5.0 ENVIRONMENTAL CONSEQUENCES

## Introduction {#introduction .unnumbered}

**Types of Impacts**. Environmental consequences resulting from the
impacts of projects such as the Kabul-Kandahar Road Rehabilitation
Project include:

-   [Direct Impacts]{.underline} - i.e., those directly due to the
    Project itself such as the conversion of land previously used for
    agricultural or other purposes to transport use. Direct impacts also
    include the impact of construction expenditures in the local
    economy.

-   [Indirect Impacts]{.underline} - i.e., those resulting from
    activities prompted by the Project, but not directly attributable to
    it. The use of rock or crushed brick for the improved roadbeds, for
    example, has an indirect impact of increasing the demand for these
    materials.

-   [Cumulative Impacts]{.underline} - i.e., impacts in conjunction with
    other activities. A single road improvement may not exert a
    significant environmental impact, but if several roads comprising a
    network are developed in the same area, or are combined with
    agricultural reform programs in the same general area, the
    cumulative or additive effect could be large.

Impacts in all three categories may be either:

-   [Short-term]{.underline} -- i.e., impacts which occur during road
    construction and affect land use, air quality and other factors.
    Many of these impacts, however, will be short-lived and without
    long-lasting effects. Even the effects of some relatively
    significant impacts such as borrow pits, for example, may be
    eventually erased if appropriate mitigation actions are taken. Many
    potential short-term negative impacts can be avoided or otherwise
    mitigated through proper engineering designs and by requiring
    Sub-Contractors to apply environmentally appropriate construction
    methods. Or;

-   [Long-term]{.underline} -- i.e., road impacts that could, for
    example, affect regional land use and development patterns and
    regional hydrology and flooding if roads are poorly designed.
    Long-term negative impacts can also result from the loss of
    agricultural land to other land uses; air and water pollution;
    problems associated with scattered borrow pits; and haphazard
    growth.

Both short-term and long-term impacts may be either beneficial or
adverse. Short-term positive impacts will include, for example, the
generation of employment opportunities during construction period.
Long-term benefits will include enhanced development opportunities,
improved transport services, easier access to commercial and service
facilities; faster communications and commodity transport; improved
access to markets and growth centers and increased services and
commercial facilities.

**Requirements of 22 CFR 216**. 22 CFR 216 states that the Section of
the EA addressed to Environmental Consequences "*will include:*

-   *The environmental impacts of the...proposed action;*

-   *Any adverse effects that cannot be avoided should the proposed
    action be implemented;*

-   *The relationship between short-term use of the environment and the
    maintenance and enhancement of long-term productivity;*

-   *Any irreversible commitments of resources which would be involved
    in the proposal should it be implemented."*

The environmental impacts of the Proposed Action are presented in
Sections 5.1 through 5.4 following the same environmental criteria
headings, sequence and enumeration pattern as used in the foregoing
Section 4.0 in its description of the potentially affected environment.
An additional Sub-section (Section 5.5) has been added to meet the
requirements of 22 CFR 216 in regard to Environmental Consequences:

-   Adverse impacts that cannot be avoided.

-   Short-term use of the environment versus long-term productivity; and

-   Irreversible commitments of resources.

Under the heading of each environmental criteria the discussions present
an assessment of:

-   **Potential Impacts** -- summary of impacts potentially arising the
    Proposed Action and the site-specific conditions of the Project
    Area; and

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-   **Mitigation** -- a description of the actions incorporated in the
    Project to avoid or otherwise mitigate the potential impacts as
    warranted and those additional actions (if any) that warrant
    consideration.

## 5.1 PHYSICAL RESOURCES  {#physical-resources .unnumbered}

## 5.1.1 Topography {#topography .unnumbered}

**Potential Impacts.** Potential impacts to area topography are most
likely to occur in the construction stage due to the possibilities of:

-   [Cut and Fill Requirements.]{.underline} There is a possibility that
    cut and fill activities may occur in certain sections and fill will
    be required to raise the current depressed road sections.

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-   [Borrow Pit Excavations.]{.underline} Embankments and other
    requirements for fill may necessitate the use of borrow pits in some
    areas. Unless properly controlled, borrow pits cause drainage and
    visual problems and present a potential for increased vector
    activity (e.g., mosquitoes or water contamination). When
    water-filled, they also attract livestock to the roadway thereby
    slowing of traffic flow and creating safety hazards.

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-   [Quarry Operations.]{.underline} Crushed rock will be needed for
    construction purposes. Considerable changes in this aspect of the
    topography could result from quarry operations. Potential
    site-specific sources have been identified for each of the Road
    Sections as indicated below.

-   [Erosion]{.underline}. Both wind and drainage-related could result
    due to both design and construction factors. Provisions for the
    control of erosion are discussed as a part of the discussions for
    soils and hydrology below.

Mitigation. Potential adverse impacts to topography in the Project Area
will be avoided or otherwise mitigated. Specific contract provisions in
each of the areas of potential impact are as follows.

-   [Cut and Fill Requirements]{.underline}*.* There is a possibility
    that cut and fill activities could occur in certain sections. The
    Conditions of Particular Application (COPA) portion of the
    Conditions of Contract include provisions to ensure:

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-   Selection of less erodable material, placement of gabions and riprap
    and good compaction, particularly around bridges and culverts.

-   Specification that final forming and re-vegetation will be completed
    as soon as possible following fill placement to facilitate
    regeneration of a stabilizing ground cover.

-   Trenching where necessary to ensure successful establishment of
    vegetation.

-   Seeding with a fast growing crop and potential native seed mix
    immediately after fill placement to prevent scour and to encourage
    stabilization.

-   Placement of grass sods where applicable.

-   Stabilization of embankment slopes and road cuts by re-vegetation
    with grazing resistant plant species, placement of fiber mats,
    riprap, rock gabbions, or other appropriate technologies.

-   Completion of discharge zones from drainage structures with riprap
    to reduce erosion when required.

-   Down drains/chutes lined with rip-rap/masonry or concrete to prevent
    erosion.

-   Side slopes adjusted in the range from based on soil and other
    conditions and within a range as specified by the Project
    Specifications to reduce erosion potential or, if steeper,
    stabilized, covered with riprap or other material to prevent soil
    erosion.

-   Stepped embankments for embankments greater than six meters.
    Construction in erosion- and flood-prone areas should be restricted
    to the dry season.

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-   [Borrow Pits Excavations.]{.underline} Contract documents will
    specify that

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-   Borrow areas will be located outside the ROWs.

-   Pit restoration will follow the completion of works in full
    compliance all applicable standards and specifications.

-   Arrangements for opening and using material borrow pits will contain
    enforceable provisions.

-   The excavation and restoration of the borrow areas and their
    surroundings, in an environmentally sound manner to the satisfaction
    of the USAID General Contractor (USAID/GC) will be required before
    final acceptance and payment under the terms of contracts.

-   Borrow pit areas will be graded to ensure drainage and visual
    uniformity, or to create permanent tanks/dams.

-   Topsoil from borrow pit areas will be saved and reused in
    re-vegetating the pits to the satisfaction of the USAID/GC.

-   Additional borrow pits will not be opened without the restoration of
    those areas no longer in use.

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-   [Quarry Operations.]{.underline} To ensure adequate mitigation of
    potential adverse impacts, contract documents will specify only
    licensed quarrying operations are to be used for material sources.
    If licensed quarries are not available the Sub-Contractors may be
    made responsible for setting up their dedicated crusher plants at
    approved quarry sites.

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-   [Erosion]{.underline}. Provisions for the control of erosion are
    discussed as a part of the discussions for soils and hydrology
    below.

The nature of the terrain, provisions incorporated in the contracting
process and provisions for contract supervision are such that the
potential for adverse impacts to topography is obviated.

## 5.1.2 Soils {#soils .unnumbered}

**Potential Impacts.** Potential impacts to soils due to project
location, project design, and operational phases of a project such as
the Kabul-Kandahar Road Rehabilitation Project include:

-   [Loss of Soil for Agricultural Production]{.underline}*.* Although
    this potential impact is noted as a possibility, in this instance,
    however, virtually all rehabilitation activities will be confined to
    the existing ROW and little or no loss of agricultural land due to
    road widening or re-alignments will occur.

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-   [Borrow Pits]{.underline}*.* Increased embankment heights and wider
    roadways may present demands for fill, portions of which are likely
    to be supplied by area soils.

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-   [Erosion.]{.underline} Certain types of road improvements (e.g.,
    road widening) result increased runoff and/or increased velocities
    could lead to additional soil loss. In this instance, however,
    virtually all rehabilitation activities will be confined to the
    existing ROW and no significant increase in the amount of impervious
    surfaces and/or the quantity or velocity of runoff is anticipated.

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-   [Conversion of Agricultural Soils Due to Indirect/Induced
    Impacts.]{.underline} The road improvements often facilitate
    development along the affected road corridor. As noted above, the
    urban portions of the Project Area have been identified as locations
    in which such expansions and their effects on agricultural
    productivity are matters of concern.

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-   [Contamination Due to Spills or Hazardous Materials]{.underline}.
    Provisions for the control of hazardous materials and actions to be
    taken in the event of accidental spills will be incorporated in
    contract documents.[^1]

**Mitigation.** Mitigation related to the potential soil-related impacts
is recommended as follows:

-   [Loss of Soil for Agricultural Production]{.underline}*.* Losses due
    to direct impacts, i.e., the widening and paving of the roadway are
    likely to be minimal. Any productive soils as might be lost will be
    mitigated by the enhanced productivity of the remaining areas and
    improved access to markets.

-   [Borrow pits]{.underline}*.* Significant losses due to borrow pit
    excavations will be avoided through the mitigation actions discussed
    in **Section 5.1.1**.

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-   [Erosion]{.underline}*.* Potential erosion impacts will be avoided
    by lining spillage ways with riprap to prevent undercutting. Drains
    will be provided at points where surface flows currently overtop the
    road, depositing soil and debris of the existing pavement, thereby
    creating serious hazards to traffic after storms. Improvements in
    drainage structures will better contain the intermittent flows to
    existing drainage ways and reduce sheet erosion which may occur when
    the road is overtopped by flash flooding. Mitigation plantings and
    fencing will be provided to stabilize the soil and reduce erosion.
    As detailed in the hydrology discussion below, storm drainage will
    be upgraded and drainage ways will be adequately sized, lined and
    contoured to minimize erosion potential. Contract documents also
    state that ditches are to be designed for the toe of slopes in cut
    sections with gutters or drainage chutes being employed to carry
    water down slopes to prevent erosion. Interceptor ditches shall be
    designed and constructed near the top of the back of slopes or on
    benches in the cut slopes as well as when there is a slope on
    adjacent ground toward the fill. When the roadway has a steep
    longitudinal slope, a drain is to be designed and constructed at the
    down-slope end of the cut to intercept longitudinal flow and carry
    it safely away from the fill slopes."[^2]

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-   [Conversion of Agricultural Soils Due to Indirect/Induced
    Impacts.]{.underline} Although the contract documents will contain
    provisions controlling direct impacts of land takings for both the
    road and ancillary functions (asphalt plants, construction camps,
    etc.), control of the induced impacts is largely beyond the scope of
    the Project and will require actions as part of Component 2 of the
    Afghanistan REFS Program (Institutional Strengthening). (See also
    Land Use/Development Controls, **Item 5.3.1** below).

-   [Contamination Due to Spills or Hazardous Materials]{.underline}.
    Impacts may occur due to accidental spills or improper storage and
    use of hazardous materials.

## 5.1.3 Seismic & Geological Characteristics  {#seismic-geological-characteristics .unnumbered}

**Potential Impact**. Potential adverse consequences of seismic events
in the construction and operational phases could be exacerbated or
lessened as a result of the rehabilitation of bridges and other
structures.

Geological resources could be affected due to project-induced demand for
resources such as rock, sand and building materials. Given Afghanistan's
circumstances, the Project-induced demand is unlikely to cause or
contribute significantly to their depletion, however. Specific sources
used for road upgrading materials will depend upon the location of the
segment being upgraded. Rock materials will be obtained from commercial
suppliers and hauled by road to the segment being upgraded as needed.
Existing sources in active operation are expected to be used in most
cases although Sub-Contractors may elect to use other supply options
provided they are cost competitive and provide rock meeting established
quality standards.

**Mitigation**. The seismic and geological characteristics of the
potentially affected area have been taken into account. Actions to
ensure the use of proper sources of rock have been noted above to the
degree warranted by the rehabilitation nature of the Project. Other than
the actions as noted and adherence to good engineering practice, no
mitigation actions related geological and seismic characteristics are
warranted.

## 5.1.4 Hydrology {#hydrology .unnumbered}

**Potential Impacts**. Direct impacts of the Project will include:

-   Repair or replacement of 46 Bridges with a total length of 1,513
    meters. It is anticipated that six of the bridges will require
    replacement; the remaining 40 will be repaired as necessary.

-   Repair of 28 large and medium box culverts (generally minor repairs
    to the parapet walls).

-   Repairs and replacement of headwalls as necessary for approximately
    77 small box culverts.

-   Repair of pipe culverts (current estimate 4,800) ranging in size
    from 46 cm to over 200 cm, many with head walls missing.

Other direct and indirect impacts could also affect:

-   [Surface Hydrological Characteristics]{.underline}*.* Surface
    hydrological impacts could occur during the construction period due
    to erosion and construction activities. Potential adverse impacts to
    surface hydrology during the rehabilitation process can be avoided
    through the enforcement of appropriate contract provisions to ensure
    that construction camps and other potential sources of secondary
    impacts are properly sited and provided with drainage and wastewater
    facilities.

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-   [Area Wetland Characteristics]{.underline}*.* No significant or
    ecologically important wetlands exist in the Project Area.
    Incidental wetlands are located in isolated roadside ditches where
    drainage will be improved. No significant adverse impacts to, or
    significant alterations of, area wetlands are anticipated in the
    corridors in either the construction or operational phases of the
    Project.

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-   [Subsurface Hydrology]{.underline}*.* No impacts to groundwater
    resources are anticipated as a result of the proposed actions in the
    corridors in either the construction or operational phases of the
    Project. No wells/hand pumps within the proposed construction zones
    are located in the area of potential impact. There will be no net
    loss of water access points.

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-   [Flood and Inundation Characteristics.]{.underline} Increased runoff
    in the both the construction and operational phases of the Project
    could result in adverse flood conditions. Raising the road formation
    level in flood-prone areas without installing culverts or other
    cross drainage structures to allow floodwaters to equilibrate and
    pass freely could result in adverse impacts. Local flooding
    conditions could be aggravated both by prolonging the flood period
    and by heightening the flood level on the upstream side of the
    roads.

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-   [Riverbed Sediments]{.underline}. Repair and replacement of bridges
    may require disturbance of riverbed sediments.

**Mitigation.** Mitigation actions to address these potential impacts
are recommended to include:

-   [Surface Hydrological Characteristics.]{.underline} Potential
    adverse impacts to surface hydrology in the construction phase of
    the Project will be avoided through the enforcement of contract
    provisions and oversight by the USAID/GC. Within the operational
    phase of the Project the proposed upgrading will reduce erosion from
    the roadway and will result in minor improvements in water quality
    (i.e. reduced silt loads). Provision of side drainage in villages
    and towns could improve in human health conditions along the
    alignment by reducing human contact with pollutants and disease
    sources.

> Road drainage provisions and other rehabilitation activities are not
> expected to alter the current status of natural water bodies and
> irrigation structures adjacent to alignments. In addition to adherence
> to good engineering and construction practices and the enforcement of
> contract provisions related to drainage during both the construction
> and operational stages of the Project. Sub-Contractors will be
> obligated to coordinate with local land use planning authorities.
> Contract provisions will ensure that construction camps and other
> potential sources of secondary impacts are properly sited and provided
> with drainage and wastewater facilities.
>
> On embankment areas less than three meters in height and where surface
> runoff is low, ditches shall be placed adjacent to the toe. For higher
> fills and large surface runoff, the ditch shall be separated from the
> fill by a three-meter wide bench.[^3] Contract documents require storm
> sewers to be designed for surface drainage in areas where open
> drainage channels are not appropriate such as in urban areas where
> development requirements dictate the need for closed conduits to
> handle the storm runoff.[^4]
>
> The COPA portion of the Conditions of Contract also state that "*The
> Sub-Contractor shall prevent interference with the supply to, of
> abstraction from, of the pollution of, water resources .... as a
> result of the execution of the Works. Areas where water is repeatedly
> used for dust suppression purposes (if any) shall be laid to fall to
> especially constructed settlement tanks to permit sedimentation of
> particulate matter. After settlement, the water may be re-used for
> dust suppression and rinsing. All water and other liquid waste
> products arising on the Site shall be collected and disposed of at a
> location on or off the Site and in a manner that shall not cause
> either nuisance or pollution. The Sub-Contractor shall not discharge
> or deposit any matter arising from the execution of the Work into any
> waters except with the permission of the regulatory authorities
> concerned. The Sub-Contractor shall at all times ensure that all
> existing stream courses and drains within and adjacent to the Site are
> kept safe and free from any debris and any materials arising from the
> Works. The Sub-Contractor shall protect all watercourses, waterways,
> ditches, canals, drains, lakes and the like from pollution, silting,
> flooding or erosion as a result of the execution of the Works*."

-   [Area Wetland Characteristics]{.underline}*.* No mitigation actions
    related to wetlands are warranted.

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-   [Subsurface Hydrology]{.underline}*.* Due to the surface
    rehabilitation nature of the Project and the safeguards incorporated
    to control runoff, no impacts to subsurface hydrology are
    anticipated. The COPA portion of the Conditions of Contract
    specifically provide that also state that "*The Sub-Contractor shall
    prevent interference with the supply to, of abstraction from, of the
    pollution of, water resources ....including underground percolating
    water..."*

-   [Flood and Inundation Characteristics.]{.underline} Within the
    construction phase of the Project potential impacts to flood and
    inundation will be avoided through the enforcement of contract
    provisions and oversight by USAID/GC. Repairs of the Project Road\'s
    bridges and drainage structures will accommodate foreseeable
    conditions and will stabilize downstream slopes with concrete, or
    rock gabions, or walls to avoid erosion. Care will be taken to
    provide side drainage in villages and towns.

-   [Riverbed Sediments]{.underline}. Given the low level of
    industrialization and rural nature of most of the Project Area, the
    possibility of hazardous deposits within the sediment is considered
    remote. Contract documents will, however, contain provisions for
    analysis of the sediment if determined warranted by the USAID/GC.

## 5.1.5 Air Quality {#air-quality .unnumbered}

**Potential Impacts**. Potential air quality impacts are can be
hypothesized in both the construction and operational stages of the
Project.

-   [Construction Stage]{.underline}. Impacts during construction can be
    anticipated due to fugitive dust generation in and around
    construction activities and related activities such as plants for
    crushing rocks, hot-mix and asphalt plants.

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-   [Operational Stage]{.underline}. Once completed, the air quality
    impacts due to the proposed rehabilitation of Kabul-Kandahar Road
    will be overwhelmingly positive. Current severe high levels of
    suspended particulate matter (SPM) in the unpaved areas will be
    substantially reduced. Other air quality impacts due to increasing
    levels of vehicular traffic are most appropriately measured against
    a "base case" that estimates the likely ambient air quality without
    the project (but taking all other foreseeable changes into account)
    versus the most likely situation with the project. In this instance
    the proposed road improvement activities are unlikely to have any
    substantial impact due to diverted or generated traffic resulting
    from the improvement activities. Economic development may lead to
    increased vehicular travel, and, if so, the improvements will
    facilitate the flow of the increased traffic - but will not have
    induced it. The foreseeable levels of traffic are unlikely to result
    in significant adverse impacts to air quality in the Project Area.
    Measured against a base case that takes economic growth and related
    factors into account, the net air quality impacts of the Project
    will lessen the additional pollutant emissions that would have
    resulted from use of poorly paved and unimproved roads. Improvements
    in road surface condition and traffic capacity will alleviate local
    congestion that might have otherwise occurred. It will improve
    traffic flow, thereby reducing engine idling and the resulting local
    air quality degradation. Improved vehicle performance on a new
    better road surface will serve to alleviate potential air pollution
    levels to a modest degree. The improvement activities will allow the
    traffic generated by the improved economic conditions to flow more
    smoothly and efficiently and will thus be beneficial.

**Mitigation.** Potential air quality impacts in the construction and
operational stages of the Project are as follows:

-   [Construction Stage]{.underline}. Generation of dust due to
    construction activities will be mitigated through avoidance
    strategies combined with construction and monitoring. Contract
    documents will specify that:

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-   Asphalt and hot-mix plants will be located at least 500 meters away
    from the nearest sensitive receptor (e.g., schools and hospitals).

-   Operators will be required to install emission controls.

-   Blasting (if any) will be carried out using small charges, and
    dust-generating items will be conveyed under cover.

-   Sub-Contractors will be required to spray road surfaces, excavation
    and construction sites to keep them moist for dust control.

-   Trucks carrying earth, sand or stone will be covered with tarps to
    avoid spilling.

-   Potential significant adverse impacts to adjacent residents or site
    employees during construction will be mitigated by either
    discontinuing until favorable conditions are restored, or, if
    warranted, sites may be watered to prevent dust generation,
    particularly at crushing plants.

-   Machinery and equipment will be fitted with pollution control
    devices, which will be checked at regular intervals to ensure that
    they are in working order. Best available pollution control
    technologies will be required.

-   Open burning will be prohibited in populated areas and requirements
    for spraying and related dust control measures and the proper use of
    solvents and volatile materials will be in incorporated in the
    contract provisions.

-   Pre-construction monitor of existing ambient air quality may be
    undertaken to provide a baseline for the measurement of air quality
    impacts during the construction period if considered warranted by
    the USAID/GC.

-   Routine air quality monitoring may also be required in areas of high
    potential impact (asphalt plants, construction camps, etc) during
    the life of the Project if considered warranted by the USAID/GC.

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-   [Operational Stage]{.underline}. No mitigation related to potential
    air quality impacts during the operational phase of the Project is
    considered warranted.

## 5.1.6 Mines and Unexploded Ordnance  {#mines-and-unexploded-ordnance .unnumbered}

Special provisions have been made by USAID for the clearance of mines
and UXO by the United Nations Mine Action Center (UN MAC).[^5]

## 5.2 NATURAL/BIOLOGICAL RESOURCES  {#naturalbiological-resources .unnumbered}

## 5.2.1 Flora  {#flora .unnumbered}

**Potential Impacts**. Construction activities will impact only a narrow
band of vegetation adjacent to the existing highway. Plants could also
be affected by the improper locations of roadside activities such as
asphalt plants, construction camps and other ancillary features. Impacts
to plant life during construction will be mitigated through the
appropriate construction supervision activities to ensure that ancillary
features are properly sited. Other impacts of road projects have
included importation of new plant species upsetting the existing
equilibrium as native species face competition for resources from new
arrivals.

**Mitigation**. Contract specification for the control of ancillary
facilities have already been noted. Contract documents will specify the
use of native plant species.

## 5.2.2 Fauna (Wildlife)  {#fauna-wildlife .unnumbered}

**Potential Impacts**. Consideration has been given to potential direct
impact to wildlife due to:

-   [Habitat Loss]{.underline}*.* Improvements will occur within the
    existing ROW with little if any loss of habitat. Borrow pits and
    quarries used will require the approval of the USAID/GC. No
    significant habitat loss is anticipated due to [direct]{.underline}
    impacts.

-   [Habitat Fragmentation.]{.underline} Habitat fragmentation occurs
    when a road cuts through an ecosystem, fragmenting an area into
    weaker ecological sub-units, thus making the whole more vulnerable
    to invasion and degradation. In this instance, the fact that
    proposed rehabilitation actions will occur within areas already
    devoted to transport and the fact that all improvement activities
    will be contained within the existing ROWs minimizes any potential
    for further habitat fragmentation.

-   [Disruption of Wildlife Migration Patterns.]{.underline} Most animal
    species tend to follow established patterns in their daily and
    seasonal movement patterns. A road blocking a wildlife corridor
    results in either a cessation in its use because animals are
    reluctant to cross the road, an increase in mortality due to
    collisions, or a delay in migration patterns. No evidence has come
    to light indicating that the existing ROW interrupts wildlife
    migration corridors in the vicinity of the Project Road.

-   [Accidents Involving Wildlife.]{.underline} Accidents involving
    wildlife attempting to cross the road are a potential impact faced
    by many road projects. In this instance, the fact that the corridor
    is devoted to transport or otherwise altered by man minimizes any
    potential for such impacts. Field investigations revealed no
    evidence suggesting a potential for increased accidents involving
    wildlife due to the proposed road rehabilitation.

Consideration has also been given to potential [indirect]{.underline}
wildlife impacts under the following headings:

-   [Accessibility.]{.underline} Penetration of previously unmodified
    areas and upgrading existing roads generally facilitates an increase
    in the number of people having access and is sometimes accompanied
    by an increased likelihood of impacts to area wildlife. In this
    instance, the magnitude of the increased accessibility to areas
    bordering the roadway and the lack of significant wildlife habitat
    make significant impacts to wildlife unlikely.

-   [Ecological Disequilibrium.]{.underline} Opening of a transport
    corridor sometimes results in the introduction of a new plant and
    animal species along the roadway upsetting the dynamic balance that
    exists in the ecosystem and altering predator-prey relationships. In
    this instance, the fact that the corridor is devoted to transport or
    otherwise altered by man minimizes any potential for ecological
    disequilibrium.

**Mitigation**. The review of potential impacts to wildlife due to
rehabilitation of the road indicated no need for mitigation.

## 5.2.3 Protected Areas {#protected-areas .unnumbered}

**Potential Impact**. One of the six designated and proposed protected
areas identified by **Section 4.2.3** is located within the Project's
potentially affected areas: Ab-I-Estada Waterfowl Sanctuary for which
*Istadeh-ye Mogor*, a large lake north of the town of Nawah, is the
focus. Water courses feeding into *Istadeh-ye Mogor* are crossed by the
Project Road ROW. Although the lake is reported to be dry at present due
to drought conditions over the last five years, it will be particularly
important to provide for future flows either overtopping the road via
Mexican Bridges, properly sized culverts, or bridges.

**Mitigation**. Contract documents for construction packages potentially
affecting Ab-I-Estada Waterfowl Sanctuary will require special design
consideration to ensure the maintenance of drainage systems so as to
adequately maintain the possibility of flow into *Istadeh-ye Mogor*.

## 5.3 OTHER ENVIRONMENTAL CONCERNS NOTED BY 22 CFR 216 {#other-environmental-concerns-noted-by-22-cfr-216 .unnumbered}

As noted in the introductory remarks, issues addressed in this section
are discussed under the following headings:

> \- Land Use and Development Policies & Controls (5.3.1)
>
> \- Use of Natural/Depletable Resources (5.3.2)
>
> \- Urban Quality/Design of the Built Environment (5.3.3)
>
> \- Historic and Cultural Resources (5.3.4)
>
> \- Energy & Conservation (5.3.5)

\- Reuse & Conservation (5.3.6)

## 5.3.1 Land Use and Development Policies & Controls {#land-use-and-development-policies-controls .unnumbered}

**Potential Impact**. Potential land use impacts vary between the
pre-construction, construction and operational phases of the Project as
follows:

-   [Pre-Construction Phase]{.underline}. The assessment indicates that
    there is likely to be little if any impact to residences along the
    ROW as a result of the Proposed Action. There are, however, several
    areas in which the Project Road passes through village bazaars and
    commercial activities oriented to the road and farming areas in
    which productive agricultural land may be affected. Those who occupy
    the stalls and commercial areas along the verges of the road and/or
    infringe on the ROW and those engaged in farming and other roadside
    economic activities will be impacted and qualify as
    "project-affected persons" (PAPs) as that term is generally defined
    by the international assistance community, i.e., persons whose
    livelihood is directly or indirectly affected by a project. The
    potential for impact is most evident at, but not necessarily limited
    to, the roadside bazaars and commercial areas in and around Ghazni,
    Mogor, Qalat, Shan Juy and Kandahar

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-   [Construction Phase]{.underline}. Potential impacts to land uses
    during the construction stage include:

    -   [Creation of Construction Camps]{.underline}. Construction
        workers camps constitute a temporary land use change and raise
        issues related to activities such as unauthorized tree felling
        to get fuel-wood even when alternative fuel is made available;
        poaching of edible animals and birds of the locality in spite of
        prohibitions; poor sanitation arrangement and improper methods
        used for disposal of solid wastes and effluent; and transmission
        of communicable diseases to the local people by the construction
        workers due to inappropriate health monitoring facilities.

    -   [Impacts of Traffic Disruptions and Detours on Existing Land
        Uses]{.underline}.

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-   [Operational Phase]{.underline}. Once the road improvements are in
    place changes of neighboring land uses are expected to be minimal.
    It is anticipated, however, that the access to activities bordering
    the road in the urban areas and villages will be better organized as
    a result of the road improvements. Additional roadside commercial
    activities may be developed in response to increasing road traffic.
    Indirect impacts due to the road improvements are likely to include
    urban expansions.

**Mitigation**. Actions to mitigate potential adverse impacts to land
uses are assessed as follows:

Given the REFS design-build approach, it is anticipated that the bid and
contract documents will specify that lands required for the improvements
are free of any squatters, encroachers or other claims and that such
documentation will be required from the Government of Afghanistan. To
mitigate the potential PAPs impacts it is recommended that the
documentation certify that any claims have been settled in conformance
with international practice. Within the Afghanistan context, the World
Bank's Emergency Infrastructure Reconstruction Project (EIRP) will
undertake activities very similar to REFS and has drafted Guidelines for
Land and Asset Acquisition, Entitlement and Compensation (the
Guidelines). Adoption or adaptation of the Guidelines is recommended for
the purposes of the Kabul-Kandahar Road rehabilitation Project. Doing so
will both mitigate the potential adverse impact and to ensure reasonable
consistency in the assistance programs. The Guidelines deem PAPs
eligible for compensation as:

(1) Those who have formal legal title, water resources or
    structures/buildings including recognized customary and traditional
    rights;

(2) Those who do not have such formal legal rights but have a claim to
    usufruct right rooted in customary law; (and)

(3) Those whose claim to land and water resources or building/structures
    do not fall within (1) and (2) above, are eligible (for) assistance
    to restore their livelihood. The fact that even those who do not
    have legal or traditionally recognized property rights are still
    eligible for compensation to restore their livelihood should be
    particularly noted.

> The Guidelines provide for voluntary contributions of land, occupancy,
> or assets and/or temporary or permanent relocations without
> compensation and specify that such contributions shall be documented.
> The Guidelines also provide a procedure for the compensation of PAPs
> with claims submitted to the local community representative (*shura*
> head). Two categories of compensation are recognized; i.e., those
> related to:

-   [Assets impacted but which remain economically viable]{.underline}.
    The Guidelines provide for compensation of PAPs losing access to a
    portion of their land or other productive assets with the remaining
    assets being economically viable require compensation at replacement
    costs for that portion of the land or assets lost according to the
    following principles.

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-   Replacement land with an equally productive plot, cash or other
    equivalent productive asset.

-   Material assistance to fully replace solid structures that will be
    demolished;

-   Replacement of damaged or lost crops and trees at market value;

-   Other acceptable in-kind compensation;

-   In the case of cash contributions, the delivery of compensation
    should be made public, e.g., at a community meeting.

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-   [Assets rendered economically non-viable]{.underline}. Persons
    losing access to all or a portion of their land or other economic
    assets rendering the remainder economically non-viable will have the
    option of compensation for the entire asset by provision of
    alternative land, cash or equivalent productive asset according to
    the principles above.

> It is recommended that the certifying agency be required to ensure
> that all occupants of land and owners of land and other assets in the
> Project Area have been consulted in the compensation process.
> Gender-separate meetings are recommended consistent with the
> Guidelines to inform local populations about their rights to
> compensation and available options. Requirements for minutes of
> community meetings are recommended to reflect discussions, agreements
> reached and verifiable documentation of details of the agreement. It
> is also recommended that the certifying agency be required to provide
> a copy of the Minutes to the PAPs and to maintain all necessary
> documentation indicating adherence to the Guidelines.

-   [Construction Phase]{.underline}. Sub-Contractors will be required
    to coordinate all construction activities with neighboring land
    uses. Contracts for the Project activities will also require
    construction operators to attend to the health and safety of their
    workers, maintain and cleanup campsites, and respect the rights of
    local landowners. If located outside the ROW, written agreements
    with local landowners for temporary use of the property will be
    required and sites must be restored to a level acceptable to the
    owner within a predetermined time period. All diversions and
    accommodations of traffic during construction will require the
    approval of the USAID/GC Engineer.

Mitigation of indirect impacts due to induced development during the
operational stage is beyond the scope of the Project, but require
consideration as part of the overall REFS Program to ensure good
environmental management once the road becomes operational. These
include:

-   [Institutional Strengthening of the Ministry of Public Works
    (MPW)]{.underline}.

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-   [Traffic Safety Programs]{.underline}.

Initiatives in both of these areas are recommended for consideration as
part of REFS Component 2; and

-   [Enhancement of Roadside Economic Activities]{.underline}.
    Consideration of market development activities in the vicinity of
    the Kabul-Kandahar Road is recommended as companion REFS Component 1
    activities.

## 5.3.2 Energy & Conservation {#energy-conservation .unnumbered}

**Potential Impacts**. Rehabilitation of the Kabul-Kandahar Road could
facilitate economic development of Afghanistan's coal resources by
facilitating transport. The known deposits, however, are located outside
the Project Area. Demand for petroleum products are likely to increase
in response to the improved transport conditions. The increase in demand
is not considered adverse.

**Mitigation**. None warranted.

## 5.3.3 Use of Natural/Depletable Resources {#use-of-naturaldepletable-resources .unnumbered}

**Potential Impacts**. As noted above in regard to energy resources,
rehabilitation of the Kabul-Kandahar Road could facilitate economic
development of Afghanistan's other natural resources by facilitating
transport.

**Mitigation**. None warranted.

## 5.3.4 Urban Quality/Design of the Built Environment {#urban-qualitydesign-of-the-built-environment .unnumbered}

**Potential Impacts**. The Project can be expected to have a beneficial
impact on the overall urban quality of the cities it serves by
contributing to their economic recovery. Details of land uses and
potential impacts in immediate proximity to the road are discussed in
**Item 5.3.1** above.

**Mitigation**. Other than ensuring that provisions are incorporated in
contract documents to avoid impact to neighboring land uses and
potential cultural resources in the impact area, none warranted.

## 5.3.5 Historic and Cultural Resources {#historic-and-cultural-resources .unnumbered}

**Potential Impacts**. No impacts to known cultural resources are
anticipated. Unexpected discoveries could occur, however, in the
construction process.

**Mitigation**. To avoid potential adverse impacts to historic and
cultural resources, the Project specifications will state that the
Sub-Contractor shall:

-   Consult with provincial-level representatives of the Archaeological
    Committee under the Ministry of Information and Culture, obtain any
    necessary clearances in regard to historic and cultural resources
    prior, and provide written documentation of these consultations to
    the Contractor prior to the initiation of the Work.

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-   Protect sites of known antiquities, historic and cultural resources
    by the placement of suitable fencing and barriers;

-   Adhere to accepted international practice and all applicable
    historic and cultural preservation requirements of the Government of
    Afghanistan, including all appropriate local government entities.

-   In the event of unanticipated discoveries of cultural or historic
    artifacts (movable or immovable) in the course of the work, the
    Sub-Contractor shall take all necessary measures to protect the
    findings and shall notify the Contractor and provincial-level
    representatives of the Archaeological Committee and the Ministry of
    Information and Culture. If continuation of the work would endanger
    the finding, project work shall be suspended until a solution for
    preservation of the artifacts is agreed upon.

## 5.3.6 Reuse and Conservation  {#reuse-and-conservation .unnumbered}

**Potential Impacts**. Material stripped from the roadway may provide an
opportunity for recycling in the reconstruction process.

**Mitigation**. Contracts will specify that such materials will be
recycled as part of the new sub-base when the characteristics of the
material are suitable and placed on fill slopes and graded if not
suitable for use as the sub-base.[^6]

## 5.4 ADDITIONAL ENVIRONMENTAL CONCERNS {#additional-environmental-concerns .unnumbered}

## NOTED FOR CONSIDERATION {#noted-for-consideration .unnumbered}

## 5.4.1 Socio-Economic Considerations {#socio-economic-considerations .unnumbered}

**Potential Impacts**. The Project is expected to have a beneficial
impact on the economy of both the potentially affected areas and the
country as a whole by accommodating traffic and enhancing trade between
the country's two largest cities and reducing the current driving time
from approximately 14 to six hours. The road improvements will also
facilitate exploitation of resources in proximity to the roadway.
(Potential localized impacts to economic assets are discussed as part of
**Item 5.3.1**)

**Mitigation**. Although mitigation of adverse economic impacts are not
warranted due to the lack of such impacts, the beneficial economic of
roadside development could be enhanced ion conjunction with other REFS
Component 1 activities. (Mitigation of localized impacts to economic
assets are discussed as part of **Item 5.3.1**)

##  {#section .unnumbered}

## 5.4.2 Public Health {#public-health .unnumbered}

**Potential Impacts**. Potential impacts to public health due to the
proposed road rehabilitation can be identified as:

-   [Easier access to health care facilities]{.underline}. Positive
    health impacts may result due to quicker response time in emergency
    situations and improved access to health care facilities for those
    living in proximity to the improved roadway.

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-   [Contamination of local water supplies during
    construction]{.underline}*.* Potential impacts to local water
    supplies include the possibility of temporary labor camps and the
    water supply and wastewater disposal associated with them during the
    construction period.

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-   [Air Pollution]{.underline}*.* As noted in Item 5.1.5, potential air
    quality impacts during both the construction and operational stages
    of the Project. Potential air quality impacts during construction
    include those related to fugitive dust generation in and around
    construction activities and related activities such as plants for
    crushing rocks, hot-mix and asphalt plants. Potential air quality
    impacts during the operational stages of the Project are also
    addressed in Item 5.1.5. Overall emissions of air quality pollutants
    may be expected to increase due to increased traffic levels
    facilitated by the Project. There is a possibility, however, that
    pollutant levels in congested urban areas may be modestly reduced
    due to more efficient traffic flow when measured against a base case
    taking economic recovery and other factors into account.

-   [Noise levels with health consequences]{.underline}*.* Potential
    noise issues are discussed in Item 5.4.4 below.

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-   [Disease Transmission.]{.underline} Human health risks associated
    road projects have included the possibility of disease transmission
    along previously undeveloped corridors. Such impacts have been
    identified in retrospect as a major unintended environmental
    consequence of road developments in Africa and elsewhere. In this
    instance, the Project Road is an existing transport corridor. The
    improvement activities are unlikely to add to the risk of the
    transmission of new diseases. It should be noted, however, while not
    as drastic as the introduction of new diseases into previously
    unexposed areas, increases in sexually transmitted diseases (STDs)
    are also often associated with road projects.

Mitigation. Mitigation related to the identified potential impacts to
.Public Health are as follows:

-   [Easier access to health care facilities]{.underline}. The
    anticipated impacts are beneficial and no mitigation is warranted.

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-   [Contamination of local water supplies during
    construction]{.underline}*.* Contract provisions to ensure that
    ancillary facilities are properly sited will be incorporated in all
    contract documents.

-   [Air Pollution]{.underline}*.* Specific provisions in contracts to
    avoid adverse impacts to air quality are incorporated in the Project
    as previously discussed as part of **Item 5.1.5**. Within the
    operational stage of the Project the anticipated traffic levels for
    the foreseeable future are such that mitigation actions are not
    considered warranted.

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-   [Noise levels with health consequences]{.underline}. Although it may
    not be consciously perceived, chronic exposure to noise can affect
    human welfare in varying degrees, both physiologically and
    psychologically. Chronic noise exposure can be a source of
    annoyance, creating communications problems and leading to elevated
    stress levels and associated behavioral and health effects. It can
    cause auditory fatigue, temporary and permanent lessening of hearing
    ability, sleep disorders and contribute to childhood learning
    problems. Potential noise issues associated with the Project are
    discussed in **Item 5.4.4** below.

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-   [Disease Transmission.]{.underline} Contract documents will require
    Sub-Contractors to provide basic emergency heath facilities for
    workers; and encourage programs aimed at the prevention of sexually
    transmitted diseases as a part of all construction employee
    orientation programs. Although mitigation of such impacts is beyond
    the scope of the proposed Project, the establishment of STD
    awareness programs is recommended.

## 5.4.3 Safety {#safety .unnumbered}

**Potential Impacts**. Potential safety issues are foreseen as follows:

-   [Conflicts with non-motorized traffic]{.underline}. Impacts to
    safety in circumstances such as Afghanistan's could occur due to the
    incorporation or absence of provisions for non-motorized traffic
    (NMT).

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-   [Safety issues due to construction-related traffic
    impediments]{.underline}. Diversions and detours are an inevitable
    impact of road rehabilitation projects and could give rise to safety
    issues.

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-   [Safety impacts due to excessive speed]{.underline}. Road
    rehabilitation projects can inadvertently and adversely affect road
    safety due to excessive speeds encouraged to a degree due to the
    improved conditions.

**Mitigation**. Mitigation actions related to potential safety impacts
are as follows:

-   [Conflicts with non-motorized traffic]{.underline}. Incorporation of
    2.25-meter shoulders (rather than the currently proposed 1.25
    meters) is recommended to provide adequate space for emergency
    pull-offs and to accommodate non-motorized traffic (NMT). It is
    recognized that the issue is one with significant budget
    implications. From a public safety point of view (one of the
    environmental criteria established the USAID-approved Project
    Scoping Statement on which the EA is based), however, the provision
    of wider shoulders would be a significant Project enhancement. The
    issue is further discussed in Section 6.0 and was noted as an issue
    requiring resolution in Section 1.0.

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-   [Safety issues due to construction-related traffic
    impediments]{.underline}. Contract provisions will require
    Sub-Contractors to obtain the concurrence of the USAID/GC for
    necessary detours and traffic re-routing schemes are recommended.
    Contract provisions also stipulate that "The Sub-Contractor shall
    provide the Contractor with a written traffic control plan which is
    to include when and where flagmen shall be employed and when and
    where traffic cones or other devices such as barricades and/or
    lights will be used. Where ... traffic diversions area planned for
    ...additional areas (will) be de-mined and the diversions clearly
    defined for travel." Contracts will require by-passes to be
    constructed and maintained around bridges to be reconstructed until
    such time as the bridge is open for traffic. By-passes will be
    removed and the affected areas re-graded so as to blend in with the
    existing contours when the bridge is opened.[^7]

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-   [Safety impacts due to excessive speed]{.underline}. Traffic Safety
    Programs are recommended for consideration as part of REFS
    Component 2. The recommendation will be further discussed as part of
    Section 6.0.

## 5.4.4 Gender & Disabled Persons Issues {#gender-disabled-persons-issues .unnumbered}

**Potential Impacts**. Women and disabled persons are not specifically
targeted as a part of the Kabul-Kandahar Road Rehabilitation Project.
They will benefit, however, from the improved transport services. These
benefits are significant and will improve access to health and
educational facilities, reduce travel time and provide other positive
impacts. Recruitment of local labor has been identified as an objective
of the Project and in other circumstances (e.g., Bangladesh, India,
China and elsewhere) similar projects have included specific provisions
for gender equity employment opportunities. The types of construction
activities are not expected to generate labor opportunities for women in
the Afghanistan context due to the prevailing social norms or the
disabled due to the nature of the work.

**Mitigation**. The project will result in positive impacts on women and
disabled persons and no adverse impacts are anticipated and mitigation
actions are considered warranted.

## 5.4.5 Noise {#noise .unnumbered}

**Potential Impacts**. Potential noise impacts resulting from the
Project can be identified in both the construction and operational
stages as follows.

-   [Construction Stage]{.underline}. Temporary impacts in the immediate
    vicinity of the Project may occur due to construction. The magnitude
    of impact will depend upon the specific types of equipment to be
    used, the construction methods employed and the scheduling of the
    work. General conclusions can be based on the types of construction
    work anticipated, the types of equipment required and their
    associated range of noise levels. Construction noise is generally
    intermittent and depends on the type of operation, location and
    function of the equipment and the equipment usage cycle, and
    attenuates quickly with distance.

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-   [Operational Stage]{.underline}. Sources of road noise during the
    operational stage of road projects generally considered in the
    environmental assessment include:

######### Vehicle & Road Noise. An increase in vehicular noise occurs if there is an increase in the number of vehicles compared to what would have otherwise been the case. Road noise, also known as frictional noise, is that resulting from the contact between tires and pavement. The level of noise created depends on the type and condition of the pavement. Frictional noise is generally greatest at high speeds and during quick breaking.

-   *Driver Behavior.* Drivers contribute to road noise by the use of
    horns, the playing loud music, shouting and causing tires to squeal
    as a result of sudden breaking or acceleration.

-   *Construction and Maintenance*. Road construction and maintenance
    generally require the use of heavy machinery. Although these
    activities may be intermittent and localized, they nevertheless
    contribute to the noise levels to the areas in which they occur.

-   *Vibration.* Vibration induced by the resonance of traffic noise can
    have a detrimental effect on structures and can be a particular
    concern in the case of cultural heritage sites or lightly
    constructed buildings not designed to withstand such vibrations. No
    significant increases in vibration levels are anticipated as a
    result of the proposed action nor are there expected to impacts on
    neighboring structures.

-   *Wildlife Disturbance.* Noise may prevent many animal species from
    approaching or crossing road corridors, thereby effectively
    rendering roadside habitat areas inaccessible to some species. No
    significant impact on wildlife is anticipated as a result of the
    proposed action since habitats near the alignment are highly
    degraded and inhabited by disturbance tolerant wildlife species.

**Mitigation**. Mitigation of noise impacts in the construction and
operational phases of the Project will include:

-   [Construction Stage]{.underline}. Contracts will contain provisions
    to mitigate potential noise and vibration impacts during
    construction is recommended through the use of:

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-   *Source Controls*, i.e., requirements that all exhaust systems will
    be maintained in good working order; properly designed engine
    enclosures and intake silencers will be employed; and regular
    equipment maintenance will be undertaken.

-   *Site Controls,* i.e., requirements that stationary equipment will
    be placed as far from sensitive land uses as practical; selected to
    minimize objectionable noise impacts; and provided with shielding
    mechanisms where possible.

-   *Time and Activity Constraints*, i.e., operations will be scheduled
    to coincide with periods when people would least likely be affected;
    work hours and work days will be limited to less noise-sensitive
    times. Hours-of-work will be approved by the site engineer having
    due regard for possible noise disturbance to the local residents or
    other activities. Construction activities will be strictly
    prohibited between 10 PM and 6 AM in the residential areas. When
    operating close to sensitive areas such as residential, nursery, or
    medical facilities, the Sub-Contractor's hours of working shall be
    limited to 8 AM to 6 PM.

-   *Community Awareness*, i.e., public notification of construction
    operations will incorporate noise considerations; methods to handle
    complaints will be specified. Sensitive receptors will be avoided as
    possible (i.e., aggregate crushers, operators, etc.). Disposal sites
    and haul routes will be coordinated with local officials.

-   *Baseline and Routine Noise Monitoring as Part of Construction
    Supervision*. Pre-construction monitor of existing noise and
    vibration may be undertaken to provide a baseline for the
    measurement of impacts during the construction period if determined
    to be warranted by the USAID/GC. Routine monitoring may also be
    required in areas of high potential impact (e.g., pile-driving sites
    and areas of intensive noise-generating activities) if considered
    warranted by the USAID/GC.

## 5.4.6 Other Infrastructure Systems {#other-infrastructure-systems .unnumbered}

**Potential Impacts**. Road rehabilitation activities could impact other
infrastructure systems such as water supply and wastewater collection
networks, electrical lines, etc.

**Mitigation**. Sub-Contractors are required to coordinate with all
relevant officials to avoid significant adverse impact to other
infrastructure systems. To avoid potential adverse impacts to utilities,
the contract documents state that Sub-Contractor shall:

-   Ascertain and take into account in his method of working the
    presence of utility services on and in the vicinity of the Site.

-   Take into account in his program the periods required to locate,
    access, protect, support and divert such services, including any
    periods of notice required to effect such work in consultation with
    authorities operating such services.

-   Assume all responsibility to locate or to confirm the details and
    location of all utility services on or in the vicinity of the Site.

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-   Exercise the greatest care at all times to avoid damage to or
    interference with services.

-   Assume responsibility for any damage and/or interference caused by
    him or his agents, directly or indirectly, arising from actions
    taken or a failure to take action, and for full restoration of the
    damage.

-   Wherever existing ground surfaces are to be disturbed for
    construction of the Works, carry out full and adequate preliminary
    investigations to locate all services in the area by means of
    hand-dug trial holes and trenches in combination with electronic and
    electro-mechanical devices, where appropriate,. Each service thus
    exposed shall be identified. Every such service at risk shall be
    fully exposed and adequately protected and supported in situ or
    diverted to the satisfaction of the appropriate authority prior to
    the commencement of such construction.

-   When working in the vicinity of overhead power cables, ascertain and
    satisfy himself about the safe clearances to be maintained from the
    power cables in consultation with the authority operating the power
    line. Where existing overhead power lines, communications cables or
    other major utilities require relocation, the Sub-Contractor will
    use the services of specialist enterprises with the necessary skills
    and technology to carry out the work.

## 5.5 OTHER IMPACT STATEMENTS REQUIRED BY 22 CFR 216 {#other-impact-statements-required-by-22-cfr-216 .unnumbered}

## 5.5.1 Adverse Impacts That Cannot Be Avoided  {#adverse-impacts-that-cannot-be-avoided .unnumbered}

Less-than-significant adverse impacts may occur during the road
rehabilitation activities such as temporary impacts to air quality,
noise levels due to construction and inconveniences due to traffic
diversions and detours. These impacts will be mitigated by the contract
provisions as specified herein, including actions such as water spraying
to control dust and the restriction of noise-generating activities to
daylight hours and the avoidance of such activities in sensitive areas
such as the vicinity of hospitals, etc.

## 5.5.2 Short-Term Use Versus Long-Term Productivity  {#short-term-use-versus-long-term-productivity .unnumbered}

The Proposed Action will enhance long-term productivity of economic
activities in the Project Area by facilitating the transport of goods to
market and substantially reducing transport costs.

##  {#section-1 .unnumbered}

## 5.5.3 Irreversible Commitments of Resources  {#irreversible-commitments-of-resources .unnumbered}

##  {#section-2 .unnumbered}

## Certain natural and human resources will be irreversibly devoted to the Project, including the necessary construction materials and labor. Commitment of these resources will be offset by the Project benefits. {#certain-natural-and-human-resources-will-be-irreversibly-devoted-to-the-project-including-the-necessary-construction-materials-and-labor.-commitment-of-these-resources-will-be-offset-by-the-project-benefits. .unnumbered}

## END NOTES -- SECTION 5.0 {#end-notes-section-5.0 .unnumbered}

[^1]: See Scope of Work, Kabul-Kandahar Highway Design and
    Rehabilitation, Part VII, Item 2.23, page 12, also Part IV
    (Environmental Guidelines).

[^2]: Draft Scope of Work, Kabul-Kandahar Highway Design and
    Rehabilitation, Part VII, Item 2.16, page 10.

[^3]: Draft Scope of Work, Kabul-Kandahar Highway Design and
    Rehabilitation, Part VII, Item 2.16, page 10.

[^4]: Draft Scope of Work, Kabul-Kandahar Highway Design and
    Rehabilitation, Part VII, Item 2.16, page 10.

[^5]: REFS Contract, page C-8.

[^6]: Draft Scope of Work, Kabul-Kandahar Highway Design and
    Rehabilitation, Part VII, Item 2.12, page 9.

[^7]: Draft Scope of Work, Kabul-Kandahar Highway Design and
    Rehabilitation, Part VII, Item 2.21, page 12.