Rehabilitation and upgrading, to motorway standard, of a 65 km section of road from Belgrade to Novi Sad and construction of a bridge across the Danube, together with support for the transformation of the Serbian Roads Directorate to a Public Enterprise.
The investment would be supported by a review of institutional options for development of the motorway network, a programme for institutional strengthening to the Roads Directorate and further enhancement of road financing arrangements.
The Project will contribute to the transition process by:
• Supporting the transformation of the Roads Directorate to a Public Enterprise;
• Introducing performance based maintenance contracts;
• Ensuring measures to enhance road sector finance;
• Reviewing the institutional options for developing the motorway network.
Road Directorate of the Republic of Serbia, a separate legal entity responsible for the construction, maintenance and management of roads in the Republic of Serbia.
Up to € 72.5 million sovereign guaranteed loan and parallel financing with the EIB in an mount of € 112 million.
€ 212 million.
This is an A-level project requiring an Environmental Impact Assessment (EIA). An Initial Environmental Examination (IEE), consisting of a site visit, meetings with identified project stakeholders and a review of the existing environmental studies was carried out by the Bank’s Environmental Specialist in September 2003, to determine the scope and content of the environmental due diligence. An EIA, undertaken by international consultants, identified a range of potential impacts and has set out a range of mitigation measures to lessen any negative impacts of the operation. The EIA builds on a number of reports prepared locally in Serbia, notably the Preliminary Environmental Impact Assessment (EIA), the Feasibility Study for the Second Carriageway of the E 75 and the Spatial Plan for the Belgrade - Subotica Corridor.
According to the independent EIA, the only significant environmental impact of the proposed scheme that can be identified is the positive effect of accident reduction on the community. In line with the Bank’s Environmental Policy and Public Information Policy, the EIA has now been released (in English and Serbian translation) into local, accessible locations near the project site in Belgrade and Novi Sad and is being consulted upon for a 120 day period prior to EBRD Board approval. An Executive Summary of the EIA (in English and Serbian translation) has been posted on the Banks website and the Roads Directorate is being encouraged to post the full EIA (in the Serbian language) on their website. As part of the Bank's consultation process, public meetings have been arranged in Belgrade and Novi Sad and comments will be taken into account in the final EBRD Board submission
An Environmental Review Summary is included below and the Executive Summary of the EIA is also available.
Environmental review summary
1. Brief description of the project
The Belgrade-Novi Sad Motorway runs from Batajnica, about 5 km north- west of Belgrade, to the north of Novi Sad, a distance of 65 km. There is a major bridge which crosses the Danube River at Beska, about half way between Belgrade and Novi Sad. It is a single structure with one carriageway. When the current scheme was conceived, the road was a single carriageway. Since then, much of the second carriageway has been completed to formation level, funded by the Serbian Government. The upgrading scheme for which this EIA has been prepared comprises the following:
• Construction of new second carriageway.
• Construction of a second bridge over the Danube at Beska.
• Rehabilitation of the existing carriageway.
• Rehabilitation of the existing Beska Bridge.
2. Screening categories and rationale for classification
This project involves the construction of a new bridge and widening of an existing road to provide four lanes where the widened sections of road would be 10 km or more in continuous length. Therefore, the project has been screened A/0, requiring an Environmental Impact Assessment (EIA).
3. Information reviewed
The EIA builds on a number of reports prepared locally in Serbia, notably the Preliminary Environmental Impact Assessment (EIA), the Feasibility Study for the Second Carriageway of the E 75 and the Spatial Plan for the Belgrade - Subotica Corridor. The Executive Summary of the EIA can be viewed at the Bank’s website: http://www.ebrd.com/enviro/eias/index.htm
4. Environmental issues
According to the independent EIA, the only significant environmental impact of the proposed scheme that can be identified is the positive effect of accident reduction on the community. Traffic levels are now very high for a single carriageway road. This, coupled with the potential confusion and hazard of 3 traffic lanes, has led to a high level of accidents. In addition to this, the road surface itself is in poor condition and in urgent need of repair. The bridge has suffered a number of problems since it was first constructed, including evidence of settling, and a variety of repairs have been undertaken over the last 20 years.
The main area of ecological interest is the Kovilj- Petrovaradin Marsh Special Nature Reserve. Otherwise there are no areas of significant ecological importance. Works to be constructed in the nature reserve comprise the road embankment and bridge viaduct. Much of the construction work could be sited away from the marsh but some limited additional areas for temporary construction plant and equipment may be required. Since the road will be on viaduct for about 1500 metres, wildlife will still be able to pass underneath the road between the river bank and the start of the road embankment.
The principal issues during construction works are piling and vibration operations in connection with the new bridge. The type of noise associated with piling works depends on the method of piling used. Any negative impacts might be mitigated by scheduling the piling works for the winter months.
The majority of the land required for completion of the scheme was acquired approximately 30 years ago. The additional land required is understood to be either unused or in agricultural use. Parts of the existing road layout will be redundant and, if appropriate, the land could be returned to farm use or planted as woodland.
The visual impact of the motorway and new bridge is assessed from two perspectives, from the surrounding countryside, and from the road and bridge. It also includes current landscape designs for the road. Completion of the new carriageways will have no discernible visual impact when viewed from the surrounding area, the road profile already having been completed to at least base course level along the length of the road. At the new road junctions and toll plazas, the new construction will rise above the surrounding landscape. Appropriate landscape designs would help reduce the the visual impact.
A scheme for providing landscape planting throughout the road length has been prepared as part of the highway design. The landscape design does not currently include proposals for the whole of the road scheme, for example around all facilities, and at all interchanges. Further landscape design work is therefore required. It would be beneficial to redesign the whole landscape scheme in accordance with current international thinking and practice.
Consideration of air pollution revealed that limit values of annual concentrations are exceeded on most sections of the road at the edge of the carriageway. However, beyond 70metres from the road, all concentrations are forecast to be below limit values. Since there are no settlements close to the motorway and it is located in a corridor within which residential development is restricted, the scheme is not expected to be a danger to health.
Noise impacts have been predicted for each section of the new road. Regulations specify that if noise from a new road exceeds the above prescribed limit levels, mitigation measures would be introduced. Forecasts for 2020 show that 25 metres away from the centre line of the motorway, both day and night time noise limits would be exceeded. However, there are no residential areas currently this close to the road centreline, so there is not expected to be a problem. It is suggested that noise reduction measures for roadside facilities are incorporated in detailed design.
Water resources can be affected by a wide range of potential pollutants arising from road traffic. Building interceptor traps areas close to the stream can reduce pollution of the small streams. At the Danube there is a more serious potential problem because of the larger run off in the catchment area but this can also be significantly reduced by constructing a system of interceptor drains. The construction of interceptor drains will also reduce the impact of any accidental spills.
Summary of Environmental Mitigation and Management Measures
Following the final design and construction method of the new Beska Bridge and approach viaducts and embankments, it is proposed that an ecological study is undertaken of the construction zone within the nature reserve. This study will be required to identify any necessary mitigation measures.
In areas where there will be new land acquisition and construction works, archaeological (reconnaissance) surveys should be commissioned to determine if there are any other remains of interest. The surveys will be required to make recommendations as to any further archaeological investigations and mitigation measures, including changes to scheme design where and if appropriate.
The successful contractor for the new Beska Bridge should be required to prepare a noise minimisation plan. This should include predictions of noise from the construction site and measures to reduce noise to a minimum. The design of roadside facilities should incorporate noise reduction measures.
A new landscape plan for the whole scheme should be prepared in accordance with international best practice. The new plan should be commissioned as soon as the final decisions have been made on all land to be acquired and junction arrangements are completed and agreed.
Interceptor traps must be constructed at the entrance of drainage channels to all streams and rivers, including at the Danube River at Beska. Interceptor drains must be regularly cleaned and maintained so as to ensure that they are always effective. The spreading of winter salt should be carefully managed so as to reduce its use to an absolute minimum consistent with road safety.
The road contractor(s) will be required to prepare a waste disposal plan so as to cater for the safe control and handling of waste, especially contaminated materials. This will also show how reusable materials will be recycled.
An Environmental Management Plan (EMP) must be prepared in order to define the environmental measures and procedures that will need to be adopted for the scheme and to identify those responsible for their implementation.
An Environmental Monitoring Plan should also be prepared setting out proposal for monitoring the environmental mitigation measures during the construction phase.
During detailed design, a Pollution Incident Plan should be prepared to deal with emergency situations, such as accidental spillage of oil, fuel or hazardous materials as the result of a collision on the motorway.
Assistance with Project Implementation (EUR 1.3 million) – grant funding from the European Agency for Reconstruction (EAR) has been secured.
Study of appropriate institutional arrangements for motorway development in Serbia (EUR 250,000) – grant funding from the Canadian International Development Agency (CIDA) has been secured.
Environmental Impact Assessment (EIA) and assistance with public consultation (EUR 40,000) – grant financing from the EAR.
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Text of the PIP