gatio

n / c

ompe

nsat

ion

Moni

torin

g Me

asur

es

Resp

onsib

le pe

rson

/ or

gani

zatio

n

Meas

urem

ent

frequ

ency

/ Mo

nito

ring

sche

dule

Indi

cato

rs

Sour

ce o

f ve

rifica

tion

Com

men

t

perio

ds at

regu

lar in

terva

ls an

d dur

ing

the ni

ght to

the e

xtent

feasib

le, to

ma

ximize

the e

ffecti

vene

ss of

rest

brea

ks an

d in a

ccor

danc

e with

int

erna

tiona

l stan

dard

s and

good

pr

actic

es fo

r wor

k tim

e in o

rder

to av

oid

fatigu

e of w

orke

rs an

d acc

idents

inv

oked

by th

is.

18.

Impa

ct on

pa

ssen

gers

/ tra

in us

ers a

s a

resu

lt of

aban

donm

ent

of the

Cen

tral

Stati

on.

� In

orde

r to m

inimi

ze th

e disc

omfor

t of

pass

enge

rs fro

m tra

nsfer

from

one

statio

n (Di

dube

) to a

nothe

r (Na

vtlug

hi)

the su

bway

stati

ons s

hould

be

comf

ortab

le as

muc

h as p

ossib

le.

� Se

mestr

ial in

tervie

ws

with

the pa

ssen

gers

durin

g the

first

year

of

oper

ation

.

� Ge

orgia

n Ra

ilway

.

� Re

ceipt

of

comm

ents/

com

plaint

s fro

m the

pu

blic.

� Co

mmen

ts/co

mplai

nts f

rom

the pu

blic.

� Re

ports

on

seme

strial

int

ervie

ws

with

the

pass

enge

rs du

ring t

he

first y

ear o

f op

erati

on.

19.

Accid

ents

relat

ed to

the

trans

porta

tion

of da

nger

ous

good

s.

� De

velop

ment

and i

mplem

entat

ion of

spill

prev

entio

n and

contr

ol, an

d eme

rgen

cy

prep

ared

ness

and r

espo

nse p

lans;

� Im

pleme

ntatio

n of a

syste

m for

the

prop

er sc

reen

ing, a

ccep

tance

and

trans

port

of da

nger

ous g

oods

. Sinc

e this

kin

d of m

ateria

l cou

ld be

prov

ided b

y thi

rd pa

rties,

the sc

reen

ing an

d ac

cepta

nce p

roce

ss sh

ould

be in

ac

cord

ance

with

inter

natio

nal s

tanda

rds

appli

cable

to pa

ckag

ing, m

arkin

g and

lab

eling

of co

ntaine

rs;

� Us

e of ta

nk ca

rs an

d othe

r roll

ing st

ock

that m

eet in

terna

tiona

l stan

dard

s ap

prop

riate

for th

e car

go be

ing ca

rried

an

d imp

lemen

ting a

prev

entiv

e ma

inten

ance

prog

ram.

� Ma

king r

ecor

ds on

ac

ciden

ts re

lated

to

the tr

ansp

ortat

ion of

da

nger

ous g

oods

;

� Bi

annu

al au

dit of

ac

ciden

ts by

Ind

epen

dent

evalu

ator h

ired b

y GR

on th

e bas

is of

a ten

der.

� Ge

orgia

n Ra

ilway

, HS

E Of

ficer

; �

Indep

ende

nt ev

aluato

r hir

ed by

GR

on th

e bas

is of

a ten

der.

� An

nuall

y. �

Exist

ence

of

accid

ents

relat

ed to

the

tran

spor

tation

of

dang

erou

s goo

ds.

� Re

ports

on

accid

ents

relat

ed to

the

trans

porta

tion o

f da

nger

ous

good

s;

� Ge

orgia

n Ra

ilway

pe

rsonn

el.

� Th

e rep

orts

shou

ld be

avail

able

in ca

se

of pu

blic i

ntere

st;

� Ad

dition

al inf

orma

tion o

n risk

s of

accid

ents

is pr

esen

ted in

the

Chap

ter 6.

4 – R

isk of

Ac

ciden

ts.

20.

No

ise an

d vib

ratio

n.

� Re

ducti

on of

inter

nal v

entin

g of a

ir br

akes

to a

level

that m

inimi

zes n

oise

witho

ut co

mpro

misin

g the

crew

’s ab

ility

to jud

ge br

ake o

pera

tion;

� Si

te vis

its an

d ins

pecti

ons (

use o

f pe

rsona

l pro

tectiv

e eq

uipme

nt, us

e of

vibra

tion d

ampe

ning

� Ge

orgia

n Ra

ilway

, HS

E Of

ficer

.

� Se

mestr

ial si

te vis

its an

d ins

pecti

ons.

� Le

vel o

f nois

e and

vib

ratio

n.

� Re

levan

t re

ports

pr

oduc

ed

after

each

sit

e visi

t and

� Th

e fre

quen

cy of

mo

nitor

ing sh

all

incre

ase i

n cas

e of

rece

ipt a

comp

laint

conc

ernin

g nois

e and

TB

ILIS

I RA

ILW

AY

BYP

AS

S P

RO

JEC

T E

NV

IRO

NM

EN

TAL

AN

D S

OC

IAL

IMP

AC

T A

SS

ES

SM

EN

T (E

SIA

)

243

Impa

cts

N oCo

nstru

ctio

n ph

ase

Oper

atio

n ph

ase

Meas

ures

for

impa

ct av

oida

nce /

miti

gatio

n / c

ompe

nsat

ion

Moni

torin

g Me

asur

es

Resp

onsib

le pe

rson

/ or

gani

zatio

n

Meas

urem

ent

frequ

ency

/ Mo

nito

ring

sche

dule

Indi

cato

rs

Sour

ce o

f ve

rifica

tion

Com

men

t

� Ins

tallat

ion of

activ

e nois

e can

cella

tion

syste

ms;

� Us

e of p

erso

nal p

rotec

tive e

quipm

ent if

en

ginee

ring c

ontro

l ove

r the

noise

is

impo

ssibl

e;

� Us

e of d

ampe

rs at

the se

at po

st to

redu

ce th

e vibr

ation

of op

erato

r;

� Ins

tallat

ion of

activ

e vibr

ation

contr

ol sy

stems

for lo

como

tive s

uspe

nsion

, ca

bs, o

r sea

t pos

ts, as

need

ed to

co

mply

with

appli

cable

inter

natio

nal a

nd

natio

nal s

tanda

rds a

nd gu

idelin

es;

� Ex

posu

re to

hand

-arm

vibr

ation

from

eq

uipme

nt su

ch as

hand

and p

ower

too

ls, or

who

le-bo

dy vi

brati

ons f

rom

surfa

ces o

n whic

h the

wor

ker s

tands

or

sits,

shou

ld be

contr

olled

thro

ugh c

hoice

of

equip

ment,

insta

llatio

n of v

ibrati

on

damp

ening

pads

or de

vices

, and

limitin

g the

dura

tion o

f exp

osur

e; �

Minim

ize m

ovem

ent o

f train

s dur

ing

night-

time h

ours.

pads

or de

vices

, etc

.);

� Int

ervie

ws w

ith lo

cal

comm

unity

mem

bers

and m

unici

paliti

es;

� Co

nduc

ting o

f re

levan

t nois

e me

asur

emen

ts by

GR

.

inspe

ction

; �

Comp

laints

fro

m loc

al co

mmun

ity

memb

ers.

vibra

tion;

� At

pres

ent, G

R en

viron

menta

l de

partm

ent d

oes n

ot ha

ve no

ise an

d vib

ratio

n me

asur

emen

t de

vices

. GR

shou

ld pu

rchas

e the

se

equip

ments

and

ensu

re th

at re

levan

t sta

ff are

train

ed

adeq

uatel

y; �

The r

epor

ts sh

ould

be av

ailab

le in

case

of

publi

c inte

rest;

� Ad

dition

al mi

tigati

on

meas

ures

relat

ed to

no

ise an

d vibr

ation

ge

nera

ted at

the

oper

ation

phas

e are

ide

ntifie

d in C

hapte

r 6.1

.7 – I

mpac

ts of

Noise

and V

ibrati

on.

21.

Di

esel

exha

ust.

� Lim

iting t

ime l

ocom

otive

s are

allow

ed to

ru

n ind

oors

and t

he us

e of p

ushe

r car

s to

move

loco

motiv

es in

and o

ut of

maint

enan

ce sh

ops;

� Re

gular

venti

lation

of th

ose a

reas

whe

re

diese

l exh

aust

may a

ccum

ulate;

�

Filtra

tion o

f air i

n the

train

crew

cabin

.

� Int

ervie

ws w

ith

railw

ay st

aff.

� Ge

orgia

n Ra

ilway

, HS

E Of

ficer

.

� Int

ervie

ws w

ith

railw

ay st

aff on

an

annu

al ba

sis.

� Tim

e tha

t loc

omoti

ves a

re

allow

ed to

run

indoo

rs.

� Re

levan

t re

ports

pr

oduc

ed

after

each

int

ervie

w;

� Ge

orgia

n Ra

ilway

pe

rsonn

el.

� Th

e rep

orts

shou

ld be

avail

able

in ca

se

of pu

blic i

ntere

st ;

� Ad

dition

al mi

tigati

on

meas

ures

relat

ed to

air

pollu

tion a

nd

relev

ant r

isks a

re

identi

fied i

n Cha

pter

6.1.6

– Imp

act o

n Air

Quali

ty.

22.

El

ectric

al ha

zard

s.

� Ge

orgia

n Rail

way w

ill de

velop

and

imple

ment

a Saf

ety P

rogr

am in

ac

cord

ance

with

the i

ntern

ation

al sta

ndar

ds

� Int

ervie

ws w

ith

railw

ay st

aff.

� Ge

orgia

n Ra

ilway

, HS

E Of

ficer

.

� Int

ervie

ws w

ith

railw

ay st

aff on

an

annu

al ba

sis.

� Nu

mber

of tr

aining

s;

� Nu

mber

of tr

ainee

s;

� Ide

ntific

ation

of

� Re

levan

t re

ports

pr

oduc

ed

after

each

� Th

e rep

orts

shou

ld be

avail

able

in ca

se

of pu

blic i

ntere

st.

TB

ILIS

I RA

ILW

AY

BYP

AS

S P

RO

JEC

T E

NV

IRO

NM

EN

TAL

AN

D S

OC

IAL

IMP

AC

T A

SS

ES

SM

EN

T (E

SIA

)

244

Impa

cts

N oCo

nstru

ctio

n ph

ase

Oper

atio

n ph

ase

Meas

ures

for

impa

ct av

oida

nce /

miti

gatio

n / c

ompe

nsat

ion

Moni

torin

g Me

asur

es

Resp

onsib

le pe

rson

/ or

gani

zatio

n

Meas

urem

ent

frequ

ency

/ Mo

nito

ring

sche

dule

Indi

cato

rs

Sour

ce o

f ve

rifica

tion

Com

men

t

� Tr

aining

of w

orke

rs in

gene

ral e

lectric

sa

fety m

easu

res .

safet

y zon

es in

area

s of

eleva

ted E

MF;

� Lim

ited a

cces

s to

eleva

ted E

MF zo

nes

Exist

ence

and

imple

menta

tion o

f a

Safe

ty Pr

ogra

m.

inter

view;

� Ge

orgia

n Ra

ilway

pe

rsonn

el.

23.

El

ectric

and

magn

etic f

ields

.

� Ge

orgia

n Rail

way w

ill de

velop

and

imple

ment

a Saf

ety P

rogr

am in

ac

cord

ance

with

the i

ntern

ation

al sta

ndar

ds;

� Tr

aining

of w

orke

rs in

gene

ral e

lectric

sa

fety m

easu

res ;

� Ide

ntific

ation

of sa

fety z

ones

from

area

s wh

ere e

levate

d EMF

is ex

pecte

d and

lim

iting a

cces

s in t

hese

area

s only

to

traine

d wor

kers.

� Int

ervie

ws w

ith

railw

ay st

aff.

� Ge

orgia

n Ra

ilway

, HS

E Of

ficer

.

� Int

ervie

ws w

ith

railw

ay st

aff on

an

annu

al ba

sis.

� Nu

mber

of tr

aining

s;

� Nu

mber

of tr

ainee

s;

� Ide

ntific

ation

of

safet

y zon

es in

area

s of

eleva

ted E

MF;

� Lim

ited a

cces

s to

eleva

ted E

MF zo

nes

Exist

ence

and

imple

menta

tion o

f a

Safe

ty Pr

ogra

m.

� Re

levan

t re

ports

pr

oduc

ed

after

each

int

ervie

w;

� Ge

orgia

n Ra

ilway

pe

rsonn

el.

� Th

e rep

orts

shou

ld be

avail

able

in ca

se

of pu

blic i

ntere

st .

24.

Reloc

ation

of

railw

ay st

aff

from

Tbilis

i Ce

ntral

Stati

on.

� De

velop

ment

and i

mplem

entat

ion of

Re

locati

on P

rogr

am;

� Co

nduc

t con

sulta

tions

on th

e dev

elope

d re

locati

on pr

ogra

m r w

ith th

e rail

way

staff t

hat a

re su

bject

to re

locati

on;

� Pr

ovidi

ng ra

ilway

staff

that

are s

ubjec

t to

reloc

ation

detai

led in

forma

tion w

ith

timeli

ne of

the r

eloca

tion p

rogr

am;

� Pr

ovidi

ng ra

ilway

staff

train

ings o

n re

locati

on pr

ogra

m if a

ppro

priat

e.

� Ins

pecti

ons

(exis

tence

of

Reloc

ation

Pro

gram

, ex

isten

ce of

relev

ant

traini

ngs/c

onsu

ltatio

ns);

� Int

ervie

ws w

ith

railw

ay st

aff.

� Ge

orgia

n Ra

ilway

, Lia

ison

Offic

er.

� Pr

ior to

ab

ando

nmen

t of

the T

bilisi

Ce

ntral

Stati

on.

� Ex

isten

ce of

Re

locati

on P

rogr

am;

� Co

nsult

ation

s on t

he

deve

loped

reloc

ation

pr

ogra

m r w

ith th

e ra

ilway

staff

that

are

subje

ct to

reloc

ation

;

� Le

vel o

f kno

wled

ge

of ra

ilway

staff

on

reloc

ation

prog

ram;

� Nu

mber

of tr

aining

s /

cons

ultati

ons;

� Nu

mber

of tr

ainee

s /

cons

ulted

railw

ay

staff.

� Re

levan

t re

ports

pr

oduc

ed

after

each

ins

pecti

on;

� Ge

orgia

n Ra

ilway

pe

rsonn

el.

� Th

e rep

orts

shou

ld be

avail

able

in ca

se

of pu

blic i

ntere

st .

TB

ILIS

I RA

ILW

AY

BYP

AS

S P

RO

JEC

T E

NV

IRO

NM

EN

TAL

AN

D S

OC

IAL

IMP

AC

T A

SS

ES

SM

EN

T (E

SIA

)

245

Tabl

e 7.

2-10

. ES

MP:

Cul

tura

l Her

itage

and

Arc

haeo

logy

Impa

cts

N oCo

nstru

ctio

n ph

ase

Oper

atio

n ph

ase

Mitig

atio

n Me

asur

es

Moni

torin

g Me

asur

es

Resp

onsib

le pe

rson

/ or

gani

zatio

n Mo

nito

ring

sche

dule

Indi

cato

rs

Sour

ce o

f ver

ifica

tion

Co

mm

ent

1 Po

ssibl

e dam

age o

f ar

chae

ologic

al sit

es.

Pe

rman

ent a

rchae

ologic

al mo

nitor

ing

and d

evelo

pmen

t of a

n ar

chae

ologic

al re

port.

Moni

torin

g of

the

cultu

ral h

erita

ge an

d ar

chae

olog

ical r

epor

t an

d rep

ortin

g.

HSE

Offic

er

assig

ned b

y Ge

orgia

n Rail

way f

or

the pr

oject.

Quar

terly.

No

case

s of

dama

ge of

ar

chae

ologic

al sit

es.

� Re

port

of the

co

nsult

ant

arch

aeolo

gist;

� Re

port

of the

Ge

orgia

n Rail

way

HSE

Offic

er.

TB

ILIS

I RA

ILW

AY

BYP

AS

S P

RO

JEC

T E

NV

IRO

NM

EN

TAL

AN

D S

OC

IAL

IMP

AC

T A

SS

ES

SM

EN

T (E

SIA

)

246

Tabl

e 7.

2-11

. ES

MP:

Ris

k of

Acc

iden

ts

Impa

cts

N oCo

nstru

ctio

n ph

ase

Oper

atio

n ph

ase

Mitig

atio

n Me

asur

es

Moni

torin

g Me

asur

es

Resp

onsib

le pe

rson

/ or

gani

zatio

n Mo

nito

ring

sche

dule

Indi

cato

rs

Sour

ce o

f ve

rifica

tion

Co

mm

ent

1

Risk

of fr

eight

train

accid

ents

at en

viron

menta

lly

sens

itive a

reas

(e

.g. at

the T

bilisi

Se

a sec

tion)

.

Monit

oring

of

obse

rvatio

n of s

afety

regu

lation

s, ra

ilway

tra

cks a

nd m

oving

sto

cks a

nd th

e lev

el of

the kn

owled

ge an

d eq

uipme

nt of

the

emer

genc

y res

pons

e pe

rsonn

el.

Geor

gian R

ailwa

y HS

E an

d tra

ffic

safet

y ser

vice.

Quar

terly.

Few

case

s of

safet

y inf

ringe

ments

.

Repo

rt of

the

Geor

gian

Railw

ay H

SE

Offic

er (o

r the

re

levan

t se

rvice

).


247

8.0 Response to comments and changes introduced into the project

Georgian Railway initiated consultations with stakeholders in the framework of the development of the Tbilisi Railway Bypass Project in October 2008. During the consultations meetings a number of issues were raised. Georgian Railway has responded in an adequate manner and introduced certain changes into the project:

1. Rejection of the Tbilisi Sea Alternative at the initial stage due to environmental considerations. The major part of the initial railway route developed within the project would be constructed in the vicinity (within 50 m) of the north-west coast of the Tbilisi Sea. Due to environmental consideration and the fact that the Tbilisi Sea provides with water 3 large districts of the city this alternative has been rejected at the initial stage.

2. Existence of a former atomic reactor still undergoing decommissioning located in Mtskheta near Karsani where the railway depot would be constructed:

During the stakeholder consultations meetings the issue of the safety of planned railway station was raised. According to the initial plan, a railway depot would be constructed near the former nuclear reactor. Officially this site had been considered as safe, however due to the concerns expressed by railway stall the changes were introduced to the project. According to the amended project the depot will be constructed in Avchala.

3. Existence of burials of diseased livestock within the project influence area:

During the scoping meeting the issue of the burials of diseased livestock within the project influence area was raised. The representatives of scientific circles emphasized that this had been an important issue in terms of spread of various infectious diseases (Anthrax, Carbunculus emphysematicus, Bradsot, Enterotoxaemia infectiosa, etc.). During the EIA process a rapid epizootological research of the study was conducted as a result of which the existence of such burials within the study area has been confirmed. Therefore, a mitigation measure - conduction of detailed epizootological research and relevant analysis prior to commencement of construction activities to develop and plan adequate measures to be implemented at the construction stage has been incorporated in EIA.

4. Intersection with the cemeteries:

Initially the propose route considered intersection with cemeteries of some settlements (Gldani, Centroliti settlements and Patara Lilo). Since this fact had provoked discontent of the stakeholders the railway route was changed to avoid the cemeteries. This was strongly supported by EIB.


248

9.0 References Cited

Abuladze A., 1994. Birds of Prey in Georgia in XX c. Meyburg. Raptor Conservation Today, WWGBP. Pica Press. pp. 23-28.

Abuladze, A., Eligulashvili, B., Shergalin, J., 2002. Wintering of raptors in Georgia // Raptors in the New Millennium. Proc. of the World Conf. on Birds of Prey & Owls "RAPTORS 2000". Eilat, Israel, 2-8.04.2000. Ed. by Reuven Yosef, Michael L. Miller & David Pepler: 141.

Anderson R.T. & Barkan C. P.L, Derailment Probability Analyses and Modeling of Mainline Freight Trains, http://ict.illinois.edu/railroad/CEE/pdf/Anderson%20&%20Barkan%202005%20IHHA134.pdf (August 2009).

Archival information on the Archaeological Sites of Tbilisi is kept in the Georgian National Museum branches: S. Janashia State Museum; Tbilisi Archaeological Museum/Depository; Tbilisi Historical Museum (Caravansary).

Badridze J. et al (Editors: Tarkhnishvili D., Kikodze D.), 1996. Principal Characteristics of Georgian Biodiversity// Natura Caucasica, Vol. 1, p. 46.

Biedermann M., Dietz M., Schorcht W., 2008, From a “Plattenbau” block of flats into a tower for bats//Institute fuer Tieroecologie und Naturbildung and NACHTaktiv – Biologen fuer Fledermauskunde GbR, Print- Bauer and Malsch, Schmalkalden, 28 pages.

Booz Allen Hamilton, Technical Assessment of “Georgian Railway” LLC, 2005.

Bukhnikashvili A., Kandaurov A., 1998. The Threatened and insufficiently studied species (Insectivora, Rodentia).// Tbilisi: 56 pp., 27 maps.

Bukhnikashvili A., Kandaurov A., 2002, "The Annotated List of Mammals of Georgia" //Proceedings of the Institute of Zoology of Academy of Sciences of the Georgia, Metsniereba, Tbilisi, vol. XXI: 319 – 340. [2004.08 - 04?7.48 VINITI].

Calculation of pollutant emissions during mining works in accordance with “The method of calculation of harmful emissions (discharges) for the complex of equipment for open-pit mining (on the basis of specific characteristics)”, Liubertsi, 1999 (in Russian).

Climate directory. The 14th edition, Georgian SSR, 1990 (in Georgian).

Didmanidze E., 2005, The butterflies of Georgia//Zoological Department of S. Janashia Museum of Georgia, Tbilisi, Georgia, “Sezan”, 87 pages.

Directive on Hazardous Waste 91/689/EEC.

Directive on Waste 75/442/EEC.

Disposal of PCBs and PCTs 96/59/EC.

Disposal of Waste Oils 75/439/EEC.

E. Didmanidze, 2005, The butterflies of Georgia//Zoological Department of S. Janashia Museum of Georgia, Tbilisi, Georgia, “Sezan”, 87 pages.

EBRD Environmental and Social Policy, 2008.

European Commission DG ENV, News Alert Issue 115, July 2008.


249

Explosion safety; Directory, A.N. Baratov et al., Moscow, 1987 (in Russian).

Galvez R.A., Gavashelishvili L., Javakhishvili Z., 2005, Raptors and Owls of Georgia//GCCW and Buneba Print Publishing: 128 pages.

Georgian Railway LLC, Actual and Forecasted Train Numbers, 2009.

Georgian Railway LLC, Classification of Railway Safety Infringements during Train Operations and Manoeuvring, 2004.

Georgian Railway LLC, Feasibility Study for Tbilisi Railway Bypass Construction Project, 2008.

Georgian Railway LLC, Report on Railway Crashes, Accidents, Significant Defaults and Defaults, 2003-2004.






Guidelines on calculation, regulation and control of pollutant emission into air, Saint-Petersburg, 2005 (in Russian)

Gurielidze Z., 1997. Large Mammals (Carnivora, Artiodactyla, Cetacea). In book: Chatwin, M.E., Kikodze, D., Svanidze, T., Chikvaidze, J., Gvritishvili, M., and Tarkhnishvili, D.N. (Eds.), Georgian Country Biological Diversity Study Report, (1996, Program "Assistance for preparation of Biodiversity Country Study in the Republic of Georgia"), UNEP, Ministry of Environment and Natural Resources of Georgia, Noah's Ark Centre for Recovery of Endangered Species; 1997, Tbilisi, Georgia: 74-82 (in Georgian).

http://en.wikipedia.org/wiki/Eurotram, July 2009.

Integrated Pollution Prevention and Control 96/61/EC (covers some recovery and disposal operations).

International Finance Corporation, Environmental Health and Safety Guidelines, Railways, 04.30.2007.

IUCN 2004. IUCN Red list of Threatened Species. [web application]. Available at: http://www.iucnredlist.org

Janashvili A., 1963. Animals of Georgia, Vol. III - Vertebrates. Tbilisi.

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

Law on Ecological Expertise (2007).

Law on Environmental Permits (2007).

Law on Licenses and Permits (2005).


250

Law on Natural Resources (1996).

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

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

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

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

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

Law on Tbilisi National Park (2007).

Law on the Status of Protected Areas (2007).

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

Limpens H.J.G.A., Twisk P. and Veenbaas G., 2005. Bats and road construction. Brochure about bats and the ways in which practical measures can be taken to observe the legal duty of care for bats in planning, constructing, reconstructing and managing roads//Published by Rijkswaterstaat, Dienst Weg-en Waterbouwkunde, Delft, the Netherlands and the Vereniging voor Zoogdierkunde en Zoogdierbescherming, Arnhem, the Netherlands, 24 pages. DWW-2005-033, ISBN 90-369-5588-2.

On allowable concentrations of air pollutants in the settlements, 2003 (in Georgian).

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).

Provisions on instrumental method of determination of actual volumes of emissions from stationary sources of pollution, standard list of measurement-control equipment for determination of actual volumes of emissions from stationary sources of pollution and method of calculation of actual volumes of emissions from stationary sources of pollution according to technological processes (s.s.m. #80, 04.08. 2003) (in Georgian).

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.

Sewage sludge 86/278/EEC.

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.

Tarkhnishvili D., Kandaurov A., Bukhnikashvili A., 2002, "Declines of amphibians and reptiles in Georgia during the 20th century: virtual vs. actual problems" //Zeitschrift für Feldherpetologie, 2002, � 9: 89-107.


251

Tarkhnishvili, D. N., 1997. The Status of Amphibian Species in Georgia (C.I.S). DAPTF Reports series, J.W. Wilkinson (ed.), The Open University, Milton Keynes (UK).

Tarkhnishvili, D., Kandaurov, A., Gurielidze, Z. and Matcharashvili, I., 1996. Review of Literature and Other Sources about Condition of the Environment on the Territory of Georgia along the Early Oil Transportation Pipeline Corridor and Adjacent Territories from Georgia-Azerbaijan Border to Supsa Terminal. Zoology. pp. 1-53, Tbilisi, GPC: 1-53.

The method of calculation of emissions of harmful substances into air during free burning of oil and oil products, Samara, 1996 (in Russian).

The method of calculation of pollutant emissions (dispersion) into atmosphere during welding operations, Scientific-research institute Atmosphere, Saint-Petersburg, 1997 (in Russian).

The Method of Inventory of Pollutant Emission into Air of Road Machinery Centres (calculation method), Moscow, 1990 (in Russian).

The Red List of Threatened Animals. IUCN. 2003. Internet version.

Waste incineration 2000/76/EC.

www.railway.ge, July 2009.

"��' ] 12.3.047-98, Fire safety of technological processes (in Russian).

]� 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).

* * *

arabuli a. 1977. Sveli, iremi da gareuli Rori mcire kavkasionze. //Tbilisi:

81 gv.

arabuli a. 1987. daTvi saqarTveloSi. //"mecniereba", Tbilisi: 81 gv.

arabuli, g., lorTqifaniZe, b., savguliZe, i., SixaSvili, m., 2007.

biomravalferovnebis monitoringis saxelmZRvanelo aRmosavleT

saqarTvelos daculi teritoriebisTvis. NACRES. Tbilisi.

buxnikaSvili a., kandaurovi a., natraZe i., 2008, saqarTvelos xelfrTianTa

dacvis samoqmedo gegma//Campester, Tbilisi, saqarTvelo, universali, 103

gv.

gomelauri, v., 1964. beryenebi saguramos nakrZalSi. saq. buneba, 1. Tbilisi.

gost-i 20 444-85. xmauri. satransporto nakadebi. xmauris maxasiaTeblebis

gazomvis meTodebi.

grosheimi, a., sosnikobi, d., troicki, n., 1928. saqarTvelos mcenareuloba.

tfilisi.

zardaliSvili g., `Tbilisis midamoebis toponimia~-Si, gv. 19.

Tbilisi, arqeologiuri Zeglebi, I, mecniereba, Tbilisi 1978. (Tbilisi, Archaeological Sites I, Metsniereba, Tbilisi 1978.


252

instruqcia emfimazoturi karbunkulTan brZolis RonisZiebebis Sesaxeb, 1999.

instruqcia saqarTvelos rkinigzaze marcxis, avariisa da moZravi

Semadgenlobis liandagidan acdenis Sedegebis likvidaciisa da

aRdgeniTi samuSaoebis organizebis Sesaxeb. damtkicebulia S.p.s.

`saqarTvelos rkinigzis~ generaluri direqtoris mier 2005 wlis 20

ivniss.

kecxoveli, n., 1935. saqarTvelos mcenareulobis ZiriTadi tipebi. Tbilisi.

kecxoveli, n., 1960. saqarTvelos mcenareuli safari. Tbilisi.

kutubiZe m.e., 1985. saqarTvelos frinvelTa sarkvevi. // Tbilisii: 648 gv

maruaSvili l., ,,saqarTvelos fizikuri geografia, nawili meore”, Tbilisis

saxelmwifo universitetis gamomcemloba, Tbilisi, 1970, 347 gverdi.

mayaSvili, a., 1952. Tbilisis midamoebis flora. t. 1. Tbilisi.

mayaSvili, a., 1953. Tbilisis midamoebis flora. t. 2. Tbilisi.

milsadenis arqeologia, saqarTvelos milsadenis kompania, t. II, Tbilisi 2003.

(Archaeology of Pipeline, Georgian Pipeline Company, vol. II, Tbilisi 2003).

rekomendaciebi sarkinigzo transportis garemoze zemoqmedebis Sefasebis

Sesaxeb. P004. rkinigzebis TanamSromlobis saerTaSoriso organizacia.

2001, 16 gv.

saqarTvelos “wiTeli nusxa”. 2006. saqarTvelos prezidentis brZanebuleba #

303. Tbilisi.

saqarTvelos flora. 1971-2009. 15 tomi. Tbilisi.

saqarTvelos istoriis da kulturis Zeglebis aRweriloba, t. 5. qarTuli

enciklopediis gamomcemloba, Tbilisi 1998. (Description of Historical and Cultural Sites of Georgia, vol. 5, Georgian Encyclopedia Publishing, Tbilisi 1998.

saqarTvelos kanoni “niadagis dacvis Sesaxeb, 1994.

saqarTvelos kanoni "wylis Sesaxeb", 1997.

saqarTvelos kanoni @saqarTvelos “wiTeli nusxisa” da “wiTeli wignis”

Sesaxeb,@#2356-IIs, Tbilisi, 2003 wlis 6 ivnisi.

saqarTvelos kanoni “atmosferuli haeris dacvis” Sesaxeb, 1999.

saqarTvelos kanoni “cxovelTa samyaros Sesaxeb”, saqarTvelos prezidentis

brZaneba #540, 26 dekemberi 1996.

saqarTvelos kanoni “ekologiuri eqspertizis Sesaxeb”, 2996.

saqarTvelos kanoni “garemos dacvis saxelmwifo kontrolis Sesaxeb”, 2005.

saqarTvelos kanoni “garemos dacvis Sesaxeb”, 1996.

saqarTvelos kanoni “janmrTelobis dacvis Sesaxeb”, 1997.


253

saqarTvelos kanonqvemdebare normatiuli aqti „garemos xarisxobrivi

mdgomareobis normebis damtkicebis Sesaxeb.“ sanitariuli normebi sn

2.2.4/2.1.8-000-00. xmauri samuSao adgilebze, sacxovrebel, sazogadoebrivi

Senobebis saTavsebSi da sacxovrebeli ganaSenianebis teritoriaze.

saqarTvelos sakanonmdeblo macne #90, 2001, 186-194 gv.

saqarTvelos kanonqvemdebare normatiuli aqti „garemos xarisxobrivi

mdgomareobis normebis damtkicebis Sesaxeb.“ sanitariuli normebi sn

2.2.4/2.1.8-000-00. sawarmoo vibracia. vibracia sacxovrebeli da

sazogadoebrivi Senobebis saTavsebSi. saqarTvelos sakanonmdeblo macne

#90, 2001, 195-210 gv.

saqarTvelos prezidentis brZanebuleba #303, 2006 wlis 2 maisi, q. Tbilisi,

saqarTvelos “wiTeli nusxis” damtkicebis Sesaxeb.

saqarTvelos sakanonmdeblo macne. nawili III saqarTvelos kanonqvemdebare

normatiuli aqtebi. 883. saqarTvelos transportisa da komunikaciebis

ministris 2003 wlis 8 seqtembris brZaneba #52 `rkinigziT

safrTxeSemcvleli tvirTis gadazidvis wesis~ damtkicebis Sesaxeb.

saqarTvelos soflis meurneobis saministros samelioracio sistemebis

marTvis departamentisa da Sps ,,Tbilwyalkanals” Soris mimoweris

masalebi.

saqarTvelos ssr wiTeli wigni. 1982 //"sabWoTa saqarTvelo", Tbilisi: 255 gv.

sn da w 2.07.01-89. qalaqTmSenebloba. saqalaqo da sasoflo dasaxlebaTa

dagegmareba da gaSeneba.

sn da w II-12-77, nawili II, Tavi 2. proeqtirebis normebi. xmaurisagan dacva

1978, 45gv.

S.p.s. `kavgiprotransi-mg~ q. Tbilisis Semosavleli rkinigzis xazis

mSeneblobis ZiriTadi saproeqto gadawyvetilebebi (Zsg). rkinigzis

gvirabebi. ganmartebiTi baraTi. Tbilisi, 2009.

S.p.s. `kavtransproeqti~ - q. Tbilisis Semosavleli rkinigza. ZiriTadi

saproeqto gadawyvetilebebi. xelovnuri nagebobebi. 33/09-Zsg.gb. Tbilisi

2009.

S.p.s. `saqarTvelos rkinigzis~ brZaneba samatareblo da samanevro muSaobaSi

moZraobis usafrTxoebis darRvevebis klasifikatoris Secvlis Sesaxeb,

2004, 15 aprili #30/5.

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~.

S.p.s. `saqarTvelos rkinigzis~ informacia proeqtis samizne teritoriaze

rkinigzis dabinZurebis arsebuli wyaroebis Sesaxeb.


254

S.p.s. `saqtransproeqti~ - q. Tbilisis Semosavleli rkinigza. ZiriTadi

saproeqto gadawyvetilebebi. teqnologiuri samuSaoebis kompleqsi 54/09-

Zsg.gb tomi 4.2. Tbilisi 2009.


saproeqto gadawyvetilebebi. teqnologiuri samuSaoebis kompleqsi.

variantebis winaswari saorientacio Rirebulebebis gaangariSeba (Senoba

nagebobebis gareSe). 54/09-Zsg.gb. Tbilisi 2009.


saproeqto gadawyvetilebebi. sainJinro-geologiuri angariSi 54/09-Zsg.sg

tomi 2.1. Tbilisi 2009.

Sps “transporti” q. Tbilisis SemovliTi rkinigza ganmartebiTi baraTi.

(gvirabebi). Tbilisi 2009.

* * *

<�� ?.�., <�� .?. '�� . *., '�� , 1986.

<�� ?.�., �� "��, *��, '��, 1975�. ��. 38-39

<�� '.?. | �� . * ��, «��», 1989�.

>�� M. A., '�� .�., ~�� .*.1987. � �� Pelobates syriacus � "��. // saqarTvelos ssr mecnierebaTa akademiis

moambe, Tbilisi, CXXVII, �1: 165-168.

>�� M. A., ~�� .*. 1992. <�� , �� "��. //saqarTvelos ssr mecnierebaTa akademiis moambe, Tbilisi, CXLVI, �3: 623-628.

>�� '.". - �� ?�� -"� � �� . '�� -�� , �� -�� , * ��, 1992.

>�� <., 2004, *�� "�� (Insectivora, Chiroptera, Lagomorpha, Rodentia), '��, "��, Campester, «{��», 138 ��.

>�� <.|. 1990. � �� (Mesocricetus brandti Nehr., 1894) � � �� "��. //IX ��. � ��. � �. ��. � ��. � ��. 29.05.90. '�� "*��": 38-41.

�� <.<., >�� ?.<. – �� . �� , 1940, �. 1-120.

� �� . * ��, «��», 1988�., 254 �.

"�� ?.�. �� "��. «*��» 2001.

"� � �� ], * ��. 1958.

"� � �� ], �. X, "�� ] (�� . �. "��), «��», * ��, 1964.

"�� ], �. X, "�� ] (�� ?.*. >��), «��», * ��, 1970.

"�� , "�� , !��, 1964�, ��. 169


255

" �� ?.]., � �� .�. �� . *., '�� , 1987.

" �� .?., �� ".?. "�� . * ��, «*��», 1986�., 320�.

�� ".�., ?�� '��. ?�. «�� », '��, 1984.

�� .<. 1978. ~�� }�� (Lepidoptera, Rhopalocera). //� ��.: �� }��, "*��", '��: 43-114.

�� `., �� ?., �� ., "�� !., ~�� ., 2002, � �� , �� "��: � �� // '��, "��, «��», 65 ��.

� � �� |.<. – `� � �� . �., ��, 1970, �1, �. 49-61.

�� ?.?. – �� – � �� . �. *�� , �� . 1964, �11, �. 48-53.

?�� ], *"{. 1977.

?�� (��) � �� . �� , �. IV, *., 1988�.

|�� ?.?., "�� .�. �� . *., '�� , 1990.

"|�� " - �� '��. �� . �� (I ��). '�� . }�� - !�� -I - '�� - � �� . [�/09-051-��].�}.4 ' � 4.1.4. '�� 2009.

|�� .�., |�� .�. – � � � �� . �., *�� , �� . 1958, �5, �. 133-134.

| �� ."., �� <.�., >�� <.�. �� . �� , �� i��, 1984.

| �� .�. – �� . *., ��. | � �, 1965.

|��, [. ?. 1971. � �� '��. '��.

|�� '.". – | � �� "�� – *�� VIII- � � �� ]. *., 1941, �. 41-42.

* �� ?.�. 1989. |�� ?�� <� "��]. //"*��", '��: 28 �.

* �� ?.�. 1989. |�� ?�� <� "��]. //"*��", '��: 28 �.

*�� '.<. 1970. �� "��. //"*��", '��:

�� .?. 1990. >�� |��. "�� ", |��.

� � �� . �� , �. III, *., 1981.


256

�� . �� , 1982.

�� . . <�� .�. "� � �� *��-� �� . �� "�� -�� 1959. '��. 1960.

�� , �� . �� ]$, �. I, *., 2002, �. 229-230.

� �� <.<., �� ?.�. – � ��, �� . � ��. ”�� ] � �� ”. *., 1968, �. 48.

]�� ], � � 9, }�� , �� 1, �� }��, � � ��. ".�. �� .[. ^ �� - ��. ,,�� ", !��. 1972, 577 ��.

]�� ] (�� ) – �� . *�� ]. *., 1980, �� 8, 12, 27, 31, 36, 98, 103.

�� <.<. – }�� . �� , *., 1956.

�� >.!. – �� . �� , *., 1940.

�� . � � ��. |.�. *��. *., «!�� », 1980�.

�� (�� *.�. <�� ), ��. «��», * ��, 1962.

�� 11-60-75.

'�� '�� -�� , �� 6, 1959�, ��. 26.

{�]}< `|�!�", version 3.00, firm “Integral”, Saint-Petersburg, 2001-2005 (in Russian).

$�� . – {�� ]$, �. I, *., 2002, �. 198-229.

�� !.<., � � �� !.�. � �� 1: 200 000, �� K-38-XXI ('��), � �� "� � �� "��, '��, 1975.

^�� <., � ��., "�� – �� -�� 1:25,000 � � �� . |�� (�� . '��), 1977-81", '��, 1981.

^�� .�. �� "��. «*��», '��, 1966.

~�� }. ?., >�� .�. � ��. �� . '�� 1: 10 000 � �� 1979 – 1985. � �� "� � �� "��, '��, 1985.

~�� <.?., "�� , "�� , !��, 1978 �, ��. 186

~�� >.!. - |�� . �., *�� , �� . 1969, �1, �. 77-80.

`�� !.<. – �� . '��, 1975, �. 5-114.

schema.railway.geschema.railway.ge/files/Proeqtebi/Eng/new/esia.pdf · TBILISI RAILWAY BYPASS...

Documents

Transcript of schema.railway.geschema.railway.ge/files/Proeqtebi/Eng/new/esia.pdf · TBILISI RAILWAY BYPASS...