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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)
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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
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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
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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
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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
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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
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APPENDICES
Appendix A List of Preparers
Appendix B Milestones and Schedule for Preparation and Completion of ESIA
Appendix C Stakeholder Engagement Plan (SEP)
Appendix D Resettlement Framework (RF)
Appendix E Comments & Suggestions Form
Appendix F Calculation of Impacts on Air Quality
Appendix G Letters Sent and Received Related to ESIA Study
Appendix H Disclosure of ESIA Related Project Documents to Stakeholders
Appendix I Minutes and Participants of the Meetings Held
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
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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
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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
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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
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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
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Table 7.2-11. ESMP: Risk of Accidents
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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
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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)
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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
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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
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IFC International Finance Corporation
ILO International Labour Organization
IUCN International Union for Conservation of Nature
IUR International Union of Railways
IVM Integrated Vegetation Management
KGT KievGiproTrans
LLC Limited Liability Company
LO Liaison Officer
LRF Livelihood Restoration Framework
MAC Maximum Allowable Concentration
MG Merimont Global
MoE Ministry of Environment Protection and Natural Resources of Georgia
NAPR National Agency for Public Registry
NBSAP National Biodiversity Strategy and Action Plan
NGO Non-Governmental Organization
NO2 Nitrogen Dioxide
NOx Oxides of Nitrogen
NP National Park
OHS Occupational Health and Safety
OSJD = OSShD Organization for Cooperation of Railways (Russ: ��������� � ������������ ������� � � � (����))
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
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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: ��� �������� � ��� � �������)
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1.0 Introduction and Background
1.1 Introduction “Georgian Railway” LLC (GR) intends to improve the safety and efficiency of their railway operations by constructing a new section of railway track bypassing the central part of Tbilisi and upgrading the existing stations of Didube and Navtlughi. GR has approached the European Bank for Reconstruction and Development (EBRD) and the European Investment Bank (EIB) to finance the Tbilisi Railway Bypass project. According to Georgian law, the potential environmental impacts of the project must be evaluated by an Environmental Impact Assessment (EIA) process and documented in an environmental impact statement. As part of their decision-making process, EBRD and EIB require an evaluation of the proposed project through an Environmental and Social Impact Assessment (ESIA) that meets EBRD and some other international guidelines. The development of both - the Georgian EIA and EBRD’s ESIA – are being consolidated into one process and documented in this single report. 1.2 Purpose and Need for the Project Tbilisi Railway Bypass Project (“the Project”) of “Georgian Railway” LLC is considering the development of a new railway route bypassing the central area of Tbilisi. The capital of Georgia is a long, thin city stretching about 30 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.
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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.
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� 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.
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� 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.
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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
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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;
� Expert judgment; and
� Consultations with the relevant Ministries, relevant state authorities, municipalities, scientific organizations, NGOs and other stakeholders.
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;
� Expert judgment; and
� Consultations with the relevant Ministries, relevant state authorities, municipalities, scientific organizations, NGOs and other stakeholders.
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
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High Moderate Major (Mod – Maj) Major
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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.
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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.
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2.0 Project Description
2.1 Planning Process and Status Georgian Railway LLC is planning to develop a new railway route bypassing the central area of the city of Tbilisi, the Tbilisi Railway Bypass Project (“the Project”). 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.
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� 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.
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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.
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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
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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
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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.
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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.
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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
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���
� �
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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
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���
�
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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”;
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� 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.
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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+*$-85).
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Since especial pollution of the environment is not observed within the target area the overhead contact system will be insulated in accordance with the standards established for the III level of air pollution. Insulators of the overhead contact system have to be made of polymeric materials of corresponding types – stretching, fixing, suspending. The length of current leakage of all insulators is 600 mm. Insulators of amplifying feeders are made of porcelain, plate-shaped and �$-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.
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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).
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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
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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
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oW
and
Con
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n A
reas
Lege
nd
Tbili
si R
ailw
ay B
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s R
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Con
stru
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n Ar
eas
WG
S 19
84 U
TM
Zon
e 38
N1
cent
imet
er =
700
met
ers
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Vehicles and Construction Machinery Unit Total
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
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Vehicles and Construction Machinery Unit Total
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
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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
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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.
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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.
TBILISI RAILWAY BYPASS PROJECT ENVIRONMENTAL AND SOCIAL IMPACT ASSESSMENT (ESIA)
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.
TBILISI RAILWAY BYPASS PROJECT ENVIRONMENTAL AND SOCIAL IMPACT ASSESSMENT (ESIA)
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¤
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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
TBILISI RAILWAY BYPASS PROJECT ENVIRONMENTAL AND SOCIAL IMPACT ASSESSMENT (ESIA)
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
TBILISI RAILWAY BYPASS PROJECT ENVIRONMENTAL AND SOCIAL IMPACT ASSESSMENT (ESIA)
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
TBILISI RAILWAY BYPASS PROJECT ENVIRONMENTAL AND SOCIAL IMPACT ASSESSMENT (ESIA)
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;
TBILISI RAILWAY BYPASS PROJECT ENVIRONMENTAL AND SOCIAL IMPACT ASSESSMENT (ESIA)
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;
TBILISI RAILWAY BYPASS PROJECT ENVIRONMENTAL AND SOCIAL IMPACT ASSESSMENT (ESIA)
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¤
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n¤
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n¤
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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)
TBILISI RAILWAY BYPASS PROJECT ENVIRONMENTAL AND SOCIAL IMPACT ASSESSMENT (ESIA)
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.
TBILISI RAILWAY BYPASS PROJECT ENVIRONMENTAL AND SOCIAL IMPACT ASSESSMENT (ESIA)
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
III-2 Karsani Station (proposed) Gachiani Station 407
III-3 Karsani Station (proposed) Gachiani Station 312
3 Alternative III
III-4 Karsani Station (proposed) Gachiani Station 358
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
TBILISI RAILWAY BYPASS PROJECT ENVIRONMENTAL AND SOCIAL IMPACT ASSESSMENT (ESIA)
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).
TBILISI RAILWAY BYPASS PROJECT ENVIRONMENTAL AND SOCIAL IMPACT ASSESSMENT (ESIA)
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.
TBILISI RAILWAY BYPASS PROJECT ENVIRONMENTAL AND SOCIAL IMPACT ASSESSMENT (ESIA)
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.
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� Existence of railway in the middle of the capital city is a significant barrier for urban development. Tbilisi Railway Bypass Project directly is based on the new master plan of the capital’s prospective development approved by the municipality on June 5, 2009.
Railroad location and its physical-ecological impact fostered asymmetric development of the city: Southern part of the railroad is more intensively developed as opposed to the northern part of Tbilisi. The railway mainline, which has gained a transnational function, divides the city into two parts on its entire length. The East highway from the Airport to the west of the city is blocked by the railroad track. 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.
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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.
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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
tenth year of operation
Baku 13.9 15.6 6 6.7
Samtredia 7.9 8.9 13.7 15.5
Yerevan 0.8 1 1.9 2.2
Akhalkalaki 1.5 6 3.5 9
Lilo 1.2 1.4 0.5 0.6
Total 25.3 32.9 25.6 34
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
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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
tenth 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
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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.
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Local operations At present the local freight operations of Tbilisi railway junction are implemented in the main stations:
� Tbilisi Junction station
� Tbilisi Freight station
The Tbilisi Junction station is a first class freight station serving the access railways to industrial facilities. The station also undertakes classification-selection of wagons and services transit trains. The Tbilisi Freight station is a first class freight station serving the access railways to industrial facilities as well as a freight area and container yard. The access railways are also served by the intermediary stations Avchala and Lilo. According to the Tbilisi 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.
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3.0 Legal and Administrative Framework This Chapter describes the legal and administrative framework of the Tbilisi Railway Bypass project. It lists the national laws and international conventions pertinent to the Project and describes the procedure for obtaining an environmental permit to allow Project implementation. After a short overview of the requirements of international institutions and international conventions, the requirements of Georgian legislation are compared with those of the EBRD’s Environmental and Social Policy (2008) in a tabular form of gap analysis. 3.1 Administrative Framework The Ministry of Environment Protection and Natural Resources is an authorized state body regulating environmental protection issues. The Ministry exercises its authority through a central office and 6 regional departments representing the East Central, West Central, Kakheti, Kvemo Kartli, Samtskhe-Javakheti, Samegrelo and Zemo Svaneti regions. The Ministry is authorized to:
� prevent, limit or terminate any activity that has or may have a negative impact on the environment or exercise the same rights when natural resources are used irrationally;
� issue licenses and permits (including Environmental Impact licenses and permits);
� control the mitigation activities implemented by construction companies;
� obtain complete information from a construction company regarding the utilization of natural resources, monitoring systems, waste management and other issues; and
� receive explanations from government representatives involved in the project. The regional departments exercise their functions within the boundaries of their regional territories. In addition to the above-mentioned departments, the Ministry also unites other organizations working on issues related to environmental protection:
� Agency of Protected Areas: The agency is responsible for State Nature Reserves, National Parks, National Monuments, Managed Nature Reserves, Protected Landscapes, Bio Nature Reserves, World Heritage Territories and Wetlands of World Importance. The Agency is responsible for controlling, protecting, supervising and restoring the Protected Areas.
� National Environmental Agency: The agency prepares and disseminates information about environmental conditions; holds a database of coastal engineering infrastructure; manages an information bank of minerals; establishes and manages information banks of geological resources, geodesy, cartography and land resources etc.
� Environment Protection Inspectorate: The Inspectorate supervises and ensures that legislation requirements and license conditions are met; the Inspectorate also reviews reports submitted by license and permit holders etc.
The Environment Protection Committee is the authorized unit of the Parliament of Georgia that reviews environment-related issues within Parliament. The other ministries involved in the development of the Tbilisi Railway Bypass project are:
� Ministry of Culture, Monument Protection and Sports;
� Ministry of Agriculture;
� Ministry of Labour, Health and Social Affairs;
� Ministry of Economic Development;
� Ministry of Refugees and Resettlement; and
� Ministry of Justice (in charge of land registry).
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3.2 National Legislative Framework Legal issues regarding the environment are governed by the Constitution of Georgia and environmental protection legislation. The Constitution of Georgia gives general regulating principles on environment protection. Namely, Article 37, clause 3 states: Everyone has the right to live in a healthy environment and use natural and cultural surroundings. Everyone is obliged to protect the natural and cultural surroundings. Furthermore, Article 37, clause 5 provides that everyone has the right to complete, objective and timely information on their working and living conditions. 3.2.1 Environmental Laws Pertinent to the Project Below is a list of Georgian laws pertinent to the Project (the list is not exhaustive): 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).
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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.
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“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.
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� 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.
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� 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
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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
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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
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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
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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.
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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.”
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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
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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
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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
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4.0 Public Information and Engagement Process
Introduction
A stakeholder consultation and engagement process has been implemented within the framework of the Tbilisi Railway Bypass Project development, based on the requirements of the European Bank for Reconstruction and Development (EBRD) and Georgian legislation in terms of disclosure of project related information and public consultation, as well as the requirements of the European Investment Bank (EIB).
A Stakeholder Engagement Plan (SEP) has been developed (See Appendix C) that facilitates the stakeholder information and involvement process for the project. Stakeholder Engagement Plan (SEP) was submitted to the Georgian Railway. 4.1 Consultations Held and Information Provided
4.1.1 Preliminary Consultations with High-Level Stakeholders Georgian Railway launched preliminary consultations with the project’s high-level stakeholders in October 2008. These preliminary consultations included meetings with the Prime Minister of Georgia, Tbilisi Municipality, European Bank for Reconstruction and Development (EBRD), Georgian Oil and Gas Corporation (GOGC), KievGiproTrans (KGT) along with its subcontractors, and with the following ministries: Ministry of Economical Development of Georgia, Ministry of Finance and the Ministry of Environment Protection and Natural Resources of Georgia. During these meetings, GR provided them with information on the project: its aims, benefits and construction details. 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.
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The meeting was attended by representatives of governmental organizations, different ministries, utilities, relevant municipalities, NGOs, scientific community (the list of participants is available in the Appendix I). All invitees received a copy of the scoping report in soft and hard copies and forms of Comments & Suggestions along with the invitation letter to be familiarized with the project and provide feedback during the meeting. The maps of alternative project routes were displayed on the walls of the meeting room to make them more clearly perceived by the stakeholders. In addition, during the scoping meeting brochures of the project were distributed (See Appendix L). The minutes, agenda and photo materials of the scoping meeting are available in Appendix I. 4.1.3 Media Coverage Press Conference for media
On July 24, 2009 a press conference was organized attended by all the key mass media of Georgia (TV Channels – Georgian Public Broadcasting, Rustavi2, Imedi, Maestro, Alania; Radio Channels - Imedi, Green Wave). Mr. Irakli Ezugbaia, Director General of Georgian Railway and Mr. Gigi Ugulava, Mayor of Tbilisi presented to the audience the project: project needs and justification, its aims, project implementation process, etc. The maps of alternative project routes were displayed on the walls to aid visualization of the project and its effects on the city. During the press-conference, project brochures and press releases were distributed (See Appendix L). 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
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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.
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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
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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.
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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.
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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
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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.
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� 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
3. pk 11+70 – 13+80 Farmlands 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
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� pk Land use type Location
6. pk 22+00 – 26+85 Farmlands Avchala settlement
7. pk 26+85 – 31+50 Industrial zone / location of industrial facilities Avchala settlement
8. pk 31+50 – 35+00 Farmlands 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
23. pk 235+50 – 240+00 Mixed agricultural lands / meadows Orkhevi settlement
24. pk 240+00 – 245+60 Mixed agricultural lands / meadows 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
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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.
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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
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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.
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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.
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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.
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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
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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
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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.
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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.
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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.
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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
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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
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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.
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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.
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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.
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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
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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:
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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.
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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 - +
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# 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:
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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:
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� 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.
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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.
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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
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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
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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.
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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)
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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.
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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:
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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
average monthly concentration (mg/m3) 0.094 0.14 0.13
maximal concentration (mg/m3) 0.4 0.32 0.32
carbonic acid
average monthly concentration (mg/m3) 2.0947 5.0 5.1
maximal concentration (mg/m3) 12.0 19.0 25.0
nitrogen dioxide
average monthly concentration (mg/m3) 0.055 0.07 0.06
maximal concentration (mg/m3) 0.19 0.17 0.16
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.
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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.
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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.
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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
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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.
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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 -
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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.
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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
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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.
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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.
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5.2 Baseline socioeconomic conditions The planned project affects the following administrative-territorial units situated in Tbilisi - Municipalities of Didube-Chughureti, Gldani-Nadzaladevi, Isani-Samgori. 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.
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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.
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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%
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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%
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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.
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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.
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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
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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.
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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.
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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
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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”
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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;
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� 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
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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.
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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;
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� 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.
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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;
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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
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(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).
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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.
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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;
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� 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.
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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
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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.
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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.
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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
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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.
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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.
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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
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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
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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).
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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.
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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 - -
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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 - -
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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
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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
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50
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60
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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
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T E
NV
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NM
EN
TAL
AN
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IMP
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T (E
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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.
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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.
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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.
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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.
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Table 6.1.9-1 Some Potentially Hazardous Elements in Construction and Demolition20
Product / material Potentially hazardous
component(s)
Potentially hazardous properties
Treatment and/or disposal options
Concrete additives Hydrocarbon solvents Flammable � Return to supplier, recycle, or remove for
specialist disposal.
Damp proof materials Solvents, bitumen Flammable,
toxic
� Return to supplier, recycle, or remove for specialist disposal.
� Allow to cure prior to disposal
Adhesives Solvents, isocyanates
Flammable, toxic, irritant
� Return to supplier, recycle, or remove for specialist disposal.
� Allow to cure prior to disposal.
Mastics / sealants Solvents, bitumen Flammable, toxic
� Return to supplier, recycle, or remove for specialist disposal.
� Allow to cure prior to disposal. � Seek alternative less hazardous products. � Use water.
Road surfacing Tar-based emulsions Toxic � Return to supplier, recycle, or remove for
specialist disposal
Asbestos, to be found in: � Cement fibre
products � Ceiling panels,
thermo insulation, noise insulation, electrical insulation, flooring, tile glue, etc.
Respiratable fibre Toxic, carcinogenic
� Remove under controlled conditions for specialist disposal.
Mineral fibres Respiratable fibres Skin & lung irritants � Remove for separate disposal.
Treated timber
Copper, arsenic, chrome, tar, pesticides, fungicides
Toxic, ecotoxic, flammable
� Recycle. � Hazardous components bound into timber, low
impact on landfill. � Toxic fumes and residue produced on burning.
Fire resistant wastings
Halogenated compounds Ecotoxic
� Possible low impact in landfill if bonded to substrate; high impact in product form; possible toxic fumes on burning.
Paint and coatings Lead, chromium, vanadium, solvents
Toxic, flammable
� Possible low impact in landfill if bonded to substrate; high impact in product form; possible toxic fumes on burning.
Power transfer Equipment (transformers, capacitors and switchgear)
PCBs Ecotoxic � Contaminated transformer oils to be removed
under controlled conditions for specialist disposal.
Lighting Sodium, mercury, PCBs Toxic, ecotoxic � Recycle or remove for specialist disposal.
Air conditioning systems CFCs Ozone
depleters � Remove for specialist recovery.
20 Report to DGXI, European Commission, Construction and Demolition Waste Management Practices, and Their Economic Impacts, Final Report, February 1999, Report by Symonds, in association with ARGUS, COWI and PRC Bouwcentrum, http://ec.europa.eu/environment/waste/studies/cdw/cdw_report.htm, 2009.
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Product / material Potentially hazardous
component(s)
Potentially hazardous properties
Treatment and/or disposal options
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
specialist disposal.
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
specialist disposal.
Plasterboard Possible source of hydrogen sulphide in landfill
Flammable, toxic
� Return to supplier, recycle, or disperse within landfill.
Glass � Recycle. � Possibly physically hazardous to handle.
Road running surface
Tar, asphalt, solvents
Flammable, toxic
� Recycle if ‘cured’ and low leachability. � Separate for disposal if high leachability /
solvent content.
Sub base (ash / clinker)
Heavy metals, including cadmium and mercury, radionuclides
Toxic � Recycle if low leachability. � Separate for disposal if high leachability.
Very few materials may be classified as invariably hazardous as defined in Directive 91/689/EEC or Decision 94/904/EEC. One of the most obvious examples of this small group, and certainly the one which is most frequently cited, is asbestos-based insulation. However, some other materials may be hazardous because they display one or more of the characteristics used in the Directive’s Annex III to define hazardousness (such as toxicity or flammability). These characteristics may only be revealed under specific circumstances, and it may be possible to avoid those circumstances. Non-Inert Waste Some waste materials which are found in relatively small amounts in C&DW (such as paint and plastics), although not necessarily hazardous, are not inert either. For the sake of the much larger inert fraction, such materials should be kept separate from the inert fraction if at all possible. If they are not, it may not be possible to treat the main bulk of the materials as inert. Some materials may be inert or relatively non-hazardous in situ, but could become hazardous depending on the disposal method. For example some treated or coated timber can give rise to toxic fumes if incinerated. Untreated wood, while eminently suitable for incineration if it cannot be re-used or recycled, should be removed from the inert fraction if at all possible, because its presence in a crushed aggregate material will detract from the value of that aggregate. The same applies to many plastic and textile wastes which can be found on most demolition sites.
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Gypsum, when placed in a landfill, can generate hydrogen sulphide, an acidic gas. It can also detract from the quality of an aggregate if present in excessive amounts. There is no widely agreed figure for the maximum acceptable percentage of gypsum in C&DW-derived aggregate, nor are there widely agreed limit values for landfilling gypsum21. Other non-inert materials and products justify sorting and separate collection as a result of their economic (resale) value. Examples include carved wood panelling, doors, sealed double glazing units (especially those with hard wood or PVC frames). Inert Waste
The main justification for sorting inert materials from the stream which will be crushed is economic. Metals have a well-established resale value, and materials such as old bricks and old tiles are in considerable demand. After the structure has been demolished it is normally possible to remove further steel (or possibly wooden) beams which were part of the basic structure (and therefore could not be removed previously). By using heavy duty mechanical ‘scissor’ crushers to break open reinforced concrete members, some of the steel reinforcing bars can also be removed. Some insulation materials which were inside walls can also be removed manually (or, possibly more accurately, by non-automated processes). If all of these actions have been taken, there will be a largely inert waste stream which is predominantly made up of concrete, bricks, some ceramic materials and (possibly) gypsum. It can be mechanically crushed and sorted. This waste stream can be further treated using a mechanical crusher and sorter. 6.1.9.3 Major Sources of Pollution Within the existing Tbilisi railway infrastructure that is subject to removal there are the following major sources of pollution which will need special attention:
� Locomotive depot: 7 units of 60 ton oil reservoirs;
� Wagon depot: 5 units of 0.6-1,6 m3 oil reservoirs; 20 oil wells and a 180m3 oil reservoir;
� Passenger Transfer Branch’s wagon area: 5 units of 60 ton mazut tanks buried in the ground (currently filled with waste);
� Passenger Transfer Branch’s locomotive depot: 2 units of 7 ton petrol storage tanks buried in the ground; a 45 ton 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
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Many of the wooden sleepers exceed the critical creosote limit set by the European Union. Creosote has been used as a wood preservative for decades and contains toxic chemical compounds including polycyclic aromatic hydrocarbons (PAHs). Some of these are a danger to human health, being carcinogenic. (Creosote is therefore classified as potentially carcinogenic22). While sleepers remain embedded in railway tracks, the creosote is considered to be environmentally safe. However, upon removal, if the total creosote content is greater than the limit set by the European Union, of 1,000 ppm dry weight (1g per kg dry weight), the sleepers should be classified as hazardous waste and disposed of according to the regulations23. Under EU directives24 75/442/EEC, 91/156/EEC and 94/67/EEC, strict precautions are in place for the safe disposal of sleepers as hazardous 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.
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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.
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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
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b) Clear and dispose of unwanted surface vegetation;
IV. Treat/dispose of construction waste materials.
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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;
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� 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.
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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.
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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.
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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.
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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.
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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.
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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.
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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.
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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
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– 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
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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
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� 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
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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.
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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.
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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.
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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
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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
N13 Classical Period Cemetery
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
N4 Classical Period Cemetery
N5 Late Bronze Age Cemetery
N6 Medieval Cemetery
N7 Part of Medieval Cemetery
N9 Medieval Cemetery
N10 Late Bronze Age Settlement
N12 Late Bronze Age Cemetery
N13 Classical Period Cemetery
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
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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.
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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.
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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.
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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.
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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.
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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, � ������ >� ���� ��� '��� � �������� �� ��� �.
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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 «*�� ���� �� �� �� ����� ������� � �������� ����� ������������ �� ������ ���������� ��� ������� (����������) �� ��������� ������ ������� � ������ ���».
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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.
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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
).
TBILISI RAILWAY BYPASS PROJECT ENVIRONMENTAL AND SOCIAL IMPACT ASSESSMENT (ESIA)
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
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ILW
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BYP
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S P
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JEC
T E
NV
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AN
D S
OC
IAL
IMP
AC
T A
SS
ES
SM
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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
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JEC
T E
NV
IRO
NM
EN
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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
).
TBILISI RAILWAY BYPASS PROJECT ENVIRONMENTAL AND SOCIAL IMPACT ASSESSMENT (ESIA)
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.
TBILISI RAILWAY BYPASS PROJECT ENVIRONMENTAL AND SOCIAL IMPACT ASSESSMENT (ESIA)
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.
TBILISI RAILWAY BYPASS PROJECT ENVIRONMENTAL AND SOCIAL IMPACT ASSESSMENT (ESIA)
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.
Georgian Railway LLC, Report on Railway Crashes, Accidents, Significant Defaults and Defaults, 2004-2005.
Georgian Railway LLC, Report on Railway Crashes, Accidents, Significant Defaults and Defaults, 2005-2006.
Georgian Railway LLC, Report on Railway Crashes, Accidents, Significant Defaults and Defaults, 2006-2007.
Georgian Railway LLC, Report on Railway Crashes, Accidents, Significant Defaults and Defaults, 2007-2008.
Georgian Railway LLC, Report on Railway Crashes, Accidents, Significant Defaults and Defaults, 2008-2009.
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).
TBILISI RAILWAY BYPASS PROJECT ENVIRONMENTAL AND SOCIAL IMPACT ASSESSMENT (ESIA)
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.
TBILISI RAILWAY BYPASS PROJECT ENVIRONMENTAL AND SOCIAL IMPACT ASSESSMENT (ESIA)
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.
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saqarTvelos sakanonmdeblo macne. nawili III saqarTvelos kanonqvemdebare
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ministris 2003 wlis 8 seqtembris brZaneba #52 `rkinigziT
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S.p.s. `saqarTvelos rkinigzis~ informacia proeqtis samizne teritoriaze
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