Local language version of this PSD: Albanian
Provision of a sovereign loan to Kosovo to co-finance the construction of a new highway section approximately 30 km in length to dual two lane carriageway standard between Kijeve and Zahaq near the city of Peje.
Support Kosovo's economic development and regional integration by improving connectivity between its main cities and between Kosovo and neighbouring Montenegro. The Project will finance the construction of a highway section which is part of Route 6b of the Western Balkans Comprehensive Network.
- The Project will help develop a road sector financing and institutional study, which will determine adequate and achievable funding levels and revenue sources from which these will be obtained, and identify appropriate steps to increase funding for road maintenance. The study will also provide recommendations for reform in key areas of the state roads sector, which will pave the way for the establishing of a Road Agency in the future.
- The Project will also develop a three-year rolling maintenance and investment programme for national roads and increase the maintenance expenditure in line with the road sector financing and institutional study recommendations.
- The Project will help the development of secondary legislation on road safety audit and inspection and the establishment of the issuing agency and procedures for training and certification of road safety auditors.
REPUBLIC OF KOSOVO
The Client is the Government of Kosovo represented by the Ministry of Finance. The loan will be for the benefit of the Ministry of Infrastructure (MI) which has overall responsibility for the organisation and management of the transport sector in Kosovo. Within the MI, the Road Infrastructure Department (RID) is responsible for the development of a road strategy, management of budgets and the issuing of contracts for road maintenance and development.
EBRD Finance Summary
A sovereign loan to Kosovo to co-finance the construction works related to the Project.
Total Project Cost
The total Project cost is estimated at approximately EUR 193 million.
Environmental and Social Summary
Categorised A (ESP 2014). The Project has the potential to result in significant adverse environmental and social impacts and required an Environmental and Social Impact Assessment (ESIA) and a formal participatory public consultation process, inclusive of a minimum of 120 days public disclosure of the ESIA package. An ESIA was prepared in accordance with EU EIA Directive 2011/92/EC, the EBRD Environmental and Social Policy requirements and national EIA procedures and requirements in Kosovo, based on the northern route alternative that was selected. The ESIA is supported by a disclosure package comprising the overarching Non-Technical Summary (NTS), Environmental and Social Action Plan (ESAP), Stakeholder Engagement Plan (SEP), and Land Acquisition and Resettlement Framework (LARF).
Route 6, which runs east-west across the country (along with Route 7 running south-north) is recognised in the Spatial Plan of Kosovo (2005) as a route of a prime importance for Kosovo. It provides the main transportation link to the neighbouring capital cities and to the regional transport network of South East Europe connecting the main cities and economic centres within Kosovo. The alignment has been considered in a number of previous planning assessments primarily based on an upgrade and widening of the existing road (N9)
In 2016, a Pre-Feasibility Study financed by the WBIF analysed the comparative advantages and disadvantages of four alternative alignments and included a Preliminary Environmental Impact Assessment of all the project alternatives considered. The northern alignment showed significant
technical and engineering, as well as environmental and social advantages and was chosen for development of the conceptual design. The national EIA process commenced in October 2016 with scoping workshops and meetings, including relevant national and local authorities and has continued
during the EBRD public disclosure period with formal public hearings held on 6 and 7 November 2017. The approval by the Ministry of Environment and Spatial Planning of the ESIA in the context of national legislation was provided on 9 November 2017. The ESIA is based on the conceptual design prepared for the selected alignment and will be updated together with development of the detailed design. Detailed mitigation measures and detailed land acquisition plans will be subject to further public disclosure. Specific environmental and social aspects requiring further analysis are captured in the ESAP and are already being undertaken by the design consultant.
The Project is located in the municipalities of Klina and Peje and runs in parallel to existing route N9 at a distance of approximately 1.5 km. The initial section of the alignment rests upon a flat plateau; the terrain then gradually descends towards the Drini i Bardhe riverbed and then ascends mildly to higher elevations towards Peje. The first section (Kijeve-Kline) is characterised by dominance of agricultural land and pastures with scattered patches of Italian and Turkey oak forests, Oriental hornbeam and White oak. The second section (Kline-Peje) is dominated by agricultural land and pastures with Italian and Turkey oak forest patches and poplar and willow woodlands in the Plain of Bistrica River (Bistrica e Pejes). The route does not run in the vicinity of any protected areas. Potential presence of two species of fish (European eel and Common carp) with high conservation importance (IUCN 2015.2) was noted in the Drini i Bardhe River.
Thirteen settlements are located along the motorway Project: Dollc, Zajm and Drenoc (bisected) and Drsnik, Jabllanice, Klicine, Leshan, Lugagji, Gllaviqice, Ramun and Zahaq; the Route also crosses the northern part of the villages Pjeterq i Eperm, Pjeterq i Poshtem. Most of the land is privately owned. The current land take estimates show that approximately 123ha of land will be required. The Route crosses one regional road (R104) and several local roads; connection to the existing road is enabled via interchanges while the continuity of the network of local roads is ensured by either underpasses or overpasses.
The Project is expected to improve connections with the major economic centres in Kosovo and neighbouring countries. It will improve economic opportunities, access to education, and work places which in turn may have an impact on out-migration which is understood to be a current challenge in the affected municipalities. Diversion of the transit traffic to the new alignment designed in line with relevant technical, safety and environmental standards is expected to improve noise and air quality and community safety of the densely populated settlements living along the existing road N9 where compliance with environmental and safety standards cannot be maintained with the present and future traffic.
Limited areas of EU Habitat Directive Annex 1 habitats will be impacted by the Project. These include Willow and Poplar belts and Willow and Poplar woodlands in the vicinity of Drini i Bardhe River and Easter white oak (respectively approximately 0.6 ha and 8 ha out of overall land take of 20 ha), which are considered priority biodiversity features. None of the above are considered critical habitats, as per PR6 and the implementation of standard construction mitigation measures are anticipated to result in a No Net Loss of these habitats. The new road will introduce new sources of air pollution and noise emissions along the alignment. A proportion of the potentially affected population south of the alignment is supplied with potable water from private wells, therefore the groundwater is highly sensitive to run-off discharge from the carriageway so detailed mitigation measures are required to address this impact. Negative social impacts of the Project are related to land take required for the new alignment, including requirements for physical resettlement and limited economic impact (circa 120 residential dwellings) and limited economic impact (6 commercial properties), including some impact resulting from avoidance of the businesses along existing road N9. However, efforts have been made to avoid residential locations and mitigation measures will be applied to minimise resettlement impacts. The detailed extent of land acquisition and the resettlement will be defined during further development of the design and within the Resettlement Action Plan to be developed for the Project.
The ESAP structures the Project to meet the EBRD Performance Requirements and includes requirements for: (i) hydrogeological assessment and design of mitigation measures within the drainage design, (ii) aquatic survey to confirm the presence or absence of protected fish species, (iii) identification and assessment of surplus material disposal sites, (iv) updates of noise and air impact assessment and design of mitigation measures, (v) update of the socioeconomic survey, and (vi) design of biodiversity mitigation measures to minimise impacts to sensitive habitats. The ESAP also includes the requirement for a road safety audit, implementation of design change procedure preparation and implementation of Resettlement Action Plan (RAP) and implementation of Contractor's Environmental and Social Management System and all related Plans, implementation and regular update of the SEP.
The Project will be monitored by the Bank in line with the commitments in the ESAP.
The following Technical Co-operation assignments are envisaged as part of this project:
Preparation of a road sector financing and institutional study;
Road Safety Capacity Development and Road Safety Assessment;
Lender's Monitoring Engineer.
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Text of the PIP
Independent Project Accountability Mechanism (IPAM)
If efforts to address environmental, social or public disclosure concerns with the Client or the Bank are unsuccessful (e.g. through the Client’s Project-level grievance mechanism or through direct engagement with Bank management), individuals and organisations may seek to address their concerns through the EBRD’s Independent Project Accountability Mechanism (IPAM).
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