REPUBLIC OF IRAQ REGIONAL GOVERNMENT OF KURDISTAN

TRANSPORT CORRIDORS PROJECT

Public Disclosure Authorized

Public Disclosure Authorized

Public Disclosure Authorized

80625

ENVIRONNMENTAL AND SOCIAL IMPACT ASSESSMENT FRAMEWORK

SEMEL IBRAHIM AL KHALIL ROAD CORRIDOR

Public Disclosure Authorized

EXECUTIVE SUMMARY

AUGUST 18, 2013

Draft ESIAF

Document Title:

Draft ESIAF Executive

Summary

Project :

Iraq Transport Corridors Project

Code

E1608

Client:

Kurdistan Regional Government

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TABLE OF CONTENTS
0.

EXECUTIVE SUMMARY .............................................................................................. 3

0.1.
0.2.
0.3.
0.4.
0.5.
0.6
0.7.
0.8.
0.9.

Introduction ...................................................................................................................... 3
Existing Policy, Legal and Administrative Frameworks ................................................. 3
Project Description ........................................................................................................... 4
Analysis of Alternatives ................................................................................................... 6
Description of Baseline Conditions ................................................................................. 7
Pubic Consultations........................................................................................................ 10
Environmental and Social Assessment .......................................................................... 11
Mitigation and ESIAF Implementation and Management ............................................. 12
Summary and Conclusions ............................................................................................. 22

LIST OF TABLES
Table 1: Level of Impact
Table 2: ESMP during Construction (Batil Girsheen)
Table 3: ESMP during Operation (Batil Girsheen)
Table 4: ESMP during Construction (Girsheen Suhaila)
Table 5: ESMP during Operation (Girsheen Suhaila)

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0.

EXECUTIVE SUMMARY

0.1.

Introduction

This executive summary presents the Environmental and Social Impact Assessment Framework
(ESIAF) for the Transport Corridor Project in Kurdistan at Governorate of Duhok . This Corridor
from Semel to Ibrahim Al Khalil is 63km long, and is divided into four sections: Semel Batil
(segment 1 15km long); Batil Gersheen (segment 2 8km long); Gersheen Suhaila (segment 3
23-25km long); and Suhaila Ibrahim Al Khalil (segment 4 14km long). The segments 1 and 4
are currently under construction (financed by the KRG). Segment 2 is in the tendering phase (to be
financed by the KRG). Segment 3 is to be co-financed by the World Bank and does not yet have its
alignment determined.
The Ministry of Construction and Housing / General Directorate of Roads and Bridges in Duhok aim
to expand this Corridor to from 2 lanes to 6 lanes motorway. The need for widening the road resulted
from the increasing demand of land transportation, and the current heavy traffic, coupled with the
poor condition of the existing road that is not designed to carry such axial loads. About 3,000 heavy
freight trucks enter Kurdistan /Iraq daily at Ibrahim al Khalil border crossing with Turkey.
The main scope of the present ESIAF is segment 3. However, aspects of segment 2 are also being
considered as works have not started on this segment which is currently in the tendering stage. It
could be considered as associated with the alignment that will be funded using Bank financing of
segment 3. Segments 1 and 4 which have ongoing civil works will be addressed through
environmental and resettlement audits prior to the end of the appraisal period of the World Bank
funded segments. These environmental and social audits will assess the non-Bank funded road
segments compliance with the safeguards policies, identify any gaps in terms of environmental and
social management and develop corrective action plans, if needed. The Government will implement
these corrective action plans/environmental management plans/RAPs for non-Bank funded road
segments in addition to the environmental management plans and RAPs for Bank-funded segments.
The purpose of the ESIAF is to assess the potential environmental impacts of the alignment (yet to be
determined) to be financed by the Bank. After selecting the alignment, a full ESIA for segment 3
(and if possible segment 2) will be prepared, reviewed, approved and disclosed prior to
commencement of civil works.
The ESIAF report draws heavily on the information available from existing documentation including
feasibility studies, pre-construction photographs of the routes currently under construction;
documentation of land acquisition for routes under construction; cadasters showing land ownership
along the entire alignment; and any existing socio-economic studies of communities and settlements
along the alignment. In addition, data has been collected from other relevant stakeholders such as
Academia and other institutions at Duhok. Public consultations were also held in order to involve the
projects stakeholders in the environmental and social considerations of the project.

0.2.

Existing Policy, Legal and Administrative Frameworks

Regarding the national legislation, there are currently two valid Laws for the Protection and
Improvement of the Environment in Iraq, which introduce compulsory application of EIA for
infrastructure project: the Law of Environmental Protection and Improvement in Iraqi Kurdistan
Region, No 8 of 2008; and the Law for the Protection and Improvement of Environment No. 27 of
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2009. For the purpose of this project, the KRG Law of Environmental Protection of 2008 is followed
as it provides more comprehensive EIA provisions.
The World Bank has 10 current Operational Policies and Procedures:
-

Pest Management (OP/BP 4.09)

Environmental Assessment (OP/BP 4.01)

Natural Habitats (OP/BP 4.04)

Safety of Dams (OP/BP 4.37)

Projects on International Waterways (OP/BP 7.50)

Projects in Disputed Areas (OP/BP 7.60)

Forests (OP/BP 4.36)

Involuntary Resettlement (OP/BP 4.12)

Indigenous Peoples (OP/BP 4.10)

Physical Cultural Resources (OP/BP 4.11)

The policies that apply and are triggered for this project are:
-

Environmental Assessment (OP/BP 4.01).

Involuntary Resettlement (OP/BP 4.12).

There is the possibility that Physical Cultural Resources policies (OP/BP 4.11) might be triggered;
however, this could only be resolved with certainty once the alignment to be financed on segment 3
has been determined (The annex 2 shows the chance find procedures for use in the ESIA).

0.3.

Project Description

The project consists of a Transport Corridor (TC) in Kurdistan from Semel to Ibrahim Al Khalil
which is 63km long. The Ministry of Construction and Housing / General Directorate of Roads and
Bridges in Dohuk aim at expanding all 4 segments of this road to a 6-lane dual highway.
The TC is divided into four segments. Segment 1 (semel Batil) and Segment 4 (Suhaila Intersection
Ibrahim Al Khalil) are under construction (financed by the KRG). On the other hand, Segment 2
(Batil Gersheen) is under tendering by KRG and Segment 3 (Gersheen Suhaila Interchange) is
under study by an engineering consulting firm (this segment will be co-financed by the World Bank).
The need for widening and upgrading the road is caused by the increasing demand of land
transportation, the current heavy road usage by all types of vehicles including significant numbers of
large freight trucks, and the existing poor condition of the road which was not constructed to carry
heavy axel loads. About 3,000 heavy freight trucks enter Kurdistan /Iraq daily at Ibrahim al Khalil
border crossing with Turkey. These trucks bring supplies to and from Iraq and also transfer goods to
and from the Gulf Region. The original road serving this traffic is a 2-lane, winding, poorly
cambered, and highly dangerous. Traffic movement is constrained and slowed which raises transport
costs and results in economic losses. Additionally, records indicate a fatality rate of around 1 per km,
which is considered as one of the highest rates in the world. Improving road and safety conditions
along the KRG transport corridor is thus an urgent priority for both economic and safety reasons.
The following description provides more information for each of the four segments.
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Segments Financed by the KRG

Segment 1: Semel Batil
This segment is located in Semel District and crosses two sub-districts: Semel Center and Batil.
Different land use categories exist along this segment with the majority being agricultural lands.
Some industrial and commercial activities exist along the segment. Residential areas near the
alignment included Marina, Muqible collective and Bastike population centers.
The construction is expected to be completed on September the 8th 2013.
Segment 2: Batil Gersheen
This segment is located in Semel District and goes through one sub-district of Batil. Most of the land
use along this segment is agricultural lands. The exception is at Batil center where mix-use
residential and commercial land categories exist.
There is an option of adding the section shown to this segment in case Alignments 2, 3, or 4 are
selected for this road. The added section would be 2 km in length. Since this segment is currently
under tendering, the construction activities are expected to be completed by end of 2014.
Segment 4: Suhaila Intersection Ibrahim Al Khalil
This segment is located in Zakho District and goes through one sub-district of Rizgari. Different land
use categories exist along this segment with the majority being agricultural. Residential areas exist at
Derabune collective, Heytan and at the end of the segment near Ibrahim Al Khalil. Some sections are
classified as pastures, and others represent forest areas.
This segment is currently well under construction and is expected to be completed on November 4th
2014.
Segment to be Co-Financed by the World Bank
Segment 3: Girsheen Suhaila Interchange
This segment is currently under study by an engineering consulting firm in order to select the best
alignment and then prepared the detailed designs. This segment will be around 23-25 km in length;
interchange and expected to cost around 70 million USD and will be co-financed by the World Bank
loan to the KRG. This segment is located in Batil District and goes through one sub-district of Batil.
The alignment will be designed to provide safe, comfortable, convenient and economic mobility for
both local traffic and traffic heading towards Kurdistan / Iraq - Turkey Borders.
The existing road (Alignment alternative 1) is used extensively by heavy goods vehicles which
transport goods between Turkey, Kurdistan, central-southern Iraq, and Kuwait. However, the design
of this road does not meet the design standards for such roads. Thus, if this alignment is chosen, it
will be necessary to construct a new 6 land dual highway with optimal standards based on
internationally accepted highway construction criteria. The design team has proposed three other
possible Alignment routes (Alignments 2, 3, and 4) to be studied together along with the existing
road alignment. The final selection will be based on the outcomes of the engineering, economic
feasibility, and socio-economic studies.
Land use along alignment 1 is mainly agricultural with scattered settlements at Girsheen, Komalgaha
Girsheen, Kelke collective, Avzreekshno, Pebizne, Kani Arab and Bajid Kandal. Regarding
Alignments 2 and 3, they are completely located within agricultural lands; few villages exist but far
from the proposed road.
Alignment 4 is the farthest to the north and located between agricultural lands to the South and
mountains to the North. Similar to Alignments 2 and 3, villages are quite far from the road
alignment.
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Interchanges
Three semi-grade separated interchanges will be constructed along the road at Girsheen South,
Girsheen North, and Suhaila.

Analysis of Alternatives

0.4.

The analysis of project alternatives was conducted from an environmental and social standpoint.

Environmental & Social multi-criteria Screening (ESSMC) has been developed to perform this
analysis. The screening is based on the level of impact significance for each options made or
alternative proposed. The levels of Impacts are classified as follows:
Table 1: Level of Impact
Level

Imapct

-1

Minor Advers (Negative) Significance

+1

Minor Positive Significance

-2

Potential Adverse (Negative) Significance

+2

Potential Positive (Beneficial) Significance

No change to the existing situation

The analysis approach for this project was conducted at two levels:
-

Level One Analysis (Retroactive Approach): this analysis was applied to the road
segments that are either under construction or that under tendering for construction (which
are Segments 1, 2 and 4). This analysis looked at the decision that was made by KRG to
select the existing road alignment as preferable option to proceed with construction activities
of the project. The evaluation of the selected alignment will be made upon the overall impact
especially for the operational phase which is considered the long term impact.

Level Two Analysis (Proactive Approach): This analysis was made for the proposed
alternatives and the existing road options of segment 3 for which the alignment is still under
study (Girsheen Suhaila Interchange). This analysis compared the 4 different possible
Alignments, as well as a further option which would involve upgrading of the existing road
alignment (alignment 1) with local diversions to bypass the settlements.

As for segment 3 of the Corridor (Gersheen Suhaila). Three alternative alignments plus the
existing alignment were considered. Results of the multi-criteria analysis of alternatives show that
the differences between the alternatives are more significant during the construction phase (shortterm impacts) than during the operational phase (long-term impacts).
Alternative 3 and the existing road alignment with modifications (by passes of two villages which the
road is currently crossing) are promising and shall be given more attention during the course of the
ESIA. Both of them are showing less short-term and long term adverse environmental and social
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impacts. In addition, they may generate more social and economic benefits to the impacted
communities which will enhance public acceptance of the project.

0.5.

Description of Baseline Conditions

The natural resources of relevance to road projects include water resources, wildlife and biodiversity
resources, coastal resources, and air quality. Baseline environmental and social conditions were
studied and presented in the ESIAF. The information was collected from the existing reports, papers
and publications, as well as field surveys and public consultations. The following baseline conditions
were presented: physical environment, biological environment, socio-economic aspects,
archaeological and cultural resources, health and safety. These are briefly described below:
Physical Environment
The physical environment of the project area is summarized below:
Climate and Meteorology
The climate of the project area is characterized by cold winters with high rainfall and very hot
summers. The northern mountain regions along the Turkish border have cold winters with heavy
snow.
The nearest weather station to the project area is Zakho Metrological Station which is around 17 Km
from Girsheen. The initial meteorological characteristics of the project area were obtained from the
data averages for the last 10 years (2003-2012) recorded at this station. These characteristics are
summarized as follows:
o The average temperature for the ten years period was 20.75 C.
o The average yearly rainfall at the project area was around 446 mm between 20032012.
o The prevailing wind direction at the project area is South-East and sometimes tends
to South-West and North-West.
Topography
The Project area lies in the far north-west of Iraq in the Kurdistan Region located between the hilly
and high mountainous area.
Dohuk province is located between two series of mountains: the Bekhir Mountains in the North and
the White Mountains in the South. The elevation of the project area varies from 445m to 1215ma.s.l.
The wadies stretch towards the valley in the midway between the two mountains.
Geology
The project area lies on sedimentary rocks: clay, sand, silt and gravel. The top stratum in the project
area is clay and clay mixed with sand or silt to depth of 50 m. The strata below are layers of gravel
and clay with stones.
The groundwater table is at an average depth of 200m. The aquifer is unlikely to be affected by
surface induced pollution due to its depth and the presence of clay.
Soil
The project area is characterized with four types of soil:

Brown soil, deep thickness, this type is suitable for agricultural purpose.
Brown soil, medium and shallow deeply eroded, deeply eroded in places. It is similar to first
type and suitable for agricultural use.

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Chestnut soils suitable for agriculture and forestry.

Rough Mountain lands not suitable for agricultural use.

Biological Environment
The biodiversity of the whole project corridor has been altered to different extents either by several
types of pressure on the exiting natural habitat principally agriculture -- or by complete removal of
the natural habitats and species. The biological environment characteristics for segments 2 and 3 are
summarized below:
Segment 2: Batil Girsheen

The area is characterized by Middle East Steppe with dominant shrubs of Irano-Turanian
Region.
The agriculture plains are the main support habitats for birds and mammals species.
Hunting and farming are the main threats on biodiversity in this segment.
Segment 3: Gersheen Suhaila Interchange
The biodiversity of this segment is generally characterized by the Eastern Mediterranean eco-region.
Detailed study is needed during preparation of the ESIA to determine the magnitude of the expected
ecological impacts from road construction on biodiversity.
Alignment 1: has the least biodiversity importance due to the mixed use of the proposed corridor by
multiple settlements, minor commercial and intensive agricultural activities.
Alignment 2: is the closest to the existing road containing remnants of dwarf shrubs and grass lands,
where the majority of vegetation cover has been replaced with cultivated crops or deteriorated under
overgrazing pressure.
Alignment 3: has an almost similar habitat of Alignment 1 with marginal distribution of natural
shrubs and grasses at the grazing plans or around the cultivated lands.
Alignment 4: is the closest to the mountain ranges in the area. However the proposed Alignment
corridor lacks significant trees that are mainly located at the higher elevations in the mountains where
also more significant wildlife species may exist such as the Wild Cat, Caracal and Squirrel.
Nevertheless, those natural habitats along this Alignment are more represented in comparison to
Alignment alignments2 and 3 with the existing pressures of overgrazing and cultivation
Baseline Socio-economic Conditions
Segment 2: BatilGirsheen
This segment does not traverse or intersect any population settlement.
A preliminary baseline Census was carried out along this Segment to identify possible PAPs and
structures along the ROW and immediate corridor of impact (COI). The Census identified 10
structures whose owners and workers are likely to be adversely affected by the road works. These
structures include small shops; gas station, fences and a large commercial building which is newly
built.

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The exact number of PAPs shall be determined and estimates of compensation for lost assets, loss of
business and impact on workers shall be carried out as part of ESIA and RAP preparation.
There will be no need for land take for segment 2 since all lands required for widening the existing
road are within the road right of way (ROW), this was confirmed by Duhok Roads and Bridges
Directorate through an official letter.
Segment 3: Girsheen Suhaila Interchange
Some initial assessment of socio-economic conditions of the resident population along the 4
alternative alignments of this Segment (refer to Error! Reference source not found. of the ESIAF)
has been undertaken to inform this ESIAF and identify further information needs and considerations
necessary for ESIA and RPF preparation.
Alignment 1 (the existing road) either passes immediately by, or bisects, the following villages:
Girsheen, KomalgahaGirsheen, Kelke Collective, Avzreekshno, Pebizne, Kani Arab and Komal gaha
BajidKandal. There will be no need for land take for the existing road option since all lands required
for widening the existing road are within the road right of way.
Alignment 2: passes close to the villages Girsheen, Imlke, KaniKark and Mazre. The closest village
to this Alignment is Girsheen which is located around 230 m from the ROW.
The alignment passes through agricultural land and no settlements exist on the ROW or immediate
COI of the proposed alignment. PAPs under this alignment would include tenant farmers who lease
the agricultural land from the government and employees working for tenant farmers, including
herders. The land take will affect 12 plots with a total area of 2,293,143 m2.
Alignment 3: passes close to only one village, Mazre, which is located 400 south of the ROW. Has
similar settlement and land use characteristics to Alignment 2. No settlements are on the proposed
alignment which passes through agricultural land on which livestock grazing is also practiced.
Therefore, potential affected people by this Alignment include tenants who rent the agricultural land
from the government, employees who work in agriculture, livestock owners and herders. Land
Acquisition required for Alignment 3 is less by 8% -- than that required for Alignment 2. As a
result the land take will affect 10 plots with a total area of 2,104,963 m2 .
Alignment 4: passes close to the very small hamlets of Qaruda and BajidMiri, Qaruda is 210 m
south of the ROW and BajidMiri is 650 north of the ROW. Land Acquisition required for Alignment
4 is lower than that for Alignments 2 and 3 by 11% and 3% respectively. As a result, land take will
affect 14 plots with a total area of 2,048,646 m2.
More comprehensive study for the socio-economic characteristics of the affected people should be
carried out during the ESIA and RAP/ARAP studies. The exact number of PAPs shall be determined
and estimates of displaced people and compensation for lost assets, loss of business and impact on
workers shall be carried out.

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The Local Economy and Livelihoods

The economic activities associated with Road Segments 2 and 3 include agriculture, limited basic
manufacturing, real estate, small-scale investment projects, limited construction, and government
services. Basic manufacturing and larger business entities are mainly located along Segment 2.
Many small shops and businesses are scattered along Segment 3, Alignment 1, and most of these
seem to be operated by persons/families who lease the structures from owners.
Land Ownership
There are several kinds of land ownership in KRG. However, essentially all land is state-owned and
provided for use to citizens under different terms.
The very limited privately owned land is essentially limited to residential areas within villages and
towns. This type of ownership is consistent with western concepts of ownership in that it legally
belongs to title holders and can be bought and sold on an open market. Much land in villages and
towns is state-owned but is leased for different periods of time by individuals and commercial
entities.
All agricultural lands are formally state-owned but are leased under different conditions which are
explained in the ESIAF in more detail:

Leased on the basis of prior ownership

Leased on the basis of continuing state ownership

Agriculture
Agriculture is the predominant land use activity within and surrounding the project area. It mainly
involves wheat cultivation, while smaller areas are harvested with potatoes, honey melons and fruit
and olive trees.

0.6.

Public Consultations

Public consultations on the proposed project activities for the Transport Corridor Segments 2 and 3
were initiated in July, 2013. Interviews and discussions were held with individual PAPs and small
groups of PAPs in informal settings along Segment 2 and along the 4 alternative alignments for
Segment 3. These informal interviews and discussions revealed widespread support for the
improvement and upgrading of the TC, but also highlighted concerns about relocation. These
concerns were most severe along Alignment 1 of Segment 3 which would require by far the highest
level of resettlement, including of smaller and larger dwellings, of businesses of various sizes, and of
agricultural and livestock structures. Fragmentation of communities would also likely be most
severe as the existing road bisects a number of communities.
The first public consultation session was held on July 17, 2013 for a wide range of stakeholders.
The Consultation was held in Dohuk and hosted by the Kurdistan Government KRG Department of
Road and Bridges.
Concerns and outcomes raised in these consultations are summarized as follows:
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0.7.

Participants agreed with the principles of mitigation and compensation for asset and
livelihood losses
Two community representatives raised objections about the possibility of land
acquisition
Participants expressed general support for the project noting that it would stimulate
the local roadside economy by providing more traffic for local shops and services.
Concerns were expressed about traffic obstruction during road works
Concerns were expressed about the health impacts of dust and pollution during road
works.
Participants stressed that alignment option 1 would cause much resettlement because
of the number of villages along the alignment.
Participants expressed a preference for alignment option 4 since it does not pass
through any communities and will require the least relocation and disruption

Environmental and Social Assessment

The ESIAF has provided guidance on both potential positive and negative impacts of environmental
and social concerns likely to arise from the civil works associated with the proposed project. The
ESIAF offers options and principles for preventing, minimizing or managing various environmental
and social impacts as an integral part of road project planning and management
The preliminary potential impacts during the construction phase are likely to include:

Potential impact from the blocking, diversion and /or reduction of natural flow for permanent
and seasonal surface water that may affect the quantity and quality of downstream flow of
water and increase soil erosion.

Potential impacts on surface water resources from accidental spillage and sedimentation.

Potential increase in noise levels during construction activities such as excavation, movement
of vehicles and heavy equipment.

Dust generation due to earthworks, construction machinery and stockpiling of construction

material. In addition, generation of gases and particles such as SOx, NOx, CO, CO2, and
PM10 due to vehicle induced emissions.

Ecosystem fragmentation affecting migratory species and species that utilize the agricultural
land as their food source and habitat.

Loss of jobs for the local community due to project activities. This is especially the case if
the existing road alignment is selected as the most feasible alternative.

Land take issues, resettlement or relocation of PAPs adversely affected by project activities
shall be undertaken in accordance with laws, regulations and guidelines for
Resettlement/Land Acquisition of KRG and OP 4.12. If there is a gap between KRG laws
and the Banks OP 4.12 then OP 4.12 provisions shall apply.

The preliminary potential impacts during the operation phase are likely to include:

Potential increase in exhaust emissions due to traffic volume and variation in vehicle types
using the new constructed road.

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Potential increase in noise levels attributed to the increase in traffic volume as well, due to
the anticipated larger number of vehicles along the new road.

If alternatives 1 or 2 were selected, potential disturbance to agricultural lands is anticipated

which are considered suitable habitats for birds and mammals.

The proposed project will increase the traffic through the road in case of widening current
road, and introduce traffic to new areas in the case of the three alternatives; this will result in
increasing land value and provide more options for commercial activities along the road.

The construction of the new road is anticipated to significantly reduce traffic accidents since
it will not cross settlements.

0.8.

Mitigation and ESIAF Implementation and Management

The preliminary mitigation measures for the identified negative impacts are presented in the format
of the Environmental and Social Management Plan (ESMP). The preliminary ESMP will guide the
detailed ESMP that will be presented in the ESIA study. It will allow all the responsible entities of
the project to determine if the proposed mitigation measures are being adequately followed, and are
sufficient to provide the necessary environmental and social protection.
The ease of ESIAF to enhance the performance of the sector and related institutions through capacity
building and training in environmental and social management has also been taken into account in
which capacity building and training topics have been proposed for Higher management at the
General Directorate of Roads and Bridges in Duhok (GDRB) specifically, the Project Management
Team (PMT) in addition to the Environmental Protection and Improvement Board (EPIB).
The below ESMP tables address Segment 2, Batil Girsheen and Segment 3, Girsheen Suhaila
Interchange since construction activities for these remaining two segments have not commenced yet.
The tables include project activities that will be undertaken during construction and operation.
Consequently, the monitoring requirements for each segment are presented in the ESIAF report.

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Table 2: ESMP during Construction (Batil Girsheen)

Parameter

Water
resources

Noise

Potential Impacts

Contamination
downstream surface
water resources due to
polluted stormwater
runoff

Noise/vibration
disturbance to nearby
receptors as a result of
construction activities.

Mitigation Measures

Limit construction activities in rainy weathers

The contractor shall use barriers or other measures to ensure
that sediments and any other contaminant do not come into
contact with, or are transported off-site in surface water runoff.
A spill prevention and response plan shall be prepared by the
contractor in order to control any inadvertent leakage or
spillage. Spill response measures shall be implemented (as
necessary) to contain and clean up any contaminated soil.
Restriction of work activities during daytime on weekdays
with coordination and approval of Directorate of Dohuk
Roads and Bridges
The contractor shall provide 24 hours advance notification of
construction schedule and activities with potential disturbance
to nearest residences, facilities and other relevant sensitive
receptors.
The contractor shall perform regular maintenance on all
equipment, vehicle and machinery.

Air Quality

Generation of dust due

construction activities

The contractor shall make sure that any vehicle or equipment

leaving the project area is cleaned of loose debris.

Release of exhaust
emissions
from
construction vehicles
and plant equipment

The contractor shall use dust suppression measures on

unpaved roads, excavations, stockpiles, and for transport of
excavated material to reduce airborne particulates near
populated areas and sensitive receptors during windy
conditions and when needed.
The contractor shall store cement, sand, or other such fine
grained material in manner to prevent wind erosion and dust.
Construction vehicles shall comply with speed limits for
heavy vehicles as per KRG requirements.

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Institutional
Responsibility

Time Frame for

Implementation

Cost Estimate

Contractor;
and - Weekly Monitoring
continuous reporting for
identified
with Directorate of important
water
Dohuk Roads and resources
Bridges
- Immediate
check
after any reported
pollution event

To
be
determined
during ESIA
stage

Contractor;
and - Baseline
prior
continuous reporting commencement
of
with Directorate of work near settlements
Dohuk Roads; and - Monthly monitoring
Bridges
- Immediate
check
after
any
reported
Ministry
of
complaint
Environment

To
be
determined
during ESIA
stage

General
Dohuk
Directorate
of
Health
prior
Contractor;
and - Baseline
of
continuous reporting commencement
with Directorate of work near settlements
check
Dohuk Roads; and - Immediate
after any reported
Bridges
complaint
Ministry
of
Environment
General
DohukDirectorate of
Health

To
be
determined
during ESIA
stage

Draft ESIAF

Parameter

Potential Impacts

Mitigation Measures

Institutional
Responsibility

Time Frame for

Implementation

Cost Estimate

Vehicle and machinery movements during construction shall

be restricted to designated routes at all times where
practicable.

Soil

Disposal
of
construction
waste;
hence impacting the
top soil
Accidental
spillage/
leakage from stored
chemicals and fuel

Landscape
and
Visual
Impacts

Visual intrusion and

degradation
of
landscape aesthetics
due to construction
activities.

Contractor to perform regular maintenance to construction

vehicles and equipment.
Develop a waste management plan during construction stage
to control, handling and properly dispose generated waste.
All chemicals shall be stored in dedicated areas in tightly
closed containers and shall be protected from adverse weather
condition.
A spill prevention and response plan shall be prepared by the
contractor in order to control any inadvertent leakage or
spillage. Spill response measures shall be implemented (as
necessary) to contain and clean up any contaminated soil.
Machineries and equipment shall be checked by the contractor
on daily basis.
If leaks are detected, machineries and equipment shall not be
operated until repaired.
A dedicated waste management plan shall be developed and
implemented based on a minimization approach and high
quality housekeeping practices.
Contractor shall ensure general cleanliness and good
housekeeping practice at construction sites at all times.

Littering in the project area and surrounding areas shall be

Stockpiling
of
construction materials

Arabtech Jardaneh

prohibited. waste bins to be provided. within each

construction site.The contractor shall segregate storage for
different types of wastes to facilitate proper disposal as per
waste management plan.

14

Contractor;
and - Monthly Audit
check
continuous reporting - Immediate
with Directorate of after any reported
Dohuk Roads; and pollution event
Bridges
and
Ministry
of
Environment

To
be
determined
during ESIA
stage

Contractor;
and - Photography
continuous reporting Recording baseline
with Directorate of prior commencement
Dohuk Roads; and of work
Bridges
and - Monthly Audit
Ministry
of
Environment

To
be
determined
during ESIA
stage

Draft ESIAF

Parameter

Biological
Environment

Potential Impacts

Mitigation Measures

Localized disturbance
to
the
nearby
cultivated lands that
are productive habitats
for various species of
passerines.

Isolate and/or protect working sites from surroundings by

physical barriers to eliminate interaction with the
surroundings.

Illegal hunting
construction
personnel.

by

Mapping and identifying potentially affected species (conduct

a detailed ecological assessment during the ESIA stage).

Contractor;
and - Ecological Clearance
continuous reporting Prior commencement
to:
of work
Directorate
of - Monthly Audit
Dohuk Roads and
Bridges;
Ministry
Environment

Educating workers on site on ecosystem conservation

methods.

Dohuk Directorate
of Agriculture
Contractor;
and
continuous reporting
with Directorate of
Dohuk Roads; and
Bridges
and
Ministry
of
Environment
Directorate
of
Dohuk Roads; and
Bridges

Accidents due to
construction activities

Use proper safety measures and personal protective

equipment and implement adequate health and safety plan and
procedures

Socioeconomics

Loss of business and

structures

Try to avoid any disturbance to local communities, and

provide fair mitigation for lost assets, crops and lost source of
income.

Archaeological
Resources and
Cultural
Heritage

Potential change to the

setting and character
of
identified
archaeological
sites
due to construction
activities.

Apply protection techniques to any exposed archaeological

elements to protect from dust, smoke and fire.

Arabtech Jardaneh

Time Frame for

Implementation

Site restoration after work completion.

Public
and
Occupational
Health
&
Safety

Accidental discovery
(Chance Find)

Institutional
Responsibility

All construction works shall be ceased if there is a risk to

impact any historical or archaeological artifact or landmark
i.e. Batil Cemetery.
Chance find procedures shall be developed in accordance with
the antiquities law in case of accidental discovery.
Work shall be resumed only after archaeological experts from
DDA and official authorities are consulted and appropriate
mitigation measures are implemented.

15

Cost Estimate

To
be
determined
during ESIA
stage

of

Contractor;
and
continuous reporting
to:
Directorate
of
Dohuk Roads and
Bridges;
Dohuk Directorate
of Antiquities.

- Daily check by safety

rovers at site
- Monthly Audit
- Immediate Check and
review after any
reported accident

To
be
determined
during ESIA
stage

- Monthly Audit
- Immediate
check
after any reported
compliant
- Archeological
Clearance
prior
commencement
of
work
- Immediate
check
after ant reported
chance find
- Immediate report to
DDA when chance
find proven

To
be
determined
during ESIA
stage
To
be
determined
during ESIA
stage

Draft ESIAF

Table 3: ESMP during Operation (Batil Girsheen)

Parameter

Air Quality

Noise

Arabtech Jardaneh

Potential Impacts

Increase in traffic
volume and variation
in vehicle types thus
increase
exhaust
emissions
Elevated noise levels
due to increased
number of vehicles
utilizing the road.

Mitigation Measures

Monitor the
standards

ambient

air

Institutional
Responsibility
quality

Dohuk Directorates of
Roads and Bridges

Conduct onsite air quality monitoring in

case of complaints.
Conduct onsite noise monitoring in case
of any complaints.

Ministry of Environment
Dohuk Directorates of
Roads and Bridges
Ministry of Environment

16

Time Frame for

Implementation

Cost Estimate

Continuous

To be determined during
ESIA stage.

continuous

To be determined during
ESIA stage.

Draft ESIAF

Table 4: ESMP during Construction (Girsheen Suhaila)

Parameter

Water
resources

Potential Impacts

Potential impact from the

blocking, diversion and
/or reduction of natural
flow for permanent and
seasonal surface water

Contamination
downstream
surface
water resources due to
stormwater runoff

Noise

Air Quality

Existing road is likely to

be of higher impact
regarding noise due to
higher
number
of
communities.
On
the
contrary
Alignments2 and 3 are
expected to have less
noise
levels,
while
Alignment 4 is expected
to have least noise
impacts
because
no
community clusters exists
within the ROW of this
alignment
Generation of dust due to
construction
activities
and release of exhaust
emissions
from

Arabtech Jardaneh

Mitigation Measures

Sizing of culverts must be properly calculated.

Limit construction activities in rainy weathers
The contractor shall use barriers or other measures to
ensure that sediments and any other contaminant do not
come into contact with, or are transported off-site in
surface water run-off.
A spill prevention and response plan shall be prepared by
the contractor in order to control any inadvertent leakage
or spillage. Spill response measures shall be implemented
(as necessary) to contain and clean up any contaminated
soil.
Contractor shall restrict work activities during daytime on
weekdays with coordination and approval of Directorate of
Dohuk Roads and Bridges
The contractor shall provide 24 hours advance notification
of construction schedule and activities with potential
disturbance to nearest residences, facilities and other
relevant sensitive receptors (this measure to be
implemented if the existing road was chosen).
The contractor shall perform regular maintenance on all
equipment, vehicle and machinery.

The contractor shall make sure that any vehicle or

equipment leaving the project area is cleaned of loose
debris.

17

Institutional
Responsibility

Time Frame for

Implementation

Cost Estimate

Contractor;
and - Weekly Monitoring
continuous reporting for
identified
with Directorate of important
water
Dohuk Roads and resources
Bridges
-Immediate
check
after any reported
pollution event

To
be
determined
during ESIA
stage

prior
Contractor;
and - Baseline
of
continuous reporting commencement
with Directorate of work near settlements
Dohuk Roads; and - Monthly monitoring
- Immediate
check
Bridges
after any reported
Ministry
of complaint
Environment

To
be
determined
during ESIA
stage

General
Directorate
Health

Dohuk
of

Contractor;
and - Baseline
prior
continuous reporting commencement
of
with Directorate of work near settlements
Dohuk Roads; and - Immediate
check

To
be
determined
during ESIA
stage

Draft ESIAF

Parameter

Potential Impacts

construction activities.
If existing road was
selected impacts on air
quality is higher than that
of Alignments 2 and 3; as
for Alignment 4 air
quality
impacts
are
anticipated to have lower
effects
since
to
community clusters exists
within the ROW of this
alignment.

Soil

Impacts on top soil

especially in Alignments
2, 3 and 4 due to presence
of agricultural lands.
Accidental
spillage/
leakage
from
stored
chemicals and fuel

Mitigation Measures

The contractor shall use dust suppression measures on

unpaved roads, excavations, stockpiles, and for transport of
excavated material to reduce airborne particulates near
populated areas.
The contractor shall store cement, sand, or other such fine
grained material in manner to prevent wind erosion and
dust.

Time Frame for

Implementation
after any
complaint

Bridges
Ministry
Environment
General
Directorate
Health

Cost Estimate

reported

of

Dohuk
of

Construction vehicles shall comply with speed limits for

heavy vehicles as per KRG requirements.
Vehicle and machinery movements during construction
shall be restricted to designated routes at all times where
practicable.
Contractor to perform regular maintenance to construction
vehicles and equipment.
Develop a waste management plan during construction
stage to control, handling and properly dispose generated
waste.
All chemicals shall be stored in dedicated areas in tightly
closed containers and shall be protected from adverse
weather condition.
A spill prevention and response plan shall be prepared by
the contractor in order to control any inadvertent leakage
or spillage. Spill response measures shall be implemented
(as necessary) to contain and clean up any contaminated
soil.
Machineries and equipment shall be checked by the
contractor on daily basis to ensure that there is no leak of
oil, fuel, greases or other liquids.
If leaks are detected, machineries and equipment shall not
be operated until repaired.

Arabtech Jardaneh

Institutional
Responsibility

18

Contractor;
and - Monthly Audit
continuous reporting - Immediate
check
with Directorate of after any reported
Dohuk Roads; and pollution event
Bridges
and
Ministry
of
Environment

To
be
determined
during ESIA
stage

Draft ESIAF

Parameter

Potential Impacts

Mitigation Measures

Landscape
and
Visual
Impacts

Construction works such

as
excavation
and
earthworks,
and
construction machinery.

A dedicated waste management plan shall be developed

and implemented based on a minimization approach and
high quality housekeeping practices.

Stockpiling
construction waste

of

Contractor shall ensure general cleanliness and good

housekeeping practice at construction sites at all times.

Such impacts are higher

in Alignments 2, 3 and 4
due to alteration of the
intrinsic appeal for the
agricultural plains.

Littering in the project area and surrounding areas shall be

prohibited. Contractor shall provide trash bins within each
construction site.

Biological
Environment

Potential
Habitat
fragmentation
for
Alignments 2, 3,and 4
and affecting the fauna
that rely on such habitats.
However lower impact
significance on biological
environment if existing
road was selected.
Illegal
hunting
by
construction personnel

The contractor shall segregate storage for different types of

wastes to facilitate proper disposal as per waste
management plan.
Isolate and/or protect working sites from surroundings by
physical barriers to eliminate interaction with the
surroundings.
Site restoration where possible.
Mapping and identifying potentially affected species
(conduct a detailed ecological assessment during the ESIA
stage).
Educating workers of ecosystem conservation methods.

Public
and
Occupational
Health
&
Safety

Accidents
due
to
construction activities

Use proper safety measures and personal protective

equipment and implement adequate health and safety plan
and procedures

Socioeconomics

Loss of business and

structures

Try to avoid any disturbance to local communities, and

provide fare compensation for lost assets, crops and lost
source of income.

Arabtech Jardaneh

19

Institutional
Responsibility

Time Frame for

Implementation

Cost Estimate

Contractor;
and - Photography
continuous reporting Recording baseline
with Directorate of prior commencement
Dohuk Roads; and of work
Bridges
and - Monthly Audit
Ministry
of
Environment

To
be
determined
during ESIA
stage

Contractor;
and - Ecological Clearance
continuous reporting Prior commencement
of work
to:
Directorate
of - Monthly Audit
Dohuk Roads and
Bridges;

To
be
determined
during ESIA
stage

Ministry
Environment

of

Dohuk Directorate
of Agriculture
Contractor;
and
continuous reporting
with Directorate of
Dohuk Roads; and
Bridges
and
Ministry
of
Environment
Directorate
of
Dohuk Roads; and
Bridges

- Daily check by safety

rovers at site
- Monthly Audit
- Immediate Check and
review after any
reported accident

To
be
determined
during ESIA
stage

- Monthly Audit
- Immediate
check
after any reported

To
be
determined
during ESIA

Draft ESIAF

Parameter

Potential Impacts

Mitigation Measures

Institutional
Responsibility

Time Frame for

Implementation

Cost Estimate

compliant

Archaeological
Resources and
Cultural
Heritage

Potential change to the

setting and character of
identified archaeological
sites along the buffer
zone between Girsheen
Suhaila Interchange due
to construction activities.
Accidental
discovery
(Chance Find)

Apply protection techniques to any exposed archaeological

elements to protect from dust, smoke and fire where
applicable.
All construction works shall be ceased if there is a risk to
impact any historical or archaeological artifact or
landmark.
Chance find procedures shall be developed in accordance
with the antiquities law in case of accidental discovery.

stage

Contractor;
and - Archeological
continuous reporting Clearance
prior
to:
commencement
of
Directorate
of work
Dohuk Roads and - Immediate
check
Bridges;
after ant reported
chance find
Dohuk Directorate - Immediate report to
of Antiquities.
DDA when chance
find proven

To
be
determined
during ESIA
stage

Work shall be resumed only after archaeological experts

from DDA and official authorities are consulted and
appropriate mitigation measures are implemented.

Table 5: ESMP during Operation (Girsheen Suhaila)

Parameter

Air Quality

Potential Impacts

Mitigation Measures

Institutional
Responsibility

Increase in traffic volume and variation in

vehicle types using the new constructed
road.

Monitoring the ambient air quality

standards

Dohuk Directorates of
Roads and Bridges

The impacts to the ambient air quality are

mainly related to increase exhaust
emissions.

Conduct
onsite
air
quality
monitoring within new highway in
case of complaints.

Ministry
Environment

Within the existing road, impacts to air

quality are considered higher than other
Alignments due to presence of a higher
population level.

Arabtech Jardaneh

20

Time Frame for

Implementation

of

Continuous

Cost Estimate

To be determined
during ESIA stage.

Draft ESIAF

Parameter

Noise

Potential Impacts

Mitigation Measures

Institutional
Responsibility

Elevated noise levels due to increased

number of vehicles utilizing the road.

Conduct onsite noise monitoring

within new highway in case of
complaints.

Dohuk Directorates of
Roads and Bridges

Within the existing road, noise impacts are

considered higher than other Alignments
due to presence of a higher population
level.
Biological
Environment

Potential disturbance to agricultural lands if

Alignments 2 or 3 were selected
If Alignment 4 was selected disturbance of
agricultural land will be minimal; however
potential disturbance to wildlife may occur.

Arabtech Jardaneh

Ministry
Environment

Mapping
and
identifying
potentially
affected
species
(conduct a detailed ecological
assessment during the ESIA stage).
In order to develop specific
mitigation measures for each
Alignment.

21

Time Frame for

Implementation
continuous

To be determined
during ESIA stage.

Continuous

To be determined
during ESIA stage.

of

Dohuk Directorates of
Roads and Bridges
Ministry
Environment

Cost Estimate

of

Draft ESIAF

0.9.

Summary and Conclusions

1- The ESIAF covers segments 2 and 3. With respect to Segments 1 and 4, This ESIAF
reviewed documents, conducted site visits and held discussions with contractors and
government officials to assess current environmental and social management of ongoing
construction activities. The Government of Iraq has committed to applying the World
Bank Safeguards Policies to the entire transport corridor. This includes the segments of
the transport corridor that are not supported by the World Bank. As such the
environmental and social due diligence of these road segments will include the
preparation of environmental audits and resettlement audits prior to the end of the
appraisal period of the World Bank funded road segments. These environmental and
social audits will assess the non-Bank funded road segments compliance with the
safeguards policies, identify any gaps in terms of environmental and social management
and develop corrective action plans, if needed.
2- Results of the multi-criteria analysis of Alignments show that the differences between the
Alignments are more significant during the construction phase (short-term impacts) than
during the operational phase (long-term impacts). Hence, the analysis of the construction
phase weight selection of the most desired option during the ESIA phase.
3- The alignment 1 with modifications shows some positive potential to decrease the anticipated
resettlement impacts, but the impacts on minority religious group settlements needs to be
very carefully considered. Therefore, it shall be added to the proposed options and
Alignments that will be studied in the ESIA.
4- Alignments 2 and 3 have shown higher possibility of creating significant and long term
adverse agricultural land fragmentation effects, which would impact the birds and some
mammals species that depends on such habitats. Such impact would have chain effects on
other social, economic and life style patterns of the impacted communities.
5- Alignment 4 and 1 (with the proposed modification) are likely to have relatively less long
term adverse impacts on agriculture and land fragmentation that affect directly the economic
patterns of the affected communities.
6- The initially anticipated long term environmental adverse impacts do not have significant
variations between Alignments 2, 3, and 4 and Alignment 1, except those relating to human
health (i.e.air quality, dust, noise, traffic accidents) where alternative 1 road might have
greater impacts. Adoption of the existing road option with modified alignment (bypasses)
would, to some extent, reduce such impacts.
7- Alignment 4 and 1 (with modifications) should be given more attention during preparation of
the ESIA and RAP/ARAp, since both of them are showing less short-term and long term
adverse environmental and social impacts. In addition, Alignment 4 and 1 (with
modifications) may generate more social and economic benefits to the impacted communities
which will enhance public acceptance of the project.

Arabtech Jardaneh

22