45169-001: Central Asia Regional Economic Cooperation Corridor 3 (Bishkek-Osh Road) Improvement Project, Phase 4
Project Data Sheet (PDS): Details
The project will improve national and regional connectivity by reconstructing and rehabilitating an estimated 120 km of crucial road sections between Bishkek and Osh, and will include road safety measures such as road signs, lane markings, street lighting, parking areas, bus stops, crash barriers, and sidewalks. The impact of the project will be enhanced regional connectivity and trade via CAREC Corridor 3. The outcome will be improved efficiency and safer movement of goods and people on the Bishkek Osh road. The project outputs will be (i) 52.5 km of rehabilitated road from Bishkek to Kara Balta, (ii) 67 km of rehabilitated road from Madaniyat to Jalalabad, (iii) strengthened road asset management system, and (iv) improved road safety.
Project Rationale and Linkage to Country/Regional Strategy
ADB has assisted the Kyrgyz Republic in rehabilitating 320 kilometers (km) of the 655 km Bishkek Osh road in three phases. All three projects were rated successful and highly relevant in the performance evaluation report by ADB s Independent Evaluation Department in 2010. Other development partners, such as the Japan Bank for International Cooperation and the Islamic Development Bank, also recognize the importance of this road. Overall, development partners have assisted the government in rehabilitating more than 539 km (about 82%) of the Bishkek Osh road. However, because of funding limitations, there are still two sections that need urgent attention: Bishkek to Kara-Balta and Madaniyat to Jalal-Abad. These two sections are in very poor condition, with an international roughness index above 7 and truck and bus average travel speed of less than 50 kilometers per hour (km/h), and are unable to provide the required level of service. They pose traffic hazards to road users and pedestrian traffic. In addition to connecting the poorest population needing access to services, goods, and markets and enhancing regional connectivity, upgrading the Bishkek Osh road will improve safety for all road users.
Enhanced regional connectivity and trade via CAREC Corridor 3
Description of Outcome
Improved efficiency and safer movements of goods and people on the Bishkek- Osh Road
Progress Towards Outcome
ADB fielded a review mission for the project from 12-17 Oct 2014 and noted start-up delays in the recruitment of design consultant. While the project shows significant resettlement issues to handle in 2015, it is expected that outcome can still be achieved on time subject to rigrous follow-up of both ADB HQ and RM teams with the EA and regular missions.
Description of Project Outputs
Reconstructed road from Bishkek to Kara-Balta Institutional capacity strengthened
Status of Operation/Construction or Implementation Progress
Project is at early stages. Construction contract to be awarded in 2015. Activities have not started Activities have not started Activities have not started
Involuntary Resettlement: B
Indigenous Peoples: C
Summary of Environmental and Social Aspects
In accordance with ADB s Safeguard Policy Statement (2009), MOTC submitted an initial environmental examination report including an environmental management plan for the ADB-financed Bishkek Kara-Balta road section, which ADB disclosed on its website on 14 August 2013. Public consultation was held on 10 -13 June 2013. Impacts from the project are expected to be limited in magnitude, of a short-term nature, and mostly related to construction work, and can be mitigated. The identified impacts include (i) noise, dust, vehicle emission, and vibration, which are especially significant within the settlements along the project road and where sensitive receptors such as schools, hospitals, and mosques are located; (ii) impacts on water courses and rivers due to bridge rehabilitation; (iii) impacts from material transport from borrow sites; (iv) impacts of tree cutting along the project road due to site clearance activities; (v) impacts from asphalt plant and aggregate crushers; and (vi) impacts from contractors working camps. Impacts have been divided into design phase, construction phase, and operation phase. The cost for implementing the environmental management plan will be financed by the loan and grant. Specifically, the costs of mitigation measures will be included in the construction contracts, and the cost of environmental monitoring will be included in the consulting services of the engineering and supervision consultants. Support to the Investment Projects Implementation Group in building capacity in environmental management is not included in the environmental management plan because the implementation group is managing several transport projects under which capacity building assistance has been provided.
MOTC prepared a land acquisition and resettlement plan (LARP) for the ADB-financed Bishkek - Kara-Balta section where compensation for land, structures, and business interruption are detailed. Civil works under the project will entail mostly temporary involuntary resettlement. Based on the available preliminary design, the Bishkek Kara-Balta section will entail impacts on (i) two houses with approximately 10 persons that will be severely affected; (ii) 38 shops, cafes, or kiosks that will experience temporary business interruption as these are mostly nontitled and will be moved back out of the existing right of way; (iii) two petrol stations, whose partial structures are within the existing right of way; (iv) a government structure and a shed; and (v) 58 secondary structures (concrete fences, gates, stone paving, etc.). The LARP was disclosed to the affected people through a series of public consultations and was posted on the ADB website on 15 August 2013. MOTC will be responsible for meeting ADB s safeguard requirements, including monitoring of LARP implementation. Safeguard staff in the Investment Projects Implementation Group has sufficient capacity to implement and monitor the LARPs. ADB will provide MOTC s safeguard staff with further training through technical assistance.
The project affects neither indigenous peoples nor vulnerable groups. General positive economic and social impacts are expected in areas traversed by the road sections.
Stakeholder Participation and Consultation
During Project Design
Meetings with NGOs and local residents were held during project design.
During Project Implementation
Meetings with NGOs and local residents will be held during implementation.
Project Data Sheets (PDS) contain summary information on the project or program. Because the PDS is a work in progress, some information may not be included in its initial version but will be added as it becomes available. Information about proposed projects is tentative and indicative.