DRAFT FINAL REPORT - APPENDICES ARMENIA AND AZERBAIJAN POST CONFLICT TRANSPORT STUDY. List of Appendices APPENDIX 2 TRAVEL SCHEDULE AND PEOPLE MET 41

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1 List of Appendices APPENDIX 1 TERMS OF REFERENCE FOR ARMENIA AND AZERBAIJAN POST CONFLICT TRANSPORT STUDY 34 Overall Framework 34 Background 34 Consultant s Tasks. 36 Project Proposal 37 Appendices 40 APPENDIX 2 TRAVEL SCHEDULE AND PEOPLE MET 41 APPENDIX 3 REFERENCE LITERATURE 44 APPENDIX 4 NOTES FROM MEETINGS 45 Meeting at the Cabinet of Ministers with Mr. Shahin R. Salkhov, Chief of Department for Construction, Building Material and Industry. June Meeting with Mr. Ramiz ISMAILOV, Head of Road Maintenance Board at Azerbaijan State Concern "AZERAVTOIOL" on June 16 th, Scientific Research Center 47 APPENDIX 5 NOTES FROM INSPECTION TOURS 48 Road Inspection in Armenia 7/ 6 48 Road Inspections in Armenia 8/6 50 Travel by Road from Yerevan to Tiblisi and to Baku: 10/ /6 52 Road Inspection in Azerbaijan 15 / 6 53 APPENDIX 6 EXTRACT FROM FINNROAD REPORTS 54 Maintenance 54 Technical Assistance Programme Proposal 59 APPENDIX 7 AZERBAIJAN STATISTICS 63 Road and vehicle fleet data 63 Map depicting the refugee situation in Azerbaijan 65 SWEROAD 33 (65)

2 Appendix 1 TERMS OF REFERENCE FOR ARMENIA AND AZERBAIJAN POST CONFLICT TRANSPORT STUDY OVERALL FRAMEWORK BACKGROUND For the past decade, wars, civil strife and blockades have cut off economic links between the three Caucasus states and with potential trading partners in the region. Indeed, throughout the twentieth century, the three countries' economic exchanges with most of their neighbours were shaped more by political constraints than by considerations of comparative advantage. This sharply limited their choice of trading partners and limited their ability to reap economic benefits from their geographic position straddling key potential trade routes between Europe, the Mideast and Asia. This situation will change if peace agreements are signed in Nagorno- Karabakh and Abkhazia and the blockades are lifted. The purpose of this overall work program is threefold: to analyze the potential for change in the region s trade flows that could result from lowering transport costs and opening borders to legal trade with neighbouring countries; to look at institutional capacity and arrangements in the three countries needed to foster regional economic development and trade; to prepare projects to rebuild/upgrade transport, communications and trade facilitation infrastructure that could be implemented once a peace agreement is signed. The transport situation in Armenia will change dramatically once the Armenia Turkey and the Armenia Azerbaijan borders are opened. This scenario was studied in the World Bank Transport Sector Review of 1997 and the necessary actions were identified in principle. Regional Transport: Impact on the main road network needs. The opening of the Turkish border will require rehabilitation/ periodic maintenance of about 10 km of road from Gyumri towards Kars, and about of SWEROAD 34 (65)

3 about 46 km from Yerevan via Echmiadzin towards Igdir in Turkey. We have no up to date about the situation in Turkey, but some work were carried out a few years ago when border opening was expected and it is possible that the initial road and rail transport can flow without major investments. A meeting was recently held in the region close to Armenia in Turkey, with Armenian participation, to prepare for opening the transport corridors. The opening of the Armenia - Azerbaijan border would immediately change the transport investment priorities in the Armenia Azerbaijan Georgia border area. The main road to Tbilisi as well as to Azerbaijan is traditionally via Dilijan, Ijevan to Qazax in Azerbaijan. The upgrading of the road from Yerevan to Dilijan forms part of the project, which is planned to be financed by a grant from the Lincy foundation. The direct main road from Armenia to Tbilisi via Vanadzor has been rehabilitated on the Armenian side and funds will be provided in a new World Bank loan for rehabilitation of the same road on the Georgian side. It is expected that if the border to Azerbaijan is opened, the traditional route via Ijevan will again become the most convenient link, subjects also to easy border crossings. The first transport investment priority in this area would then be to rehabilitate the road from Dilijan to the border (55 km) including rehabilitation of two small tunnels. In the longer term there might be a need to further improve a main road link between Tbilisi and Yerevan. Considering the mountainous terrain along all links, it is not evident which route would be the best choice. Road network within and to the conflict area. The conflict zone is completely outside the borders of Armenia. The road link from Goris into Nagorno - Karabakh has been completely reconstructed and funding has been sought from the Armenian Diaspora to also finance a new north - south road inside N-K. All post conflict work in the area will require the access roads into the areas to function. A lot of reconstruction work will be required and although no proper assessment has yet been made, we know that the transport to the area will be both intensive and heavy load during the reconstruction period. Many road sections in Armenia have been upgraded and some sections are already in the plans for the coming years- financed by the World Bank or by Lincy Foundation. However, it is extremely important to as soon as possible identify the key transport links, both by road and by rail, to identify all transport bottlenecks and priority transport investment needs. This is required to make a quick start of the overall reconstruction in the conflict zone, critical for the success of resettlement into the area. As much as possible of the future work should be prepared by the local industry, in particular in the conflict zone. Even labour intensive works should be considered if this assists in attracting people back to the area. SWEROAD 35 (65)

4 Road Transport resources in Armenia. The fleet of trucks that exist in Armenia is believed to be old-fashioned uneconomic mainly two axle trucks. This might become a bottleneck, and should be investigated. Institutional capacities. The Armenia Roads SSCC is a well structured and capable organization, well equipped with its own or related companies road survey and laboratory equipment and capabilities to carry out economic analysis and road design. The study is expected to be carried out in close cooperation between the consultant and Armenia Roads SSCC. CONSULTANT S TASKS. The consultant s task is limited to work outside the conflict zone. It is thus impossible to establish the real transport needs and we cannot presently judge what is or can be made available about transport needs. The consultant is not expected to waste time and resources if on expected future transport volumes is difficult to gather, but then rather make his own judgement whether he believes the infrastructure will meet the demand within the short, medium or long term. However, the consultant shall: Study short (1 year), medium (5 years) and long (10 years) term transport and transport infrastructure needs separately for: (A) the conflict zone with regard to transport and transport needs as required for resettlement and reconstruction works, and (B) Armenia in general the effects of opening borders and eliminating trade restrictions on transport. a. Transport needs: assess present, short, medium and long-term transport needs divided by mode. b. Volume of goods required to be transported to and from the conflict zone during rehabilitation period, in particular it s early phase; c. Estimate expected traffic against the present availability of transport fleets and existing infrastructure. d. Survey roads of particular interest to meet the objectives of this study. e. Assess the short and medium term repair, reconstruction and maintenance needs, estimate cost and economic viability; f. Undertake preliminary design as long as available resources permit. g. Identify institutional capacities in the country/regions to administer the work. SWEROAD 36 (65)

5 h. Assess local consultants and contractors capabilities and capacities to execute the work and suggest ways of contracting out works. i. Assess employment creation. There is presently no about the status of the road systems up to and in the conflict areas of Azerbaijan or in Nakhichevan but rumours say that the transport systems have been seriously damaged, that roads have not been maintained for a very long time and that the institutions are weak. The main road from Tbilisi to Baku is being or planned to be upgraded with financing support from EBRD and the World Bank. EU Tacis has through its TRACECA program provided support to Azerbaijan, including some road survey. The TRACECA reports will provide basic about the status of the road network etc. in Azerbaijan. The terms of reference for the Azerbaijan road and road transport study is, in applicable parts, a direct parallel to the Armenia ToR above PROJECT PROPOSAL Start Mobilization The main task in this phase is to establish contacts in Azerbaijan and refresh contacts in Armenia. Potential local experts have to be identified and alerted for the arrival of the expatriate team. TRACECA studies is a source of, from which relevant data for the study will be identified and collected. Suitable contact persons have to be identified and communication established. Travel formalities, as letter of invitation and visa, will need some time to be sorted out. Transport Potential (Transport Needs, Transport Fleet Characteristics and Traffic Estimates) Relevant data will be quoted from TRACECA studies and from local sources in Armenia and Azerbaijan and scrutinized. The amount of collection of new data in this field will be kept at a minimum. Institutional Capacity The present organization of road and transport sector institutions and companies will be recorded and evaluated from an organizational, management and technical capacity point of view. The team plans to use some four man-weeks for this task. Road Sector Institutions (Client functions) The situation in Armenia is characterized by a great degree of privatization of the former State Road Authority. The remaining state body, Armenia Roads SWEROAD 37 (65)

6 SSCC, is planning and letting out to contractor road design, maintenance and construction. The details have to be studied and capacity to handle a concentrated drive on the roads concerned by this project. The situation in Azerbaijan is presently not very well known. It is assumed that the degree of privatization is much lower than in Armenia. Data will be sought from TRACECA studies and from interviews with the relevant parties and authorities in Azerbaijan. In this context, recommendations will be asked for about suitable and competent local experts to assist with field studies and data about the roads concerned. Road Design The quality and capacity of available design consultants (private or within the state organization) will be studied from organizational and technical point of view. Road Maintenance The organization of road maintenance in the two countries will be studied and evaluated. Management, competence, efficiency and availability of equipment will be scrutinized. Road Construction The organization of road construction in the two countries will be studied and evaluated. Management, competence, efficiency and availability of equipment will be scrutinized. Transport Sector (Trucking Industry) Presently the substandard vehicle fleet characterizes the local transport sector, freight companies, etc. Foreign trucks and companies dominate heavy road transports. The present situation and the potential for improvements will be studied. Rehabilitation and Improvement Program Two thirds of the team s input is planned to be utilized for this part of the study. Some 80% of the input by the local experts will also be used for this. Road Inspection and Condition Survey The team will at an early stage of the study visually inspect all the roads actual in the project in the two countries and a program for detailed investigations by the local experts will be established. Depending on the conditions the team will split in two and inspect the roads in the two countries simultaneously. SWEROAD 38 (65)

7 Program Components, Costs, Feasibility and Employment Effects Together with the local experts the team will analyze short term, medium term and long term programs for rehabilitation, maintenance, improvement and reconstruction of the road links involved. A program will be recommended. Costs and feasibility of alternative actions will be studied. Employment effects will be analyzed in general terms. Program Components, Design The local experts will concentrate on producing design and related documents for those links of the roads, which are suitable for reconstruction or major improvement actions. It is recommended that documents should be in an internationally acceptable format. Institutional Development Needs and Recommended Actions A plan for institutional development will be presented to enable the parties involved to deal with the new road and transport situation. Risks The main risk is that the present tension and conflict situation will remain unchanged, which will mean that the funds spent on the project are wasted. The success of the program then depends on Availability of funds for rehabilitation, reconstruction and maintenance of the roads Inability to monitor the program properly, due to inefficient client organization. Failure to execute reconstruction, rehabilitation and road maintenance in an efficient manner, due to inefficient contractors lack of workmanship, management and equipment. Team of Consultants 1. FRANK GRANBERG - Project Manager. Mr. Granberg will be responsible for the planning and implementation of the different project activities. 2. ARNE NILSSON - Senior Road Engineer and Maintenance Expert Mr. Nilsson will assume the overall responsibility for all technical aspects of the study. 3. ROLAND DUBERG - Senior Management Expert SWEROAD 39 (65)

8 Dr. Duberg will be responsible for organization and management aspects of the program. 4. SIGITAS BUBLIS - Senior Road Engineer. Mr. Bublis, will monitor the local experts and work in cooperation with Mr. Nilsson, and assist the Management Expert and the team in analysing present institutions and organisations. 5. PER-ERIK WINBERG - Senior Road Engineer and Road Construction Expert. Mr. Winberg will cover road construction aspects of the study. APPENDICES Reporting An Inception Report will be issued in conjunction with the first visit to the two countries and report on the ready availability of data on traffic, roads and organization. Number of copies: 20; Language: English A final report will be issued at the end of June 2000, presenting the findings and recommendations of the study. Design documents for road links specially studied will be attached to the report. Number of copies: 20; Language: English for the main report, Russian for parts of the Appendices. Outline Work Programme Cost Estimate Curriculum Vitae for the Consultants SWEROAD 40 (65)

9 Appendix 2 TRAVEL SCHEDULE AND PEOPLE MET Date Subject Name and function June 3-4 Armenia June 5 June 5 June 5 June 6 June 7 June 7 June 7 June 7 June 8 June 8 Travel by air from Gothenburg/Vilnius to Yerevan General General Organisation of project and support functions Collection of Road Inspection in Idzhevan area Collection of Collection of Road Inspection in border to Turkey area Collection of Collection of Levon Ghazazyan, Deputy Director General of "Armenian Automobile Roads" SSCC Hakob Petrossian, Senior Highway Engineer, Head of Department, "Armenian Automobile Roads" SSCC Karen Badalyan, Senior Highway Engineer, "Armenian Automobile Roads" SSCC Varja Bažikjan, Interpreter Eduard Karapetyan, Head of Department, Ministry of Transport Samvel Badalyan, Director of C. -SC Institute "Dorproject" Askot Karapetyan, Chief Engineer, C. -SC Institute "Dorproject" Samvel Badalyan, Director of C. -SC Institute "Dorproject Hakob Petrossian, Senior Highway Engineer, Head of Department, Vigen Ter-Simonyan, Leading Specialist, "Armenian Automobile Roads" SSCC Saadat, Representative in Armenia Vigen Sargsyan, Public Affairs Specialist, Gagik Grigorian, Head of Foreign Relations Department, Ministry of Transport Vigen Sargsyan, Public Affairs Specialist, SWEROAD 41 (65)

10 June 9 June 9 Collection of Collection of Herbert Hambardzumyan, Chief of Road Transport Department, Ministry of Transport and Communication Harutiun Avakian, Hayastan All-Armenian Fund June 10 June 11 Travel by road Yerevan Tbilisi Travel by road Tbilisi - Baku Azerbaijan June 12 June 12 June 13 June 14 June 15 Public Holiday June 16 June 16 General, organisation of project and support functions Collection of Collection of Collection of Road Inspection in South Azerbaijan Collection of Collection of Nizami Garaisayev, Director of Scientific Research Center Hijram Valekov, Senior Highway Engineer, Scientific Research Center Farid A. Mamedov, Operations Officer Infrastructure, The World Bank Shahin R. Salakhov, Chief of Department of Construction, Building Materials & Industry, The cabinet of Ministers of Azerbaijan Republic Nizami Garaisayev, Director of Scientific Research Center Hijram Valekov, Senior Highway Engineer, Scientific Research Center Dashgin Salahov, Translator Ali A.. Mammadov, Director, Republic of Azerbaijan Agency for Rehabilitation and Reconstruction of Areas, ARRA Dashgin Salahov, Translator Valeria Mustafayeva, Programme Adviser, UNDP Dashgin Salahov, Translator Ramiz Ismailov, Head of Road Mintenance Dept., Azeravtoiol Nizami Garaisayev, Director of Scientific Research Center Hijram Valekov, Senior Highway Engineer, Scientific Research Center Dashgin Salahov, Translator June 16 SWEROAD 42 (65) Akif H. Mustafayev, Vice President, Azerautonagliyyat, State Concern Hijram Valekov, Senior Highway Engineer, Scientific Research

11 Center Dashgin Salahov, Translator June 19 June 19 Collection of Prof Yaqub Piriyev, Head of Road Department of Civil Engineering University Nizami Garaisayev, Director of Scientific Research Center Hijram Valekov, Senior Higway Engineer, Scientific Research Center Travel by air Baku - Tbilisi and by road Tbilisi - Yerevan June 20 June 20 June 21 Collection of Collection of Collection of Samvel Badalyan, Director of C. -SC Institute "Dorproject" Hakob Petrossian, Senior Highway Engineer, Head of Department, Samvel Badalyan, Director of C. -SC Institute "Dorproject" June 21 June 22 Collection of Eduard Karapetyan, Head of Department, Ministry of Transport Travel by air to Gothenburg/Vilnius SWEROAD 43 (65)

12 Appendix 3 LITERATURE REFERENCE TRACECA PROJECT 5, Regional Traffic Forecasting Model, Data Collection Report, Appendix D1: Armenia TRACECA PROJECT 5, Regional Traffic Forecasting Model, Data Collection Report, Appendix D 2: Azerbaijan TRACECA PROJECT 9, Implementation of Pavement Management Systems (PMS), Study of the Cost and Financing of Road Usage TRACECA PROJECT 9, Implementation of Pavement Management Systems (PMS), Feasibility Study for Rehabilitation of Transit Roads In Azerbaijan TRACECA PROJECT 19, Road Maintenance, Module B, Winter Maintenance (Armenia and Azerbaijan) TRACECA PROJECT 19, Road Maintenance, Module C, Reorganisation of the Roads Department in Azerbaijan TRACECA, Improvement of Road Transport Services in Armenia, Azerbaijan and Georgia, DHV Consultants, Final Report, Version 2, April 1997 TACIS, The Armenia Highway Survey, Tecnecon, 1994 THE WORLD BANK, Armenia, Transport, Project Appraisal Report, May MARCO POLO MAGAZINE 4-5/99, Southern Kaukasus - Reemerging Region MARCO POLO MAGAZINE 6/99, Peaceful Caucasus and the stability pact for South Eastern Europe: a possible link. MARCO POLO MAGAZINE 1/98, Armenia at the crossroads. SWEROAD 44 (65)

13 Appendix 4 MEETINGS NOTES FROM Meeting at the Cabinet of Ministers with Mr. Shahin R. Salkhov, Chief of Department for Construction, Building Material and Industry. June Present were also Nizami Garaisayev, Director of Scientific Research Center, Hijram Valekov, Senior Highway Engineer, Scientific Research Center, and Dashgin Salahov, Translator. Mr. Salkhov informed about the general situation of the roads in Azerbaijan Republic. The present length of roads in Azerbaijan is kms, 4498 kms of roads are in the occupied zone. There are 2050 bridges, the total length of which is m. About % of the bridges are in a bad condition. About 50 % of the roads are asphalt roads. The rest of the roads are gravel or earth roads. The main important road is Baku - Kazakh - Georgian border. This is the main exit to Georgia, Russia and the Black Sea. If peace, it is also the exit to Armenia. This road is Part of the Silk Road. Rehabilitation and reconstruction of this road has begun, but it will take about ten years to complete. It will also take some ten years to rehabilitate the road from Baku to Iran. Besides the road to the Georgian border, is the East - West road in the Conflict Area. There is no about the condition of roads in the occupied zone. The road in this direction, Ali-Byramli - Fuzuli must be properly maintained or subject to other action. The roads in the occupied zone have to be checked by experts. Roads to the Conflict area and to Nagorno Karabakh and border with Armenia are very important for returning refugees and their future life and safety. Reorganisation of the road sector has begun and is propose proceeding mainly after the model proposed by Finnroad. The main transformation must occur under the responsibility of Ministry of Transport. The German consultant Dornie is engaged for this process. Privatisation of road enterprises must coincide with the restructuring of Ministry. At the first stage there will be privatisation of construction enterprises, and design and research institutions. The time schedule for privatisation is not clear. SWEROAD 45 (65)

14 Meeting with Mr. Ramiz ISMAILOV, Head of Road Maintenance Board at Azerbaijan State Concern "AZERAVTOIOL" on June 16 th, 2000 Mr. Nizami GARAISAEV, Director of Scientific Research Centre of Azerbaijan State Concern "AZERAVTOIOL", also attended the meeting. General on the roads of the Republic of Azerbaijan, their length, classification according to the categories, road significance for country's economy, condition of roads was presented at the meeting. The highway Baku-Kiurdumir-Giandža-the Georgian border has the primary importance for the republic's economy. This highway is currently at the focus of attention as it is the main exit road from the Republic of Azerbaijan to Georgia, the ports of the Black Sea, Russia, Western and Central Europe. For reconstruction of the highway funding from various foreign financing institutions such as: Kuwait Fund, EBRD, the World Bank is expected in the nearest future. Some sections of the highway are in the final design stage, others are under investigation or design activities. Construction and rehabilitation will be carried out by foreign companies, which will be awarded the contracts after international tendering. The highway leading from Baku to Iran via Astara is of major importance to Azerbaijan, and is also the main exit road to South Asian countries. The highway Baku - Russian border is also very important, but its role is currently complicated due to the situation in Dagestan. According to Mr. ISMAILOV, roads located in the territory occupied by Armenia (between Karabakh and to the South from the existing Azerbaijan- Armenian border) cannot be considered as having primary importance for the Republic of Azerbaijan before the Great Peace Treaty is signed. As soon as the Treaty is signed they will get primary importance. Refugees from various regions of Azerbaijan will then return to the currently occupied territories. It is expected that traffic intensity towards the currently occupied zones would increase significantly. After the Peace Treaty the highway running parallel to the border of Iran which is further crossing the Armenian borders and entering the territory of Nakhichevan would become extremely important for Azerbaijan's internal and transit traffic. This road does not exist in Armenia,- its construction was only started before the conflict. It is possible to go from Nakhichevan to Turkey by this road. The road will also become a link between the southern parts of Azerbaijan and Armenia. In the case of signing the Peace Treaty the importance of the roads connecting the currently occupied territories with the main roads will greatly increase. Some roads like, e.g., Eilach - Akdam - Izuli - Akdam-Stepanakert - Lašcin were paved years ago and today when no maintenance activities are carried out, their condition is unsatisfactory. Presently the road sector of Azerbaijan receives about 10 MUSD annually. According to the estimates, roughly 200 MUSD per year would be needed for road maintenance and rehabilitation thus the amount indicated above makes SWEROAD 46 (65)

15 only about 5% of the estimated sum. The present funding enables only minimal road maintenance activities leaving no possibilities for other needs. According to Mr. ISMAILOV, Azerbaijan has absolutely no financial possibilities to contribute to the projects funded by international funding institutions. Mr. ISMAILOV informed about structural reforms going on in Azerbaijan's road sector. Before 1998 it included 318 different enterprises and organisations whereas today their number is only 73. Reorganisation of the road sector management is planned. Foreign consultants are already working in this project and the process of privatization should start already this year. The design and construction companies currently operating in Azerbaijan are comparatively strong and capable to conduct independent activities by themselves or working together with foreign companies. Mr. ISMAILOV believes that local road construction materials available today are of good quality, corresponding to relevant requirements (according to GOST and SN&P standards) and are sufficient for the Republic's needs. Scientific Research Center Director: Nizami Garaisayev Highway Engineer: Hijram Valehov Six years ago the number of staff was 60, now it is 30. The Center undertakes design projects, feasibility studies, scientific work on roads and standards, road and bridge investigations, materials testing. Since 1995 the Center has worked with TACIS and TRACECA projects together with KOCKS, Scott Wilson, Wilbur Smith and Finnroad. Presently there are two ongoing projects: 1. In association with KOCKS - Conceptual design of Sien Road and preliminary design. 2. Kuwait and INCO - Feasibility study of Kurdamir - Ujar SWEROAD 47 (65)

16 Appendix 5 NOTES FROM INSPECTION TOURS Road Inspection in Armenia 7/ 6 S Bublis, A Nilsson, A Karapetyan Road M4 Yerevan Sevan Djilivan Ijevan REMARKS: Yerevan Sevan some 65 Kms, Dual carriageway 2 lanes + paved shoulders in each direction. Pavement condition ranged from Acceptable trough Poor (resurfacing needed) to Bad at short sections where rehabilitation is needed. In general there are signs of lack of routine maintenance, potholes have not been patched since long time ago, ditches need cleaning same applies to maintenance of other drainage installation. Traffic safety installation like signs and guardrails are in poor condition or missing at several road sections. The cross section from lake Sevan is some 6 m wide paved carriageway and narrow gravel shoulders. The road condition is similar to the condition of the dual section up to the village of Tzovagyugh. Through the village road condition is Bad, lack of drainage has cause numerous damages of the pavement, reconstruction is needed. The following section up to the village of Semyonovska is a winding 6 m wide paved road. The alignment is acceptable in the short term. The pavement is in Poor condition (resurfacing needed). The lack of routine maintenance is shown by unpatched potholes and Poor to Bad drainage. The lack of proper drainage has contributed to serious damages at short sections of the road where reconstruction is needed. Guardrails or guardwires and warning signs are missing. The road standard through this village is similar to that in the previous one. The road from the village up to the Sevan Pass is of the same condition as before and the same remarks are valid. Downhill at the north side of the Pass the same cross section remains, but the alignment is more winding and includes at least some 10 Hair pin curves, 5 of these before the Northern entrance to the Sevan Pass Tunnel Project, and another 5 after the tunnel. The pavement condition is Poor and the drainage condition Poor to Bad. The Bad condition of drainage and lack of routine maintenance has most likely caused a landslide in one of the Hair pin curves downhill the Tunnel entrance. Due to the landslide the road was blocked during several months. A completion of the Sevan Pass Tunnel would be a great improvement of the route for the future, saving Road User Costs as well as maintenance costs and improving regularity and traffic safety especially during winter seasons. At the entrance to the town of Dilijan the carriageway is some 7 m wide with curbstones and pedestrian paths mostly on both side for stretch of some 5 SWEROAD 48 (65)

17 Kms. Pavement condition is Poor. The drainage installations are in need of cleaning, maintenance and improvement. After the main junction at Dilijan the paved carriageway is 6-7 m wide. The alignment is Good or Acceptable. The pavement condition is mostly Poor but Bad at some short section which are damaged due to bad bearing capacity and lack of drainage. At one section of the road urgent ditch cleaning was carried out by a grader in order to avoid water to flow over the road. Pothole patching is needed frequently. Traffic safety installations are missing or in Bad condition. From the entrance of the town of Ijevan the road is passing through the centre and the market place. The paved carriageway is some 7 m wide, partly with curbstones and pedestrian paths. The total length within the town of Ijevan is some 6 Kms. The pavement condition is Poor, resurfacing needed as well as patching. The Drainage installations need cleaning and routine maintenance. The traffic safety situation needs to be studied in order to protect the pedestrians if the traffic volume increases. The road from Ijevan to the Azerbaijan border has a paved width of some 6 7 m. The alignment is good. The pavement condition is Acceptable and on some sections Good. Traffic safety installation are in Poor condition or missing. The local road authorities claimed that in recent time peak period traffic could reach vehicles per day, however that seems to be on the optimistic side. Inspection of the road from the M4 close to the border going northwest to the village of Acharkut in the conflict area. Inspected length some 10 Kms. This is winding road with a paved width of some 5 6 m passing through a number of small villages. The pavement condition is Poor in general and Bad on short section where rehabilitation is needed. The drainage condition is poor. The lack of maintenance has most likely caused severe damages on the road than artillery shelling during the conflict. Signs of resettlement could be identified during the travel. The local authorities claimed that the traffic is increasing and that improvement and enhanced maintenance are required. Inspection of the road from the M4 close to the border going eastwards to the village of Vazashen in the conflict area. Inspected length some 6 Kms. That road has a paved width of some 5 6 m. The was in a very Bad condition mostly due to lack of drainage and lack of maintenance during a long period of time. Some people had returned to the area and their farms. The local authorities claimed that the area still is unsafe. A week ago one person was killed by a sniper. As soon as the safety situation allows the road is in urgent need of rehabilitation and maintenance. Inspection of the Road from M4 at Ijevan eastwards to the small town of Berd. Inspected length some 4 Kms. The road has a paved width of 5 6 m. The first kilometre runs within a residential area at Ijevan, and the second kilometre through a village adjacent to Ijevan. These 2 Kms are in Poor and Bad Pavement and drainage condition. At the end of the small village the condition is slightly better for one kilometre, after that at the village of Gandzakar(some 4 Kms from M4) the SWEROAD 49 (65)

18 road is changing to become a bad standard gravel/ earth road. Improvement works had started some years ago but come to standstill after a short period of work. According to the local road authorities this road is crucial for the development of the town of Berd and the resettlement in the surrounding areas, also keeping in mind the difficulties in reaching this area from the northern connection to the M4. Proper actions to improve the road from Ijevan to the town of Berd should include the following: Reshaping and rehabilitation of the existing 3 Kms of paved road. Improvement and surfacing of the present gravel/ earth road to the town of Berd Road Inspections in Armenia 8/6 S. Bublis, A. Nilsson, S. Badalyan Road..Yerevan - Ashtarak Talin REMARKS: The first 16 Kms from Yerevan was a dual carriageway road except for the major bridge at Ashtrak. The pavement condition is mostly Acceptable, pothole patching is needed occasionally. There are signs of lack of proper routine maintenance. Traffic safety installations are either in Poor condition or missing. The remaining 40 Kms to the town of Talin was a 2-lane road with a paved width of approx. 7 m. This section of the road is in similar condition as the Dual road, and mainly with the same remarks as to the conditions of alignment, pavement, drainage and traffic safety installations. Preparations for pothole patching was under way by cutting the edges of the potholes. Unfortunately these cut and cleaned potholes were left unpatched for some day causing hazards for the traffic. After a meeting with the Director of the contractor company at his office at Talin we visited the Crusher and Hot Mix Plants in the outskirts of the town. At present the Crusher plant was producing ballast for Asphalt Concrete and Surface dressing. The general opinion was that the quality of the produced is not consistent and has difficulties in reach the desired quality. From Tallin southwest to the road along the Turkey border we travelled a local road. Inspection of the road from the village of Aragatz to Gyumri. This road has a good alignment with a paved width of 6 7 m, except for some 6 Kms where widening to a Dual 4- lanes road once had started and not been completed. The pavement condition of the 2-lane sections is Poor in general with several spots which need to be improved as to the bearing capacity. Generally lack of pothole patching and routine maintenance. The SWEROAD 50 (65)

19 drainage condition is Poor on the 2-lane road. Traffic safety installations are Poor or missing. The dual carriageway 4-lane road section is in a very bad condition. Due to the fact that the construction work seems to have stopped abruptly the is a mixture of various road surfaces from smaller parts of asphalt concrete through base course to sub base. The traffic is travelling all over the whole right of way including side ditches and the median trying to avoid the worst bumps and potholes. Today it is hard to find reasons for widening of the previous 2-lane road, so at least for short and medium term requirements a 2-lane road would be enough. Finalizing the construction or reconstruction of a 2-lane single carriageway ought to be the most economic solution. The existing 2-lane road is in need of resurfacing, improvement of several spots and shorter sections with low bearing capacity. In addition to that enhanced maintenance of drainage is needed, as well as reinstallation of necessary traffic safety furniture. Inspection of the road from Gyumri to the Turkey border. This is narrow road in a generally bad condition. The road is running through two small villages. The road also includes 3 bridges, which seem to be in bad condition and need to be to be inspected in greater details to get a basis for proper rehabilitation or reconstruction. The present condition of the bridges should not allow heavy traffic. If this road will be a link in an interstate route it should be necessary to make a complete realignment bypassing the villages and new bridges. Travelling the main road from Gyumri to Talin: In general this road was in Good to Acceptable condition, except for the traffic safety installations. However, routine maintenance and drainage maintenance are required to prevent fast deterioration of the present condition. Inspection of the road from Talin to Karakert: This road is an important link for the south bound traffic from Talin. The alignment is winding at some sections of the link. The paved width is 5 6 m. Pavement condition is Poor to Bad, signs of insufficient bearing capacity occur on some sections. Lack of routine maintenance as well as proper drainage. Traffic safety installations are mostly missing. A rehabilitation project has been designed for this link comprising some 18 Kms. The estimated cost of that project is some 4 MUSD. According to the road authorities a WB loan has been proposed to finance the project. Travelling the road from Karakert to Ashtrak. In general this road is Good to Acceptable as to the alignment and pavement condition. Similar remarks as for most roads can be made as to lack of routine maintenance and Poor condition of traffic safety installations. SWEROAD 51 (65)

20 Travel by Road from Yerevan to Tiblisi and to Baku: 10/ /6 F. Granberg, S. Bublis, A. Nilsson. REMARKS: Road travelled in Armenia: The road link from Ashtrak to Spitak was in Acceptable or on some sections in Good condition as to the pavement and drainage. The pavement is of various conditions on the link from Spitak to the Georgian border. The alignment is winding on section with steep gradients, a number of hair pin curves occur at some places. At these sections the carriageway is quite narrow which may create problems to long vehicles. On this link there are 3 tunnels. The width of the tunnels is sufficient for 2-lane traffic by cars and light trucks, but there is hardly enough space for 2 heavy trucks. The condition of the tunnels seems to be acceptable, but a closer inspection is needed to estimate the actual condition. The 1 st and the 3 rd tunnels have concrete linings, the 2 nd has linings at the entrances only. There where no visible signs of water leaking into the tunnels. If the truck traffic is increasing it might be necessary to install traffic signals to avoid trucks entering the tunnels in both at the same time. Road travelled in Georgia: The road from the Georgian border to Marneuli, some 30 Kms was in a very bad condition. The most serious damages, caused by insufficient bearing capacity, had been repaired by coarse natural gravel. There were no signs of other repairs or maintenance activities. From Marneuli to Tbilisi the road condition was Acceptable but the pavement condition was Poor. The road condition from Tbilisi to the Azerian border was acceptable. The pavement condition was mainly Poor. Short sections damaged due insufficient bearing capacity occur every now and then. A new bridge had been constructed over the river between the border posts. Road travelled in Azerbaijan: The main road (M1 and M4) from the Georgian border to Baku, some 500 kms. The road alignment is mostly acceptable, in general the road is running through flat terrain. The pavement condition is Poor. Short sections damaged due to low bearing capacity occur, most frequently east of the town of Ucar. Traffic safety installations are in Poor condition or missing, for instance guard-rails on bridges. Normally the status of the bridge guard-rails and parapets give hints on the condition of the entire bridge. Thus there seems to be more to desire as to the bridge condition. In general the entire route from the border to Baku is in need of rehabilitation. However, the roads seems to be subjects to routine maintenance, potholes have been patched, signs repaired etc. SWEROAD 52 (65)

21 Road Inspection in Azerbaijan 15 / 6 The route Baku Salyan Bilisuvar Behramtepe Bahmanli Behramtepe Saatli Qazimemmed Baku (some 700 Kms) was travelled on 15/ 6. The main purpose was to gather about the roads leading to the southern part of the conflict area. The road from Baku to Belesuvar is part of the main road M3 to the Iranian border. From Belesuvar to Bahmali we travelled the roads A23 and A33 along the Iranian border. Due to safety restrictions it was not possible to go further into the conflict area beyond Bahmali. Refugee camps were frequent along the road outside the conflict area. The road standard in general is Good to Acceptable. The road is running through flat terrain, and frequently crossing small rivers and irrigation channels by bridges and culverts. The pavement condition is shifting but in general Acceptable with sections in Good as well as Poor condition. The general impression is that the roads are subjects to regular routine maintenance. However, it was difficult to get clear from the local road authorities as to the pavement condition on the roads within the conflict area. They claimed that before the conflict the road condition in that area was similar to the outside. The road from Behratepe to Qazimemmed was to the major part in the same condition as the A23 and A33. SWEROAD 53 (65)

22 Appendix 6 EXTRACT FROM FINNROAD REPORTS Maintenance TABLE 6.7: Maximum Alternative for Maintenance Budget (USD million) A. PERIODIC road no km Cost/ Total Year MAINTENANCE Km Baki-Alat M Baki-Sumgayit M Alat-Kurdamir M Kurdamir- Georg. bord. M4,M Alat-Bilasuvar M Bilasuvar-Astara M Sumgayit-Rus. Border M Yevlakh-Bilasuvar A42,A Yevlakh-Balaken A16,A Other main roads 3, Local roads 5, Sub-total 10,85 0 B. ROUTINE MAINTENANCE Paved Road Maintenance 10,85 0 Gravel Road Maintenance 10, Sub-total C. PURCHASE OF EQUIPMENT TOTAL (A+B+C) Source: Consultants estimates Minimum Alternative Maintenance Budget In the minimum alternative maintenance budget the total amount for the first three years is 120 MUSD and the overall total for 10 years is 492 MUSD. In this alternative the pavement and rehabilitation works of the main roads would be postponed and routine maintenance would be squeezed even lower than in the proposed alternative. SWEROAD 54 (65)

23 TABLE 6.8: Minimum Alternative for Maintenance Budget (USD million) A. PERIODIC road no km Cost/ Total Year MAINTENANCE Km Baki-Alat M Baki-Sumgayit M Alat-Kurdamir M Kurdamir- Georg. bord. M4,M Alat-Bilasuvar M Bilasuvar-Astara M Sumgayit-Rus. border M Yevlakh-Bilasuvar A42,A Yevlakh-Balaken A16,A other main roads 3, local roads 5, Sub-total 10, B. ROUTINE MAINTENANCE Paved Road Maintenance 10,85 0 Gravel Road Maintenance 10, Sub-total C. PURCHASE OF EQUIPMENT TOTAL (A+B+C) Source: Consultants estimates Repaving Plan for the Main Roads The IRI for main roads is from 5 to 7. These roads needs urgent repaving. Tables 6.6 to 6.8 give both budgets and timetables for this work, while the needs of each road section are discussed briefly below. The IRI for these roads should be about 2 after the repaving and, according to deterioration models, in the end of this planning period, year 2008, the IRI will be about 3 or 4 in Baki - Alat The highest priority is to get the road from Baki to the Georgian border into good condition. The Baki - Alat section is heavily trafficked and needs urgent repaving and partly strengthening, The calculated costs are USD 500,000/km. The total cost would be about MUSD 39 spread over four years. SWEROAD 55 (65)

24 Alat - Kurdamir This section needs to be repaved and partly strengthened. The calculated costs are USD 150,000/km. The total cost would be about USD 19 million. Kurdamir - Georgian Border This road needs mostly repaving and some levelling course. Cost is USD 100,000/km. Total cost is 32 MUSD. The calculated costs are USD 100,000/km. The total cost would be about 32 MUSD. Alat - Bilasuvar After the road from Baki to the Georgian border the next priority is the road from Baki to the Iranian border. The Alat - Bilasuvar section has poor bearing capacity and needs to be strengthened before being repaved. The calculated costs are USD 150,000/km. The total cost would be about 17 MUSD Bilasuvar - Astara This section needs somewhat less strengthening and the calculated costs are USD 120,000/km. The total cost would be about 16 MUSD. Baki - Sumgayit The third international road, coming next in priority, is that to the Russian border. This road is heavily trafficked and needs repaving. The calculated costs are USD 100,000/km. The total cost would be about 3 MUSD. The repaving can be done in one year. Sumgayit - Russian Border This section mostly needs repaving and some levelling. The calculated costs are USD 100,000/km. The total cost would be about 18 MUSD. Yevlakh - Bilasuvar and Yevlakh - Balaken After the international roads are in condition the rest of the main roads should be repaved. In the first priority is the Bilasuvar - Balaken road. This road needs only repaving. The calculated costs are USD 50,000/km. The total cost would be about 19 MUSD. Other Main Roads and Local Roads Other main roads should be repaved starting from year Also some local roads needs to be repaved. For these purposes a yearly sum of USD 15 to 25 million is needed. Routine Maintenance Budgetary needs for routine maintenance were estimated using the World Bank s Highway Design Model (HDM), as described in Appendix E. This found an initial requirement for about 20 MUSD annually for paved roads, plus 8 million for gravel roads. Over 50 % of paved road maintenance would be used for pothole patching on roads with ADT less than 1000 and IRI between 4 and 8. On gravel roads only basic routine maintenance would be carried out because of the very low traffic volumes. SWEROAD 56 (65)

25 In our proposed maintenance plan we propose that altogether approximately 28 MUSD annually be used for routine maintenance. The proposed actions for routine maintenance and the basis for the figures are described in more detail below. Paved Road Maintenance The road network in Azerbaijan comprises about 11,000 km of paved roads. We have calculated that 6 MUSD is the minimum amount that will be needed annually for pavement repair and other pavement maintenance. The maintenance cost per kilometre per year is USD 550. With this funding we estimate that the paved road network can be kept alive, although it will continue to deteriorate structurally. We have taken into account in the calculations that there will be a number of rehabilitation works underway on the main road network, which will decrease the length of paved road network in poor condition. Winter Maintenance Winter maintenance consists of snow removal and de-icing of roads. From our surveys and discussions with the Azerbaijan experts we have concluded that most of the 4,000 km of mountainous road sections must be kept open also during the winter. If the 17 road sections in the mountainous areas are held open for traffic all winter we have calculated that on an average 3 MUSD annually will be needed for winter maintenance activities. Winter maintenance on these roads costs USD 750 per kilometre per year. Repair of Damage Caused by Heavy Rain In the mountainous areas there are road sections with yearly landslides caused by heavy rain. This damage has to be repaired on a high priority basis. For this purpose we estimate, based on data from previous years, that approximately 2 MUSD will be required annually from the maintenance budget. Roadside Trees Erosion is a special problem in the mountainous areas. To fight this problem trees have to be planted and roadside forest maintained. The budget needs for erosion protection can only be estimated based on data from previous years. 2 MUSD is proposed to be used for planting and maintenance of the roadside trees. Gravel Road Maintenance The Azerbaijan road network includes 10,000 km of gravel roads or earth tracks. To maintain these roads the results of the HDM analysis show that, without budget constraints, 12 MUSD per year should be needed. Because of the lack of funds, and very low traffic volumes on these roads, we propose only 4 MUSD per year for the maintenance of gravel roads to keep the minimum condition of the roads. The minimum cost of gravel road maintenance is 400 USD per kilometre per year. SWEROAD 57 (65)

26 Bridge Maintenance The road network has 1,867 bridges with the total length of 39,246 meters. 70 to 80% of the bridges are said to be in poor condition. Bridges have been designed using old Soviet standards and do not meet modern axle load requirements. Lack of proper bridge maintenance is also causing bridge condition problems. The needs for bridge maintenance, and the associated costs, are studied in detail in another module of this TRACECA project. In this document a sum of 2 MUSD per year is proposed. To repair an average bridge 100,000 USD is needed. With this budget 20 bridges can be repaired per year. Other Maintenance There are always many kind of miscellaneous road maintenance needs including maintenance of shoulders, traffic sings and road markings, culverts etc. For these purposes 1 MUSD is reserved. Equipment Purchases The basis for equipment purchases is presented separately in this report. We propose to use 3 MUSD annually for the new road maintenance equipment. If there is external assistance in the form of grants or loans for equipment purchases, the modernisation of equipment can be speeded up or the funds from maintenance budget saved or used for other purposes. SWEROAD 58 (65)