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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
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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.
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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.
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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.
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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.
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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.
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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.
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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.
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An Environmental Monitoring Plan should also be prepared setting out
proposal for monitoring the environmental mitigation measures during the
construction phase.
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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.
There is an Environmental Impact Assesment available for this project.
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