Initial Environmental Examination

Project Number: 53382-001 May 2021

Bangladesh: South Asia Sub regional Economic Cooperation Dhaka-Sylhet Corridor Road Investment Project

Main report vol. 2

Prepared by the Roads and Highways Division, Bangladesh, Dhaka for the Asian Development Bank.

Page i Terms as Definition AASHTO American Association of State Highway and Transportation Officials ADB Asian Development Bank AMAN Rice (grown in wet season) APHA American Public Health Association ARIPA Acquisition and Requisition of Immoveable Property Act As Arsenic BD Bangladesh BIWTA Bangladesh Inland Water Transport Authority BNBC Bangladesh National Building Code BOQ Bill of Quantities Boro Rice (grown in dry season) BRTA Bangladesh Road Transport Authority BWDB Bangladesh Water Development Board CITES Convention on Trade in Endangered Species CO Carbon Monoxide CoI Corridor of Impact CPRs Community Property Resources DMMP Dredged Material Management Plan DC Deputy Commissioner DO Dissolved Oxygen DoE Department of Environment DoF Department of Forest EA Executive Agency ECA Environmental Conservation Act ECR Environmental Conservation Rules EIA Environmental Impact Assessment EMP Environmental Management Plan EMoP Environmental Monitoring Plan Engineer The construction supervision consultant/engineer EPAS Environmental Parameter Air Sampler EPC Engineering Procurement and Construction EQS Environmental Quality Standards ESCAP Economic and Social Commission for Asia and the Pacific ESSU Environmental and Social Safeguards Unit FC Faecal Coliform FGD Focus Group Discussion FOB Foot Over Bridge GHG Greenhouse Gases GoB Government of Bangladesh GPS Global Positioning System GRC Grievance Redress Committee GRM Grievance Redress Mechanism GSIP Gender and Social Inclusion Plan ha Hectare HYV High Yielded Variety ICTPs International Conventions, Treaties and Protocols IEC Individual Environmental Consultant IoL Inventory of Losses IFC International Finance Corporation IRC Indian Roads Congress IUCN International Union for Conservation and Nature JVC Joint Venture Consultant

Page ii LGED Local Government Engineering Department LRFD Load Factor Resistance Design km Kilometre km/h kilometre per hour NM Noise Measurement NO Nitric Oxide NO2 Nitrogen Dioxide MG Metre Gauge MoEFCC Ministry of Environment, Forestry and Climate Change MoRTB Ministry of Road and Bridges O3 Ozone PCU Passenger Car Unit PDPs Project Displaced Persons PM 10 Particulate Matter (less than or equal to 10 microns) PM 2.5 Particulate Matter (less than or equal to 2.5 microns) PPE Personal Protective Equipment PPV Peak Particle Velocity PT Performance Target PWD Public Works Department RoW Right of Way SOx Sulfur Dioxide SPS Safeguards Policy Statement TC Total coliform TDS Total Dissolved Solid TOC Total Organic Carbon TSS Total Suspended Solid TPP Tree Planation Plan UN United Nation VG -40 Viscosity grade-40

Currency Equivalent Weight and Measures (as of 11 Jan 2021) I ha = 2.47 acre Currency Unit = Bangladesh Taka (BDT) 1 ha = 10,000sqm BDT 1.00 = $ 0.1182 1 Acre= 100 decimal $ 1.00 = BDT 84.6

This initial environmental examination is a document of the borrower. The views expressed herein do not necessarily represent those of ADB's Board of Directors, Management, or staff, and may be preliminary in nature. Your attention is directed to the “terms of use” section on ADB’s website.

In preparing any country program or strategy, financing any project, or by making any designation of or reference to a particular territory or geographic area in this document, the Asian Development Bank does not intend to make any judgments as to the legal or other status of any territory or area.

Page iii CONTENTS Page EXECUTIVE SUMMARY I I INTRODUCTION 1 A. Background of the Project and Rationale 1 B. Objectives of the Project and Outcome 1 C. Objective of the IEE 3 D. Extent of IEE Study 4 E. Approach and Methodology 5 II POLICY, LEGAL AND ADMINISTRATIVE FRAMEWORK 8 A. GoB’s Legal Framework and Regulatory Requirements 8 B. Environmental Categorization of the Project by GoB 14 C. Environmental Clearance Procedures 14 D. International Treaties and Commitments 17 E. Specific Rules and Regulations Relevant to Road Projects 18 F. ADB’s Safeguard Policy and Categorization of the Project 22 III DESCRIPTION OF THE PROJECT 24 A. Location of the Project 24 B. Project Category 26 C. Characteristic of the existing Road 27 D. Traffic 31 E. Proposed Upgrading and Improvement of the Project Road 31 F. Construction Materials, Sourcing and Utilities Need 60 G. Social and Resettlement Considerations 63 H. Implementation Schedule of the Project 63 IV DESCRIPTION OF THE ENVIRONMENT 64 A. PHYSICAL ENVIRONMENT 64 A. Ecological Environment 94 B. Socio-economic Environment 111 V ANTICIPATED IMPACTS AND MITIGATION MEASURES 123 A. Methodology of Impacts Identifications 123 B. Screening of Anticipated Impacts 125 C. Assessment of Alternatives (Alignment Options) 133 D. Typical Potential Beneficial Impacts 137 E. Potential Adverse Impacts 137 F. Pre-construction Phase Impacts and Mitigations 137 G. Construction Period Impacts and Mitigations 153

Page iv H. Operational Phase Impacts and Mitigation 191 I. Emergency Response Plan: 206 VI GREEN HOUSE GAS EMISSION 208 A. Climate Change Mitigation 208 VII INFORMATION DISCLOSURE, CONSULTATIONS AND PARTICIPATION 220 A. Objective of the Public Consultation 220 B. Project Stakeholders 220 C. Consultations with Project Affected People/Beneficiaries 220 D. Consultations with Governmental Departments 222 E. Outcome of Consultations 226 F. Disclosure of Information 226 G. Virtual Consultation Meeting on Safeguard Issues 238 VIII GRIEVANCE REDRESS MECHANISM 239 A. ADB’s Requirement of Grievance Redress 239 B. Grievance Redress Mechanisms 239 IX ENVIRONMENTAL MANAGEMENT PLAN 242 A. Environmental Management Plan (EMP) 242 B. Environmental Monitoring Program (EMoP) 243 C. Environment Management Budget 244 D. Organisational Set-Up to Implement the EMP 246 X CONCLUSION AND RECOMMENDATION 251 BIBLIOGRAPHY 253

LIST OF TABLES

Table 1. Contract Package-wise Length and Civil Cost ...... 2 Table 2. Bangladesh Policies and Acts Relevant to Environment ...... 11 Table 3. Institutions involved to Permit NOC for Obtaining ECC from DOE ...... 17 Table 4: International Treaties, Conventions and Protocols Signed by GoB ...... 18 Table 5: Relevant to Labor Acts in Bangladesh ...... 22 Table 6. Environmental Regulatory Compliance of the Project ...... 23 Table 7: Existing RoW, Roads Intersections, Built up Areas, CD Structures ...... 28 Table 8: Projected Vehicles and PCU in Six Homogenous Sections ...... 31 Table 9: Adopted Design Criteria for the Project ...... 32 Table 10. Proposed Community Safety Drainage Structures ...... 37 Table 11: New and Reconstruction of Culverts and Bridges ...... 40 Table 12: Proposed Protection Works of the Project ...... 47 Table 13. Basic Road Design Features of the Project Road ...... 48

Page v Table 14. Quantity and Sourcing of Construction Materials ...... 62 Table 15: Name of Ambient Air Quality Testing Locations ...... 68 Table 16: Sensitive Receptors Located Alongside the Project Road ...... 74 Table 17. Flood prone Areas within the Project Alignment ...... 85 Table 18: Annual Maximum and Minimum Water Levels in the Project Area ...... 86 Table 19. Affected Waterbodies within the Proposed RoW...... 87 Table 20: Affected Waterbodies within RoW of the Proposed Realignments ...... 87 Table 21: Names of Surface water Sampling Locations and Sampling ID ...... 89 Table 22: Name of the Sampling Locations of Groundwater ...... 91 Table 23: Protected Areas Located within 10 Km buffer of Project Area ...... 97 Table 24. Affected Trees within the Proposed RoW of the Project ...... 102 Table 25: Presence of Migratory Birds at Rivers Banks of Major Bridge ...... 106 Table 26. Land Type Classes within the Project Districts ...... 111 Table 27: Length of Road under RHD by Road Classification, 2016 ...... 112 Table 28: Land use classification witin 10 km buffer...... 115 Table 29: Population, Sex, HHs Number, Average HH Size and Population Density ...... 118 Table 30: Tribal Population and Tribal Households in Project Areas ...... 119 Table 31: Affected Persons, HHs and Other Entities by the Project ...... 120 Table 32: Distribution of Affected Households/Units under 13 Packages ...... 121 Table 33: Criteria for rating the significance of impacts ...... 125 Table 34: Anticipated Impacts Screening for the Project ...... 126 Table 35. Assessment of Alternative Alignments ...... 134 Table 36. Affected Lands, HHs, Business and CPRs ...... 139 Table 37: Proposed Overpass, Flyover and Rail Overpass ...... 147 Table 38: Proposed FOBs for Community Safety at Sensitive Locations...... 149 Table 39: Homogenous Road Sections Considered in the Modelling Study ...... 157 Table 40: Calculation of Composite Emission Factor ...... 158 Table 41: Discrete Receptor Locations with Respect to the project road ...... 162 Table 42: Predicted GLCs at discreate Sensitive Receptors locations ...... 163 Table 43: Distance-wise Predicted GLCs from edge of project road ...... 165 Table 44. Vibration Source Levels at 25 ft for Construction Equipment...... 170 Table 45. Estimated PPV at various distance from equipment’s in mm/sec...... 171 Table 46. Estimated approximate RMS vibration velocity level (Lv) with distances...... 172 Table 47. Dolphin and Turtle Conservation Measures during Construction Work ...... 183 Table 48. Emission Factors of PM and NOx (2019 and 2038) ...... 193 Table 49. Overall Project Emissions Load of PM and NOx under different scenarios...... 194 Table 50: Vehicle types included in TNM 3.0...... 197

Page vi Table 51: Vehicle speed used in noise modeling...... 198 Table 52: Forecasted Traffic for TNM 3.0 classified Vehicles ...... 199 Table 53: Predicted Noise at Sensitive Receptors with and without Mitigations ...... 201 Table 54: Distance-wise predicted noise level from Road Edge...... 203 Table 55. Traffic Growth for Traffic Forecast Analysis...... 209 Table 56. Homogenous section for TEEMP Modelling...... 210 TTable 57: Maximum PCU based on s tandard Cross-sections...... 211 Table 58. PCU Equivalent in TEEMP Model ...... 211 Table 59. Emission Factors of CO2 for vehicle types (2019 and 20 38)...... 212 Table 60: Fuel type scenario considered in the TEEMP (201 9 and 2038)...... 212 Table 61. Emission Standards of Fleet (%)...... 214 Table 62: Input Parameters for TEEMP...... 216 Table 63. Estimated Total CO2 Emission from Road Construction ...... 216 Table 64. Overall CO2 Emissions of Project ...... 217

LIST OF FIGURES Figure 1. Project Road with Thirteen Contract Package ...... 3 Figure 2. Process for Obtaining an ECC for ‘Red’ Category Project ...... 16 Figure 3: Location Map of the Project Area...... 25 Figure 4: Typical Cross-Sections for Rural and Urban Areas ...... 35 Figure 5: Proposed Bridge Roadway Configuration ...... 43 Figure 6. Large Major Bridges (>100m span) ...... 46 Figure 7: Average Maximum and Minimum Monthly Temperature in Project Area ...... 64 Figure 8: Monthly and Annually Average Rainfall in Project Area...... 65 Figure 9: Average Humidity in Project Area ...... 66 Figure 10: Prevailing Wind Speed and Annual Wind Rose of the Project Area ...... 66 Figure 11. Sampling Locations Map of Ambient Air Quality Testing ...... 68

Figure 12. Ambient Air concentration of PM10, PM2.5, SO2 and NO2 in Project Area ...... 71

Figure 13: Ambient Air concentration of CO, O3, TVOC and NO in Project Area...... 72 Figure 14. Sampling Location Map of Noise Level Measurement ...... 73 Figure 15: Noise Level alongside the project road ...... 74 Figure 16: Location Map of Vibration Measurement ...... 77 Figure 17. Vibration Level alongside the Project Road ...... 78 Figure 18. Contour Map of Olipur Realignment under DS-7 ...... 80 Figure 19: Geological Map of the Project Area ...... 81 Figure 20. Soil Texture Map of the Project Area ...... 82 Figure 21: Major Rivers Map of the Project Area ...... 83

Page vii Figure 22: Flood Map of the Project Area ...... 85 Figure 23. Surface Water Sampling Locations Map ...... 89 Figure 24. Results of Surface Water from Six Rivers ...... 89 Figure 25. Sampling Location of Sediment Collection from Six Rivers Crossings ...... 90 Figure 26. Location Map of Groundwater Sampling ...... 92 Figure 27: Concentration of As, Fe and Cr in Groundwater Samples ...... 92 Figure 28: Seismic Zone of the Project Area ...... 93 Figure 29: Bio-ecological Zone Map (IUCN) of the Project Corridor ...... 95 Figure 30: Agro-ecological Zone Map of the Project Corridor ...... 96 Figure 31: Protected Areas Located within 10 Km Buffer of Project Area ...... 98 Figure 32. Wildlife within Project Area ...... 103 Figure 33: Raghunandan Hill Forest Area under DS-7 section ...... 104 Figure 34: Landuse Map from Starting Point Dhaka Katchpur to Bhairab ...... 114 Figure 35: Landuse Map from Bhairab to Shayestaganj ...... 114 Figure 36: Landuse Map from Shayestaganj to Sylhet ...... 115 Figure 37. Landuse Coverage within Proposed RoW of the Project ...... 117 Figure 38: Proposed Viaduct at Raghunandan Hill Section ...... 145 Figure 39: Proposed Box-Culverts at Forest of Raghunandan Hill Section ...... 146 Figure 40: Land Elevation of the Study Area ...... 160 Figure 41: Modelling Base Case Simulation at Sensitive Receptors ...... 161 Figure 42. Bio-Engineering Slope Protection Works...... 175 Figure 43: Time-series of CO2 Emission at Different Scenarios of Project Life...... 218

LIST OF ANNEXURES

Annex 1: Rapid Environmental Assessment ...... 254 Annex 2. Existing Environmental Standard in Bangladesh ECR, 1997 ...... 259 Annex 3: Base-Year and Traffic Forecast as Daily Vehicle-Km...... 265 Annex 4: Justification for Selecting Locations of Ambient Air, Noise and Vibration ...... 266 Annex 5: Ambient Air Quality Testing Results...... 269 Annex 6: Photographs of Air Quality Monitoring...... 270 Annex 7: Noise Monitoring at Different Landuse and Results ...... 272 Annex 8: Photographs of Noise Level Monitoring ...... 273 Annex 9: CPRs Alongside the Existing Road and Realignment Sections ...... 275 Annex 10. Vibration Monitoring locations and Results ...... 289 Annex 11. Photograph of Vibration Measurement ...... 290

Page viii Annex 12: Surface Water and Sediment Samplings locations with Justification ...... 292 Annex 13. Results of Surface Water Quality in Project Area ...... 294 Annex 14. Photograph of Surface Water Sampling ...... 295 Annex 15: Results of Sediment Samples Collected from Six Riverbed...... 298 Annex 16: Photograph of Riverbed Sediment Sampling ...... 299 Annex 17: Test Results of Groundwater Samples ...... 300 Annex 18: Photograph of Groundwater Sampling ...... 301 Annex 19: Affected Trees within Proposed RoW ...... 302 Annex 20. Species Names, Habit, Habitat Type, Local Status of Impacted Trees...... 304 Annex 21: Ground level concentration of Pollutants at various sections ...... 309 Annex 22: Sensitive Noise Receptors from Existing and Proposed Road edge ...... 313 Annex 23: Noise Contour Map of Six Homogenous Sections ...... 317 Annex 24: Attendance Sheets of the Public Consutations ...... 323 Annex 25. Virtual Meeting Minutes of Safeguard ...... 348

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V ANTICIPATED IMPACTS AND MITIGATION MEASURES

241. Project road widening and upgradation are likely to bring several changes in the local environment both beneficial and adverse. This section of IEE identifies nature, extent and magnitude of all such likely changes related to project activities for all stages of the project cycle, i.e. preconstruction, construction and operation. Beneficial impacts are mostly long-term and permanent whereas adverse impacts are localized and temporary in nature and are likely to occur mostly during construction stage.

A. Methodology of Impacts Identifications

242. Any project activity is likely to have some impact on the physical, biological and social environment. Some common parameters to qualify an impact are its duration of existence, its spatial extent, its ability to reverse and to mitigate. In practice, each planned activity of project implementation phase is checked for its potential to cause negative as well as positive social, economic, environmental and ecological impacts. Environmental impacts are defined based on the project activities for all phases of the project cycle i.e impact will likely take place, namely during the pre-construction, construction and operation phases of the project. These impacts may be as direct, indirect and cumulative in nature; • Direct Impacts - i.e. direct impacts include the impact of construction expenditures in the economy; • Indirect Impacts - i.e. those resulting from activities to be carried out by the Project, but not directly attributable to it; • Cumulative Impacts - i.e. impacts in conjunction with other activities. The cumulative or additive effect could be large impacts on environment.

243. Identification of Impacts: The significant environmental indicators/parameters or valued environmental components (VEC) of the physical, biological and social environments are identified that are at risk of being impacted by the project. The VECs for this project, which are based on the environmental baseline as follows: • Physical environment – air quality and greenhouse gas emissions, land and soil, surface water and groundwater quality and sediment, hydrology, etc.; • Biological environment – terrestrial and aquatic vegetation, mammals, avifauna, and ecologically sensitive or protected areas; • Social environment – private land and buildings, public infrastructure including utility structures, pollution levels, cultural/heritage buildings, and occupational health and safety for the construction workers and local community living within the vicinity of the project area.

244. Area of Impact Assessment. The area covered for assessing direct impacts include: • An 200 m Corridor of Impact (CoI) including the average RoW of 70m width is covered for assessing the direct impact of the project This covers 100 m on either side of the centreline studied for direct impacts; • In addition, a 10 km buffer zone was studied for indirect impacts on landuse, ecologically sensitive areas, reserved forest or protected areas. Other indirect impact area covers location of quarries; soil dredging areas, storage area of construction material, any temporary land aquisition etc. • Impacts on waterbodies were assessed using the IBAT freshwater screening tool using buffer up to 150km both upstream and downstream.

245. Type of Impact on the VECs: The type of impact can be described as: • Positive: Improvement in the quality of the VECs because of the project • Negative: Degradation or reduction in the quality of the VECs because of the project

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• Neutral: No noticeable change in VECs 246. Significance of Impacts: In this study, the significance of impacts on the VECs are defined according to their severity, extent and duration using the adjectives, low, moderate, high, significant, positive or negative; direct, indirect and cumulative. The definition of these terms as applied to the project are as follows:

247. Impact Severity/Magnitude: The severity or seriousness of an impact entails understanding the consequence or risks posed by the impact. This is a subjective criterion, which is defined as major or high, moderate or medium and minor or low. • High = Irreversible of the environmental adverse impacts to recover from the damage, if grave repercussions are expected. The degradation is permanent and fully degrade a habitat e.g., the impact will be felt by a large number of people or sensitive receptors and causes serious health hazard. During public consultations, many people have raised significant concern on some of the VECs in the Project area and there will be a significant worsened in one or more VEC by the Project, such as, land acquisition, cutting of trees and permanent social disruption etc. • Medium = The severity of impact is medium due to the impact will be felt by a small number of people; some receptors are affected but they are not sensitive; comparatively less health impacts, some insignificant concerns were raised during public consultations, but they were not significant; there will be minor changes in one or more VEC because of the project. Recover is slow with 40% recover/Social sector recovers but takes >1 year. • Low = The severity of impact is low due to any of the following or similar situations: the impact will not be felt by anyone; no or limited receptors are affected; no concerns were raised during public consultations; there will be no noticeable changes in one or more VEC by the project. Entire affected component recovers within one season/Social impact barely noticeable.

248. Impact Extent: The area of impact entails the spatial scale of impact on one or more of the VECs. The terms limited, local and regional are used to describe the extent of impacts • Limited: The impact is felt within the direct impact zone and recovery very high. • Local: The impact is felt within the indirect impact zone. Impact extends beyond immediate Project area, but recover expected once work is done within one growing season; or social once compensation is delivered. • Regional: The impact is felt beyond the indirect impact zone or beyond the CoI boundary.

249. Impact Duration: This indicates the time dimension of the impact on the VECs. The terms permanent, temporary and short-lived are used to describe the duration of impact: • Short-lived: The impact disappears promptly, butt measurable change. • Temporary: The impact is felt during one project activity or, at most, during the construction period of the Project • Permanent: The impacts are felt throughout the life of the infrastructure. Highly destructive or extending through at least 1 life cycle if an indicator species affected.

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Based on the rating of duration, area and severity of impact as described above the overall significance of each impact as major, moderate or minor was determined following the criteria as shown in Table 33.

Table 33: Criteria for rating the significance of impacts

Significance Duration Area Severity Minor Short lived or temporary Limited or local or regional Low Permanent Limited Low Moderate Temporary Limited or local or regional Medium Permanent Limited Medium Major Permanent or temporary Limited or local or regional Medium Permanent Local or regional High

B. Screening of Anticipated Impacts

250. The environmental anticipated impacts were screened to determine their level of significance without mitigation during the project design and pre-construction phase, construction phase and operation phase as shown in Table 34. This screening was carried out based on the rating criteria as shown in Table 33 and identified the significance of negative impacts by color of the cells in the last column of the table, those need to be mitigated during different implementation phases of the project. Major and moderate impacts have been given priority for identification of adequate mitigation measures to ensure that there are minimised or taken up with no residual impacts.

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Table 34: Anticipated Impacts Screening for the Project

VEC Impact/Activity Project Type of Duration Area Severity Significance Residual stage Impact on of Impacts Impacts VEC

Design of Project’s design on project road location, siting D -ve permanent regional high -ve major -ve minimal the project of camps and other associated infrastructures, construction methods applied. land use and flooding, construction planning and infrastructure operations, cross drainage structures, acquisition of land and assets

1. Physical Environment

1.1 Localized Flooding/ Waterlogging from D -ve temporary local medium -ve moderate -ve minimal Flooding Inadequate Drainage and water logging Occurrence water logging during construction C -ve temporary limited medium -ve minor -ve minimal activities due to drainage congestion within camps, project sites

Water logging O -ve temporary limited low -ve minor -ve minimal

1.1 Air Location of project road alignment D +ve permanent local medium +ve minor +ve moderate quality Dust, PM, emissions from construction C -ve temporary limited medium -ve moderate -ve minimal equipment and vehicles, transport and storage of construction materials,

Emissions from road traffic O -ve permanent regional low -ve moderate -ve minimal

1.1 Noise Location of project road alignment D -ve temporary limited medium -ve minor nil level Emissions from construction equipment and C -ve temporary limited medium -ve minor -ve minimal impact after

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VEC Impact/Activity Project Type of Duration Area Severity Significance Residual stage Impact on of Impacts Impacts VEC vehicles, transport and dismantling structures adequate mitigation measures

Noise generation from road traffic O -ve temporary limited minor -ve minor -ve minimal impact after adequate mitigation measures

1.2 GHG Emissions from construction equipment and C -ve temporary limited medium -ve minor minimal -ve vehicles impact after emissions adequate mitigation measures

Emissions from road traffic O -ve permanent limited minor -ve moderate -ve moderate due to increase traffic load

1.3 Pollution from liquid and solid waste from C -ve temporary limited medium -ve minor -ve minimal Surface camps and construction activities, leakage from impact after water vehicles Siltation in water bodies due to adequate quality construction activities /earthwork. mitigation measures

accidental oil spillage O -ve permanent regional medium -ve moderate nil

Alteration of rivers/streams for construction of D -ve temporary limited medium -ve minor -ve minimal cross drains and new bridges impact after adequate mitigation measures

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VEC Impact/Activity Project Type of Duration Area Severity Significance Residual stage Impact on of Impacts Impacts VEC

1.4 Ground Pollution from liquid and solid waste from camps C -ve temporary limited low -ve minor Nil after water and construction activities; mitigation quality measures

1.5 River Construction Bridge pier C -ve temporary limited medium -ve minor nil bed sediment

1.6 Land Requirement of Hill cutting the Raghunandan hill D -ve permanent limited medium -ve major -ve minimal degradatio forest impact after n/ compensatory plantation pollution Solid waste from construction works and camps, C -ve temporary local medium -ve moderate -ve minimal construction yard, muck disposal from the sites impact after adequate mitigation measures

Contamination of soil due to leakage/ spillage of O -ve permanent limited medium -ve moderate -ve minimal oil, bituminous and non-bituminous debris after adequate generated from demolition and road construction mitigation measures

2. Ecological Environment

2.1 Trees / Location of project alignment in forest area at D -ve permanent limited medium -ve moderate -ve minimal Forest/ Raghunandan hill terrestrial vegetation Removal of trees, shrubs and grasses C -ve permanent local medium -ve moderate -ve minimal after compensatory and additional

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VEC Impact/Activity Project Type of Duration Area Severity Significance Residual stage Impact on of Impacts Impacts VEC plantation programme

Growth of the compensated trees for the cut O +ve permanent local medium +ve moderate +ve residual down trees alongside the Project Road impact

Additional tree plantation to curtail or offset GHG O +ve permanent local medium +ve major +ve residual emissions and development of greenbelt at rest impact area and Axel Load Station campus for aesthetic beautification.

2.2. Accident of wild mammals/birds/insects D -ve permanent limited low -ve minor -ve minimal Terrestrial fauna C -ve permanent limited low -ve minor -ve minimal (mammals, birds, O -ve permanent limited low -ve minor -ve minimal insects)

2.3 Small portion of road section in Contract D -ve permanent limited low -ve minor -ve minimal Migratory Package-7 pass through Raghunandan forest birds and ecologicall Habitat Loss and disturbance in feeding, C -ve temporary limited medium --ve major -ve minimal y important breeding and migration of birds areas Habitat Loss and disturbance in feeding, O N N N N breeding and migration of birds

3. Social Environment

3.1 Private Location requiring removal of private D -ve temporary limited -ve major -ve high lands and structures/buildings buildings Acquisition of private land. Demolition of private PC -ve permanent limited medium -ve major -ve high

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VEC Impact/Activity Project Type of Duration Area Severity Significance Residual stage Impact on of Impacts Impacts VEC buildings.

Possible complaints, opposition from disgruntled C -ve permanent limited medium -ve major -ve high or unhappy affected persons

Increase in value of land and property. Easier O +ve permanent local high +ve major +ve high access to some areas and property.

3.2 Public Location removal of public structures/buildings D -ve permanent limited medium -ve major -ve high property/inf and utility structures ra structure/ Demolition of public buildings. Removal and C -ve permanent local high -ve moderate -ve minimal utility shifting of utility structures. Possible complaints structures from local public due to disruption of utility services

none O N N N N

3.3 Noise Location near residential areas, sensitive D -ve permanent limited medium -ve moderate -ve minimal receptors (places of worship, hospitals, educational institutes, cultural/heritage sites etc.)

Disturbance caused to local residents from noise C -ve temporary local medium -ve moderate -ve minimal generated from construction activities, campsite activities using heavy equipment,

Movement of heavy-duty trucks during day and C -ve temporary local medium -ve moderate -ve minimal night time. Noise levels exceeding standards. Complaints from local residents near construction sites.

Noise levels exceeding baseline levels by more O +ve permanent limited medium -ve moderate -ve minimal than 3dBA and causing disturbance to residents

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VEC Impact/Activity Project Type of Duration Area Severity Significance Residual stage Impact on of Impacts Impacts VEC and sensitive receptors near project alignment

3.4 Location near residential areas, sensitive D -ve permanent limited low -ve moderate -ve minimal Vibration receptors (places of worship, hospitals, educational institutes, cultural/heritage sites etc.)

Vibration disturbance felt by local residents due C -ve temporary limited low -ve minor nil to construction activities using heavy equipment and movement of heavy-duty trucks during day and night time.

3.5. Death, accident or injury of construction workers, -ve -ve major -ve high Occupatio due to poor safety standards. C temporary limited High nal health Inadequate PPE provided to the workers and and safety project personal at site. Illness of construction workers due to poor hygiene, health and sanitary facilities at the construction sites and campsites.

Accidents, injuries to operational staff O N N N N

3.6 Public Design of road safety features D +ve permanent limited high +ve major +ve high health and safety Accident, injury, or death of local public living or C -ve temporary limited high -ve major -ve high moving near the project construction/camp sites due to poor safety standards. Illness of project construction/camp sites, mosquito breeding due to poor camp management, excessive dust/air pollution caused by project related activities

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VEC Impact/Activity Project Type of Duration Area Severity Significance Residual stage Impact on of Impacts Impacts VEC

Traffic jams and accidents caused by project O +ve permanent limited low -ve moderate -ve minimal related activities.

Accident, injury or death of public using the road. O -ve permanent limited high -ve minor -ve minimal Health problems caused to people residing near road due to increased noise and air pollution Note: +ve = positive impact; -ve = negative impact; C = construction phase; D = design & pre- construction phases; N = neutral; O = operation stage; PC = pre-construction; VEC = valued environment Component

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C. Assessment of Alternatives (Alignment Options)

251. Project scope includes co-centric widening and upgradation of roads along existing alignments within available RoW or additional land acquisition at constricted sections not necessitating alternative assessment concerning alignment. The proposed project of 209.3 km of design length follows the existing alingnment except four realignment sections of 18.2 km of length is considered under lying the idea with most socially acceptablilty by avoiding impact on existing religious structures like mosques, temple, graveyards, etc. minimising impact on existing settlements, social disruption and resettlement alongside the project road and also considering the community safety concerns options like shape curve improvement of existing alignment with least impact on the environment.

252. The environmental analysis of alternatives mainly focuses on proposed realignments impacts on existing socio-economic structure and environmental management perspective and each proposed realignment has been studies with two to three alternative options as shown in Table 35.

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Table 35. Assessment of Alternative Alignments Pack Chainage Alternatives Socio-economic Safety Environment Total Land Realignme age Existing Road Options indicators indicators indicators length Acquisition nt No. and Options (Km) (Acres) Proposed DS-2 Km 21+600 Existing Road Alt-I Huge strucures 2 sharpe or 12 ponds, 2 10.60 43.5 with to damage with sub-standard canals. very high km 28+800 residential curve. land value settlements, 100 (40-60 units of commercial times more establishments, at than option Madhabdi and Alt-II Panchdona Market areas with 7 mosques, 1 madrasa, 1 school, 1 graveyard Madhabdi- Alt-II 5 mosques, 1 Improvement 21 ponds, 63 7.20 23.00 (Low Alt-II Panchdona Madrasa and 1 of sharp ditches, 4 land value) realignment graveyard. curve. borrow pits DS-7 km 125.400 Existing Road Alt-I Few residential 1 sharp curve Widening will 1.1 2.0 to units and shops and one level involve cutting km 126.200 crossing. of two tilas of Raghunandan hill on either side Olipur level Alt-II Few residential Improvement Widening will 0.80 5.0 crossing over Hill units and shops of sharp curve involve cutting realignment with ROB of two tilas of Raghunandan hill on either side Another Alt III Agricultural land Improvement Impact on 8.0 50.0 Alt-III Alternative and few of sharp curve 100m of homesteads, 2 with viaduct Raghunandan mosques, 1 tomb hill forest and and 2 graveyards. 3 ditches.

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Pack Chainage Alternatives Socio-economic Safety Environment Total Land Realignme age Existing Road Options indicators indicators indicators length Acquisition nt No. and Options (Km) (Acres) Proposed DS-10 km 184+700 Existing Road Alt-I 1 Mosque, many Congestion at 6 ditches 0.9 1.17 (High to residential and Sherpur land value km186+300 commercial intersection acquisition) structures, sjops near Sherpur intersection Sherpur Alt-II 1 madrasa, 3 Curve 11 ditches 1.6 6.3 Alt-II realignment graveyards and improvement with low-lying few residential and and mostly agricultural agricultural/fallow lands as well land water bodies

DS-12 Km 213+000 Existing Road Alt-I Adverse impact on Frequent High priced 12.10 17.62 (High to business traffic jam and land land value km221+900 communities in accidents at acquisition acquisition) several junctions, Lalabazar due under Syhlet markets with to movement city regional, feeder of long- corporation and village roads distance and few religious heavy vehicles places and other sensitive receptors. Lalabazar-Peer Alt-II Pases mostly Avoid 11 ponds, 45 8.6 49.50 (Low Alt-II Habibur Rahman through vacant Congestion at dtches, 12 land value) Chattar, Sylhet agriculture land, Lalabazar canals, 4 realignment available Govt area. graveyards, lands which are not and mostly use for the passess agriculture through barren purpose. lands, low- lying and hoar

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Pack Chainage Alternatives Socio-economic Safety Environment Total Land Realignme age Existing Road Options indicators indicators indicators length Acquisition nt No. and Options (Km) (Acres) Proposed and hash lands. (Source: Draft Detailed Design Report, 2020)

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253. The alternative alignments (ie., 4-realignments) have been sorted out to avoid social impact on livelihood (ie., business establishment of market areas), impact on settlements, community property resources and community safety concerns with geometric correction or improvement of the vulnerable section of the existing road. Proposed realignment options will result in overall shortening in road length from 24.7 km (existing) to 18.2 km (proposed) length however there will be inconsequential increase in land acquision from 26.03 ha to 33.9 Ha of significantly low land rate for the proposed greenfield widening (realignments) sections ensuing its reduced impacts on its socio-economic component. Besides, the abutting land use of proposed realignment sections or its immediate vicinity is also devoid of any major settlements or habitation and virtually not serving as critical habitat to faunal elements.

D. Typical Potential Beneficial Impacts

254. The immediate benefits of road construction and improvement will come in the form of direct employment opportunities during construction for the roadside communities engaged as wage laborer, petty contractors and suppliers of raw materials. During operation stage, road-side economic activities supporting transport like gasoline stations, automotive repair shops, lodging, and restaurants will increase due to increased number of vehicles. Increase in agro-industrial activities are also expected to take advantage of improved access to urban centers where there are higher demands and better prices for agricultural products. Project will accelerate the economic opportunities. Other benefits of project road improvement are: (i) reduction in travel time, (ii) better mode and frequency of transport, (iii) access to quality health care, educational, and other infrastructural facilities (iv) improved quality of life of rural population, (v) reduced accidents, and (vi) better investment temptation for industries creating more employment opportunities for local people.

E. Potential Adverse Impacts

255. Major anticipated impacts arising from the improvement of project road are: (i) permanent loss of land and livelihood of some households, (ii) felling of trees and disruption in wildlife movement, (iv) adverse impacts due to dredging of soil and quarrying operation of other construction materials, (v) increased risk of accident due to faster vehicular movement, and (iv) increased air and noise pollution due to increased traffic. Most of the impacts are reversible, temporary, localized in nature, and can be easily mitigated/minimized/avoided by effective implementation of EMP.

F. Pre-construction Phase Impacts and Mitigations

1. Project Design Specifications:

256. Bangladesh is a low-lying riverine country characterized by natural disasters, such as floods, tornadoes, and tidal surges that affect the country annually. Poorly considered design parameters and construction planning may have negative implications on the infrastructure operations, degrade natural system like drainage, contamination from mismanagement of waste, and eliminate sensitive components of the environment. Project’s geometrical improvement/corrections and pavement designs, realignment locations, sitting of construction/labour camps and other associated infrastructures, construction methods applied can have significantly impacts on the biophysical, economic and socio-cultural environments. Seismic activity could have a significant effect on heavy infrastructures like flyover and overpasses, drainage structures, bridges particularly more than 100 m long. The natural hazards and climate change risks are also grave concern in designing due to damage the pavement, like rutting, embrittling, softening road migration of liquid asphalt, thermal expansion in bridge joints and paved surface occurs etc.

257. Improper design of bridges will have adverse impacts on the environment as well national economic as bridges can be collapsing any time in case of design failure. Navigation

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clearance, free board over the design flood level, crest level of embankment, and climate change effect are important design parameters. The impact at bridge sites during pre- construction stage will be due to improper sitting of construction yards, the concrete and steel fabrication areas as well as the batch mix plant(s) and workers camps could result in negative impacts, not the least of them being human waste draining into the river.

258. MITIGATION MEASURES: • Designing the structures based on Seismic zone of the project area to ensure sustainance to the likely earthquake intensity. • Ensure road design, embankment height; pavement design and filling material selection are designed to comply the relevant international and national approved design manual of RHD Geometric Design Standards Manual (Revised-2005); • Design encompases increased height of road surface and increased sizes of drainage channels and culverts vents to accommodate additional rainfall and potential flooding by considering the climate change safety factors, and to withstand unusually high rainfall patterns; • Earthquake resistant design parameters for roads, bridge and culverts should be considered in accordance with the seismic zoning as set out in the Bangladesh National Building Code (BNBC, 2006), and Geometric Design Standards Manual (Revised-2005), AASHTO “A policy on Geometric Design of Highway and Streets” 2001; • Ensure appropriate Design of the foundation of piers and superstructure of bridges and culverts according to consideration of earthquake hazards as set out in National and International requirements, and also comply the BITWA Navigation Clearance guidelines. • Ensure the navigation clearance as vertical and horizontal are provided according to BIWTA’s original and revised Navigation Classification, • Consider adequately long bridge span to avoid constricting the natural active (back-full) flow channel. • Protect the upstream and downstream approaches to structures with wing walls, riprap, gabions, vegetation, or other slope protection where necessary; • Place foundations onto non-scour susceptible material (ideally bedrock or coarse rock) or below the expected maximum depth of scour. • Prevent foundation or channel scour with the use of locally placed heavy riprap, gabion baskets, or concrete reinforcement. Use scour protection as needed; • Locate bridges where the water channel is narrow, straight and uniform. Avoid placing abutments in the active water channel. Where necessary, place in- channel abutments in a direction parallel to the water flow; • Consider natural channel adjustments and possible channel location changes over the design life of the structure. Use retaining structures as needed in steep, deep drainages to retain the approach fills or use a relatively long bridge span; • Allow for enough freeboard between the bottom of bridge girders and expected high water level and floating debris, and any other passage expected, such as small vessels, etc. • For large rivers ≥ 100 m wide (low water level), design in-channel piers, maximize distance between pier. Avoid designs, which create scour or excessive turbulence. • For bridge crossing navigable waters, ensure that freeboard between the bottoms of bridge girders is enough to accommodate expected high water level

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and floating debris, plus the largest vessels using the river and any under BIWTA.

2. Loss of Land and Other Assets:

259. Since widening and upgradation of the project road is not confined to the available ROW, land acquisition is involved for the proposed project. Land acquisition of 1,439.41 acres (~ 582.758 Ha) lands is involved. Thus, private properties like buildings structures, shops, compound wall, other structures, trees standing on the land are also impacted either in terms of Titled (owner) or Non-titled (tenants, squatter or encroachers etc). About 57,499 persons including 9,296 affected HHs will be affected due to project implementation. Amongst affected HHs, the highest 5,221 HHs are commercial. Social survey indicated that 302 Common Property Resources (CPRs), 56 Govt. offices, 21 RHD owned structures and two NGO/Association will be affected. Contract package wise affected HHs and common property resources are summarized in Table 36. In addition, 297 ponds and many private structures and assets, such as hand pumps, wells, etc. are also be affected by the project. Adequate compensation and rehabilitation assistance will be proposed for affected households (AHs) consistent to ADB’s involuntary resettlement policy and GoB Land Acquisition Act, (1894), Acquisition and Requisition of Immovable Property Ordinance 1982 and finally Bangladesh Acquisition and Requisition of Immovable Property Act, 2017 (ARIPA, 2017). Income restoration measures for vulnerables/resource poor sections and other affected persons shall be implemented. All impacted CPRs will be relocated in consultation with the local communities under the project cost.

Table 36. Affected Lands, HHs, Business and CPRs

Packag Land Affected HHs Affected Affecte Affecte e Acquisitio Busines d CPRs d n (Acre) Residential s/ Shops Ponds Residenti -cum- Commerci al Commerci al al

DS-1 58.46 191 53 1,159 1,159 45 71

DS-2 166.86 258 107 836 836 45 59

DS-3 96.85 336 129 1,005 1,005 43 31

DS-4 94.24 101 17 216 216 16 12

DS-5 118.33 650 50 425 425 22 30

DS-6 113.92 265 22 151 151 7 43

DS-7 93.10 188 27 153 153 8 2

DS-8 124.50 313 29 140 140 15 0

DS-9 148.06 232 36 344 344 42 6

DS-10 169.04 319 23 104 104 12 10

DS-11 119.98 397 60 528 528 33 14

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Packag Land Affected HHs Affected Affecte Affecte e Acquisitio Busines d CPRs d n (Acre) Residential s/ Shops Ponds Residenti -cum- Commerci al Commerci al al

DS-12 136.08 204 17 160 160 14 (A+B) 19

Total 1,439.41 3,454 570 5,221 5,221 302 297

These impacts will trigger psychological stress, loss of livelihood and business opportunities for all project-affected people. Adverse impacts will be high, extending over a long period if relocation and livelihood restoration is not fully implemented.

260. MITIGATION MEASURES: • Implement Land Acquisition Plan (LAP) and Resettlement Plan (RP) of the Project prepared by as per Bangladesh Acquisition and Requisition of Immovable Property Act, 2017 (ARIPA, 2017). It is to be ensured that the only the minimum required land is acquired; • Asian Development Bank’s (ADB) Safeguard Policy Statement (SPS) 2009/ Involuntary Resettlement (IR) Guideline as integrated into the Project RP will be applied properly and in a timely manner as specified in the RP implementation timetable; • According to the RP proper compensation and rehabilitation assistances of the Project Affected Households (HHs) to be paid timely without hassle in payment; • Compensation entitlement matrixes for the directly and indirectly affected HHs (titled and non-tilted holders) are needed to be formulated in the RP, which should include loss of income from the tangible asset of legal and illegal occupants, loss of income from loss day-wages, street vendors, footpath shops and other vulnerable business, etc.; • All the physically displaced households, residential/commercial structures shops, business enterprises will be compensated according to the RP Entitlement Matrix; • Adequate compensation should be paid to the affected 297 ponds owners’ (Titled or Non-Titled) according to entities matrices of RP as Loss Item 3: Loss of water bodies (ponds, both cultivated and non-cultivated). In addition, the provision for rehabilitation assistant as per RP with technical support on fish culture should be provided to them; • Owners of affected structures will receive additional assistance for relocation and reconstruction of the structures at their own pace and at a location of their choice. • Grievance Redress Committees (GRCs) will ensure quick and out of court settlement of as many disputes as possible; • Independent third party monitoring by external expert/agency will be involved for monitoring the resettlement operations and outcomes.

3. Livelihood Disruption:

261. Due to project implementation, the number of affected households/units/entities requiring relocation will be 7,700 HHs. The relocated HHs includes 5,353-titled HHs and 2,071

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Non-Titled7 HHs. The identified affected Business/Shops is 5,221 and vulnerable HHs is 522. Permanent loss of agriculture land and crop production, fishing and commercial labor- intensive activities will have significant impacts on employment and livelihood disruption of the Project Displaced Persons8 due to losing agri-job, business and commercial opportunity activities.

262. MITIGATION MEASURES: • All affected households/ businesses Displaced Persons (DPs) would be eligible for compensation and resettlement assistance from the project; • Implement compensation entitlement matrixes as defined in RP of the project • Provide rehabilitation assistance to the affected farmers, owners of fish culture ponds; • RHD and its Supervision Consultant (PIC) or Engineer should implement Income Generating and Livelihood Restoration Program (ILRP) under the RP and provide training and other financial assistance to the DPs; • Employ local affected persons in the Project construction works, wherever opportunity exists as skinless and competent basis; • All vulnerable or “at-risk” groups include people who, by virtue of gender, ethnicity, age, physical or mental disability, economic disadvantage or social status affected by the project, will be compensated, as prescribed in the RP; • Provisions should be made for social and economic development support, employment, and means of subsistence to improve the status/livelihood of the DPs.

4. Cultural Heritage, Archaeology and CPRs:

263. Assessment of the project alignment did not revealed any historical, cultural and archeological resource during the DPR study. However, during site clearing and grubbing, excavation or digging for construction purposes may unearth chance artifacts. A rapid response procedure in assistance with officials of the Department of Archeology, Bangladesh shall be prepared to protect and preserve artifacts if found by change minimizing the disruption to project activities.

On the other hand, Common Property Resources (CPRs) such as over compound wall, head tank, hand pumps, donation box, wells, community toilets, water bodies, shed/cattle shed, benches, fencing, auditorium etc are likely to be impacted and provided separately in the to the Resettlement Plan (RP). 207 numbers are located within the proposed RoW, those will be partially or fully affected, and needs many to relocate due to project implementation. This will cause psychological stress and spilt of communities.

264. MITIGATION MEASURES: • Compensation to be provided according to the guidelines specified in the Resettlement Plan; • Affected communities will be given cash compensation for the land and

7 Non-titled - means those who have no recognizable rights or claims to the land that they are occupying and includes people using private or public land without permission, permit or grant i.e. those people without legal title to land and/or structures occupied or used by them. ADB’s policy explicitly states that such people cannot be denied resettlement assistance.

8 As per ADB Safeguard Policy Statement (SPS) 2009- displaced persons are those who are physically displaced (relocation, due to loss of residential land, or loss of shelter) and or economically displaced (loss of land, assets, access to assets, income sources, or means of livelihoods) as a result of (i) involuntary acquisition of land, or (ii) involuntary restrictions on land use or on access to legally designated parks and protected areas.

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structures, and additional transfer grants for the relocation of each structures according to the entitlement matrix defined in the RP/ RHD. The cash assistance will be provided, as per assessed value, for dismantling and reconstruction; • Fully affected CPRs may be rebuilt at the expense of RHD in consultations with the affected communities and determine the relocation site agreed to in consultation with the affected communities.

5. Utilities Relocation and Visual Aesthetic:

265. Delay and unplanned shifting of public utilities like telephone and electrical poles, water pipelines, and OFC cables causes disruption of utility services to local community. Digging, shifting, and re-establishment of poles may also impair the view of community areas. All efforts shall be made to reduce the duration of utility shifting impact and restore the disturbed areas. All utilities should be shifted before start of construction. Necessary permission and payments should be made to relevant utility service agencies to allow quick shifting and restoration of utility services. Visual barriers are to be provided, as necessary, on active construction zones. Consultation with affected people prior to the start of utility shifting, presenting construction timelines and guidelines should be conducted. Local people must be informed through appropriate means about the time of shifting of utility structures and potential disruption of services, if any.

266. MITIGATION MEASURES: • All utilities will shift before start of construction as proper planning and designing. Only be removed and relocated with proper agency approvals and permit in the presence of authorized persons; • Necessary payments should be made to relevant utility service agencies to allow quick shifting and restoration of utility services. Visual barriers are to be provided, as necessary, on active construction zones; • Consultation with affected people prior to the start of utility shifting, presenting construction timelines and guidelines should be conducted; • All efforts shall be made to reduce the duration of utility shifting impact and restore the disturbed areas; • Warning of planned service disruption and duration should be given to local people.

6. Vegetation, Forest, and Wildlife Movement:

267. Trees: A total of 2,59,670 trees have been enumerated to be falling within proposed ROW under RHD land, Govt. CPRs land, private land and private CPRs land and is given in Table 24. Out of the total of 259,670 trees, 2,09,224 trees are having girth size over 30 cm and remaining 50,445 trees are having girth size below 30cm. About 86,156 trees found on the govt. land premises and the remaining 173,514 on the private lands. Most of them are indigenous and none of them are of rare, endangered, or threatened category. Tree inventory identified 37,518 as fruit bearing, 58,852 as timber and fruit trees, 52,674 timber trees, 469 medicinal and 80 medium sized rubber trees on the hill. Other than these trees standing crops like banana plantation, bamboo bush, papaya trees will be affected in the realignment sections. It is expected that futher geometric adjustment will be made in order to minimize affected trees till working design are finalized by the contractors. No tree will be uprooted without prior approval of competent authority. Available area for re-plantation is provided separately as Tree Plantation Program (TPP) as attachment to Appendix-1 along with the EMP.

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268. MIITIGATION MEASURES: • No trees will be felled unless they fall rightly in the ROW, unless they present a barrier to construction, or pose a safety hazard to the future operation of the road; • Tree cutting will be restricted to toe line of the formation width without compromising road safety elements; • Notice of trees felling will be provided by Deputy Commissioner (DC) of each District and RHD to Project Affected Persons (PAPs) and ensure proper compensation payment to PAPs; • Compensation against trees felling will be paid to eligible affected persons and CRPs as per Department of Forest (DoF) rates. The compensation will be determined by Property Valuation Advisory Committee (PVAC) as described in Resettlement Plan (RP) of the Project; • The mandatory compensatory plantation will be done for 2,13,408 saplings nearly in 1:3 ratio basis of trees impacted under Govt. land by RHD within their RoW with assistance from the Forestry Department and Community participation.

• Additional plantation of 13,40,373 saplings nearly in 1:8 ratio basis will be done strategically to minimize the GHG emissions from increased in traffic due to road upgrading; • A compensatory Tree Plantation Plan is prepared for the project to be implemented. The plan includes the recommendation for plantation of 30% timber trees, 30% fruit trees, 20% fuel trees, 15% medicinal trees and 5% ornamental trees of native species. Details of the plan is included in EMP section separately; • Under rehabilitation assistance of the project, saplings distribution between affected HHs will be carried out and assist them in planting saplings in their homestead areas and other place; • Huge numbers of roadside flora (trees and vegetation) are present along roadside within RHD’s RoW. If widening is restricted to eccentric wideding, then the felling of trees will be significantly less. • Project to consult with concerned authority regarding afforestation program to benefit vulture population, particularly in Habiganj where the core of the VSZ is located.

269. Forest: A small section of 100m lengh of proposed viaduct near km 125+900 passes through Raghunandan Hill forest area under Contract Package DS-7 in Habiganj district. Around 80 numbers of medium sized rubber trees are likey to be impacted in this forest section during hill cutting activity at Raghunandan Hill. According to Bangladesh Environment Preservation Act 1995, as amended in 2000, cutting of hills without approval of the concerned authorities is prohibited. RHD has issued a proposal letter on 25th March 2020 to Chief Conservator of Forest (CCF), Department of Forest for seeking their clearance for Hill cutting and their response is awaited.

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Photo 7: Raghunandan Forest in Nurpur Union Parishad, Shayestaganj, Habiganj

270. MIITIGATION MEASURES: • Avoid cutting of hill areas prior to approval from the competent Authority (DoF and DoE) under the provisions of Hill cutting Law (1986). • Minimize the hill cutting area to the extent possible, to avoid gully erosion and crops damage on adjacent lands in plains depositing the erosion materials; • Ensure no camping of labour/construction camps, vehicle parking near forest area during construction. • Ensure no hunting of wildlife, poachings in any form or exploitation of forest materials like firewood, timber or wild fruits from the forest area. • Avoid any possible man-animal conflict, wildlife threat in any form.

271. Wildlife: Magnitude of adverse impacts by development of linear infrastructure like (i) loss, degradation and fragmentation of habitat; (ii) traffic induced physiological and behavioral change; (iii) disruption in wildlife movement, Injury and mortality is proportional to the width and length of the disturbance corridor. No widening in the forest stretches is proposed except very limited section about 100m in the Raghunandan Hill. Local people has reported that movement of some common wildlife’s (mammals) are seen mostly at night in the hill area which are also confirmed by the officials of Forest officials of Habiganj and Sylhet. Thus, during construction period of the project some wildlife may be at threat from operation of heavy machineries, poachers, teaser, encroachers etc and during the operation period movement of wildlife may be interrupted due to accident risk if proper mitigation measured are considered. Thus, to minimize the disturbance in the forest patches section, a viaduct over Olipur Rail crossing is proposed so that movement of wildlife is least interrupted and interference is limited only during construction period. In addition to this, installation of signboards and speed limit at appropriate interval is suggested for this section after consultation with Forest Department.

Signage at Forest section and informatory signage on toxic NSAIDs for Vultures: The sign boards (informatory cum cautionary) shall be placed 100 m before the forest section at Raghunandan hill. This will alert the driver to notice the crossing of any wildlife or foraging birds and basking reptiles on the road ahead. These sign boards will include both information and cautionary note and signage indicating (i) the wildlife/forest area and animal crossing sections ahead (ii) maximum speed limit (30kmph) (iii) no honking (both day and night) and use of dipper at night since such a sudden change in illumination saturates their retinas temporarily blinding animals like Barking deer and other mammals causing their abrupt movement. Informatory

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signage on toxic NSAIDs for vultures (e.g. diclofenac, ketoprofen) and use of meloxicam should also be included along the portion of the road falling within the VSZ.

272. Rail Overpass through Viaduct at Forest section: Topographic profile of exiting project road crossing near the railway level crossing of Raghunandan hill at Olipur in Habiganj district, is suitable for construction of proposed new viaduct rail overpass with minor realignment. Proposed viaduct at Olipur is designed keeping maximum possible space/vent size for crossing of wildlife’s from one side to the other and ensure completely safe passage for the animals as shown in Figure 38. Design of proposed structures recognizes the species present and facilitating safe movement and maintaining habitat connectivity across the landscape.

Figure 38: Proposed Viaduct at Raghunandan Hill Section

273. Vent Sizing of box culverts at Forest Section: Proposed 3 box culverts near the Raghunandan hill section as shown in Figure 39 keeping maximum vent sizes possible for adequate cross-drainage during intensive rainfall period also enabling movement of aquatic species, fishes and other wildlife crossing from one side to the other and ensure completely safe passage for the animals. Since these structures do not cater to the perennial flow of water, these are sometimes used by wildlife for crossing. Proposed box culvert is used by all types of small mammals like fox, hare, jackal, civet, etc., since these animals prefers the den- like habitat. Viaduct is also designed at this section specially considering the possible impact on flora and fauna and to cross over the Railway track as well as the narrow patch of forest (about 100m) to minimize the interference of the wildlife crossings.

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Figure 39: Proposed Box-Culverts at Forest of Raghunandan Hill Section

7. Community Safety:

274. Road widening and upgradation is characterized by increased traffic volume, communities including road users may be at risk due to road crashes in absence of adequate safety provisions such as crash barriers at accident prone areas. The project road crosses 16 major junctions having some big bazar/ market and rail lines. A total of 26 locations has been identified as potential accident-prone areas. Road connected with regional and feeder roads, heavily used by local people for the transportation. Any types of intersections and urban markets are potentially unsafe, congestion points for road-rail users and bottlenecks for traffic. They can potentially cause near miss, accident, huge loss of life, property damage and traffic disruption due to consequential road accidents if poor design of the same is implemented.

275. MITIGATION MEASURES: • Traffic safety features are proposed viz; twenty-six (26) FOB, six (6) Overpass, one (1) Flyover and five (5) ROB etc (Refer Table 37 and Table 38). • Twenty (20) At-Grade U-Turns are proposed to control the interruption of vehicles movement flow over main highway. • Safety provisions in accordance to RHD guidelines Geometric Design Standards Manual (Revised-2005) RHD / AASHTO and which includes provision of speed breakers on Service roads in habitat areas to regulate speed at all markets and sensitives receptors; • Retro-reflective warning signboards near schools, hospitals, and religious places, Road signs as per BRTA’s Road sign Manual and RHD Road safety manual; • Proper sidewalks/pedestrian zones along the road near habitat areas, schools, hospitals, and religious places are included in the design; • Further Design review during detailed design by contractor,

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• Compliance with provisions of International Highways for curvature, grading and safety curve at all At-Grade U-Turn and bridges. • Provision of crash barriers at all bridges locations.

Table 37: Proposed Overpass, Flyover and Rail Overpass

Package Ch (km) Location Structure Type Length Vertical Vertical Clearanc Clearanc (m) e e

DS-1 04+136 Rupashi Overpass 800 5.7 5.7

DS-2 25+632 Shekerchor Overpass 800 5.7 5.7

32+822 Velanagar Rail over Bridge + 2000 5.7 5.7 Flyover

DS-3 39+056 Itakhola Overpass with 800 5.7 5.7 roundabout

DS-4 65+600 Bhairab Rail over Bridge 800 7.2 7.3

67+040 Durjoy Overpass with 800 5.7 5.7 Chatter roundabout

DS-5 94+200 Amtoli Overpass 800 5.7 5.7

DS-7 117+00 800 5.7 5.7 Ratanpur Overpass 0

125+63 Olipur Rail over Bridge 800 7.2 7.3 7

DS-8 137+10 Shayestaga Rail over Bridge 800 7.2 7.3 0 nj

DS-12 221+50 Sylhet Rail over Bridge 800 7.2 7.3 0

276. Community Safety at Realignment sections: Construction of four (4) realignments from Lalabazar to Peer Habibur Rahman Chattar, Madhabdi-Panchdona, Olipur and Sherpur is likely to increase the inconvenience on the movement of local vehicles of rural roads, cross the proposed high embankment highway section for transportation of agricultural produces during operation of the project. In addition, there is also increase risk on road related accident for the local commuters, farmers and road users to cross the realignment sections to their agricultural fields leading to social marginalization of the people from one side to other side, if proper mitigation measures are not adopted.

277. MITIGATION MEASURES: • In Madhabdi-Panchdona Realignment one Overpass at Shekerchor at km 25+632 is proposed for safety of local vehicular and community movement from one side to other side of the new alignment; • In Lalabazar- PHRC Sylhet Realignment section at km 213+000 At-Grade intersection and two Foot Over bridges for local people and road users to cross the proposed high embankment highway from one side to other side

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are designed with appropriate road furniture. • In addition, about 2.5 km Service Road is proposed from km 220+100 to km 222+600 at the end section of the new alignment, where it connects with the Tamabil Road after Rail Over Bridge intersection (Peer Habibur Rahman Chatter) for the community safety as well avoid the social marginalization of village community. Construction of underpass at this section will not be viable solution, since the area is low-lying area and often gets flooded during the monsoon season for considerable period; • For community and road user’s safety in entire stretches of project road including all realignments, appropriate site-specific road furniture’s are designed and will be implemented as follows  Road markings,  Adequate safety and cautionary sign and signal,  Well marked zebra crossings (painted stripes) for pedestrian,  Refuges at pedestrian crossing,  Marking of any hump on road in driving direction,  Well-designed minor road sections leading to the main highway (including the waiting area at about the same level as the main road and  Signs for using service roads as local connection and thus avoiding unnecessary short distance traffic to access the main road and risk of accidents etc.

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Table 38: Proposed FOBs for Community Safety at Sensitive Locations

Sl. Package Chainage Accident-Prone areas and necessity of foot over bridges No. (km)

Location: Tarabo Biswaroad Chattar, Tarabo, Rupganj, Narayanganj 1 2+050 Sensitive Physical Structures: Tarabo Biswaroad Madrasa, Biswaroad Madrasa Mosque and a nearby primary school

Location: Borpa bus stand, Rupganj, Narayanganj

2 5+920 Sensitive Physical Structures: Borpa Bazar, Hazi Noor Uddin Ahmed High School, Borpa School, Advent Factory and Antim Knitting Garments nearby DS-1 Location: Borpa, Rupganj, Narayanganj

3 8+480 Sensitive Physical Structures: Hazi Islam Uddin Darul Ulum Islami Madrasa, Nannu Textile Mills, Dyamic Still Complex and mosque nearby

Location: Pachrukhi, Satgram, Araihazar, Narayanganj

4 17+503 Sensitive Physical Structures: Hazi Saheb Ali Fakir High School, Panhrukhi Begum Anwar College, Medrasha Darul Hadis and bazar nearby

Location: Purinda Bazar, Satgram, Araihazar, Narayanganj 5 DS-2 20+680 Sensitive Physical Structures: Bazar, Paniund Govt. Primary School and high school nearby,

Location: Rampur Bazar, Bijoynagar, Brahmanbaria 6 DS-5 93+191 Necessity: Crossing of many people, scattered villages, bazar, primary school, mosque nearby,

Location: Bejura Bus Stand, Bejura, Madhabpur, Hobiganj

7 DS-6 108+156 Sensitive Physical Structures: Bazar, Kollanpur Primary School, madrasa, mosque nearb and crossing of many people between two villages

Location: Kollanpur Bazar, Nabiganj, Habiganj 8 157+600 Sensitive Physical Structures: Kollanpur Govt. Primary School, madrasa, mosque nearby,

Location: Barachar Bazar, Nabiganj, Habiganj 9 158+500 Sensitive Physical Structures: Barachar Jamia Islamia Darul DS-9 Ulum Madrasa, primary school, saw mill nearby,

Location: Rokonpur bus stand (PRAN Co. Gate), Nabiganj, 10 159+400 Habiganj Sensitive Physical Structures: bazar, madrasa, mosque nearby

11 163+155 Location: Mokampara, Nabiganj, Habiganj

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Sl. Package Chainage Accident-Prone areas and necessity of foot over bridges No. (km) Sensitive Physical Structures: Sataia Primary School, mill complex and bazarnearby,

Location: Fultali Bazar, Dinarpur, Nabiganj, Habiganj

12 164+055 Sensitive Physical Structures: Dinarpur Fultali Gausia Sunni Alia Madrasa, bazar, Sataia Primary School, Dinarpur College nearby,

Location: Majpara, Deopara, Nabiganj, Habiganj 13 165+255 Sensitive Physical Structures: Primary school, KG School, Deupara Gausia Ahmed Chowdhury Mosque nearby,

Location: Aingaon Point, Nabiganj, Habiganj 14 168+355 Sensitive Physical Structures: junction of three roads, madrasa, mosque nearby

Location: Fakirpara, Sadarghat, Nabiganj, Habiganj 15 170+455 Sensitive Physical Structures: Primary school, mazar, mosque nearby,

Location: BijnarDaskhin par, Sadarghat, Nabiganj, Habiganj 16 171+355 Sensitive Physical Structures: Bazar, Jame mosque, madrasa nearby

Location: Goplar Bazar, Nabiganj, Habiganj DS-10 17 172+855 Sensitive Physical Structures: primary school, mosque, bazar nearby,

Location: Model Bazar, Nabiganj, Habiganj 18 181+455 Sensitive Physical Structures: Model School, mosque, cross roads, madrasa nearby,

Location: Pitua Notun Bari, Nabiganj, Habiganj 19 182+655 Sensitive Physical Structures: Mosque, bazar

Location: Gojia Khalpar Bazar, Balaganj, Sylhet 20 188+255 Sensitive Physical Structures: Gojia Govt. Primary School, bazar and Khea Ghat nearby,

Location: Shashkandi, Balaganj, Sylhet 21 DS-11 192+955 Sensitive Physical Structures: Mosque, madrasha and shops,

Location: BhangaBarirPashe (Shukin Ali), Balaganj, Sylhet 22 193+455 Sensitive Physical Structures: Brahmangaon Primary School, Community center nearby,

Location: Nazir Bazar, Osmaninagar, Sylhet 23 DS-12A 208+505 Sensitive Physical Structures: bazar, bank, school, madrasa, mosque nearby and road intersection

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Sl. Package Chainage Accident-Prone areas and necessity of foot over bridges No. (km)

Location: Alinagar, Satmile, Lalabazar, Daskhin Surma, Sylhet 24 210+989 Sensitive Physical Structures: Filling station, madrasa, high school, primary school, mosque,

Location: Fashir Gachh, Khoja Khali, Lalabazar, Daskhin Surma, Sylhet 25 212+100 Sensitive Physical Structures: BGB Camp, madrasa, mosque, link road, DS-12B Location: At near zila road Z2013

26 217+900 Necessity: Crossing the villagers, pedestrian and road users to travel one side to other side of high embankment proposed realignment for agricultural goods and other activities

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8. Localized Flooding/Waterlogging from Inadequate Drainage:

278. There are a number of rivers, streams and canal located in the project area of which most of them are seasonal in nature resulting in waterlogging/flood situation. Localised waterlogging occurs in several built-up sections and along majority of the road intersection under DS-2, DS-10 and DS-12 due to heavy raining and inadequate drainage facilities at urban /market areas. One open drain (borrow pit) alongside the project road under DS-1 is vulnerable to flooding, which may cause serious water congestion at the residential locality and contamination with industrial wastewater discharge unless appropriate diversion channel or alternate water draining arrangement measures is adopted as mitigation measures to curtail during exigencies.

279. Two long realignments of the project viz; Madhabdi-Panchdona within DS-2 section and Lalabazar-Peer Habibur Rahman Chattar (PHRC) within DS-12B section passes through the low-lying areas, water bodies, ditched and haor. The poor design of bridges and culverts will cause adverse impacts on the hydrology. Besides, global climate change is likely to bring about sea-level rise and change in intensities and durations of rainfall and other extreme weather events; resulting in increase in magnitude and frequency of flooding. The project area, which is already a high rainfall area and experiences seasonal flush flooding, has already a significant phenomenon to create localized water logging in Sylhet division.

280. MITIGATION MEASURES: • Adequate cross drainage structures 371 (305 culverts and 66 bridges) are provided to avoid impediment to natural flow of water. Out of them, new 9 culverts in Madhabdi- Panchdona (Ch 21.500 - 28.900) in DS-2 and 10 new culverts are proposed in Lalabazar –PHRC (Ch 212.500 - 221.500) in DS- 12. The embankment height has been designed consistent with the existing topography of the region; • Design must include increased height of road surface above the nearby areas and increased sizes of drainage channels and culverts to accommodate additional rainfall and potential flooding; • Raise the road embankment height above the HFL; • Provide sufficient box culverts and bridges on the road with adequate opening for cross drainage of the catchment area, so that they can safely handle a 100-year frequency of flood for major structures; • Formation level of the embankment for any large bridge should be above the 50 years flood level by a free board of at least 0.5m; • Designs of these structures have been adjusted to account for climate change and the added dimensions of the widened road embankment; • Bridge/culverts construction should be scheduled, so that they are constructed during pre-monsoon season to avoid potential disaster caused by excessive rainfall and consequent flooding; • Effective drainage system will be provided to drain the storm water from the roadway and embankment and to ensure minimum disturbance to natural drainage of surface and subsurface water of the area; • Surface runoff from the main highway, embankment slopes, and service road will be discharged through longitudinal drains, designed for adequate cross section, bed slopes, invert levels, and outfalls. If necessary, the walls of the drains will be designed to retain the adjoining earth; • Provision of chute drains at bridge approach with high embankment height with outlet connected to filtration system via a reed filled discharge pond within the RoW to prevent surface contamination of roads into local waterways.

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• Road level above the nearby areas with provision of adequate side drains to evacuate the rain water / storm water from roadway and embankment and to ensure minimum disturbance to natural drainage of surface and subsurface water of the area; • Elevation of road surface has designed, so that it can shed water as quickly as possible during heavy rain, since the standing water is a serious hazard to traffic and would eventually penetrate through the surfacing into pavement and to the sub-grade layers reducing their stability and life; • All drains are designed so that runoff resulting from storms to a specified frequency of occurrence can be drained off immediately without overflowing or not being impounded in lower level of the project area and market areas. • Construction of sidewalk/pavement in habitat/built-up areas considering • alignment level and drainage requirement.

9. Environmental Clauses in Contract:

281. The EMP of this project will be implemented by the contractor during their tenure in the Project, if specific environmental clauses to impose the contractor(s) to comply with requirements is contractually defined in the EMP and IEE is incorporated in the Tender Documents. The Bill-of-Quantities (BoQ) dedicated to environmental safeguards is necessary in the contract for specific payments to contractor for the implementation of mitigation and monitoring actions as defined in the contract specifications. Otherwise, the environmental compliance of the contractor will not be accomplished.

282. MITIGATION MEASURES: • RHD will incorporate the contract package EMP as a supplementary document of the Tender Document and/or add environmental clauses into the construction contracts. These clauses will emphasize the requirements for environment safegaurd responsibility during construction, and specify the need for the contractor to apply the mitigation and monitoring measures defined in the EMP; • Ensure the inclusion items in Bill-of-Quantities dedicated to environmental safeguards in the Contract. This addition will help to link specific payments to the implementation of mitigation and monitoring actions as defined in the contract specifications; • Specific payments to be made based on the implementation of mitigation and monitoring actions as defined in the contract specifications.

G. Construction Period Impacts and Mitigations

1. Preparatory Activities:

283. Preparation of Contractor’s CEMWP: Compliance of the EMP will not be achieved, if contractor fails to prepare their site- specific Construction Environmental Management Work Plan (CEMWP) defining details on when and how mitigation and monitoring actions must be taken during the construction activities.

284. MITIGATION MEASURES: • RHD and Supervision consultant or Project Implementation Consultant(PIC) will organize a briefing session for the contractor, to review the EMP and its implementation requirement, and to provide guidance on CEMWP preparation and reporting requirements; • Under the safeguards implementation process, the contractor will need to hire a qualified environmental safeguard officer or Environmental Specialist/

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Environmental Focal Person (EFP) in all contract packages as full-time during construction period to implement and supervise the mitigation and monitoring tasks. He/she will work in co-ordination with Supervision Consultant or PIC under RHD to credibly implement the EMP; • The EFP /contractor(s) will prepare CEMWP including establish baseline condition of the project area based on the contract EMP within 30 days from their mobilization as a mandatory environmental safeguard measure. The CEMWP must reflect the contactor’s working Method Statement and accordingly Supervision Consultant/PIC must review the CEMWP and approve it before implementation; • Contractor’s CEMWP must include Health and Safety Management Plan, Traffic Management Plan, Solid Waste Management Plan, Dust Suppression Management Plan. Disaster and Emergency Risk Response Plan, etc.; • EFP will submit to Supervision Consultant or PIC for the approval of Action Plan to secure all permits and regulatory approvals to be secured during construction stage; • EFP will prepare Monthly monitoring formats and get approval from Supervision Consultant or PIC with establish deadlines for the submission of report to RHD/ PIU.

285. Trainings on Site Induction of EA and Contractors on EMP: If proper training on the Environmental Assessment, EMP implementation and safeguard process of national and Funding Instituition are not conducted to the relevant professionals of the contractors and RHD, then effective implementation of EMP and its compliances can not be achieved efficiently. Without the site induction trainings of Contractor and the EA to undertake EMP items the objective to implement the IEE and its EMP may be compromised.

286. MITIGATION MEASURES: • No works will be initiated by the contractor until the site induction training of workers/staff is carried out; • The Supervision Consultant or PIC will conduct training to the representatives of RHD, the contractor(s), and other relevant project staff on environmental specifications, and legal aspects of DoE compliance; • Environmental training and awareness needs shall be determined and documented via a training needs analysis; • Training includes discussion and review of EMP and EMoP detailing how specific environmental risks associated with their scope of work, legal compliance, inspection and audits, and progress tracking and reporting; • All equipment operators, drivers, and warehouse personnel will be trained in immediate response for spill containment and eventually clean up. Implement Contractor’s Emergency Spill Contingency Plan; • Training and workshop on road and bridge design should be considered for the RHD officials; • Awareness program include regular information, education, and communication campaigns to workers, drivers, delivery crew, and communities on the risk; • Contractors will conduct training to the workers and other relevant project staff on requirement and implementation of EMP, environmental specifications, Occupational Health and Awareness on Safety, and AIDS/HIV and COVID-19, legal aspects of DoE compliance and donor agency as well Occupational Health Safety (OHS) importance at sites; • An action plan for prevention of COVID-19 is prepared for the workers and project personnel to be implemented during construction and maintenance period of the Project. Details of the COVID -19 Preventive Action Plan is included in the EMP section seperately. The Contractors will prepare their

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Health and Safety Plan including COVID-19 based on this action plan and will arrange training program to trained up their workers, project personnel at site; • Individual Environmental Consultants under Project Implementing Unit of RHD will monitor and supervise all training sessions and approve the training modules.

287. Worker’s Camp Siting and other Infrastructure Facilities: Poor siting and layout of workers camp may cause (i) loss of agricultural produce if sited on cultivable land, (ii) health hazard to workers and nearby community, (iii) surface water pollution in case sited near water bodies, (iv) local drainage problem (v) wear and tear to haul routes if material is transported via village roads, and (vi), fire, electrical and other safety risks. In short, camp siting for construction workers are important as they may have significant impacts on health and possible hazards on sensitive environmental receptors, existing infrastructures of nearby communities. It is to be noted that, identification of location and setting of the worker’s camp, construction yard with machineries layout, storage of construction materials and other facilities are in the scope of the Contractors’ own arrangement with the satisfaction level of EFP of Supervision Consultant or PIC. The location, layout and basic facility provision of each labor camp will be submitted to Supervision Consultant or PIC and PIU prior to their construction.

So, pre-requisite consideration and measures should be taken care by the contractor for siting the camps and other facilities.

288. MITIGATION MEASURES: • Locations for workers’ camp, construction yards, the concrete and steel fabrication areas as well as the batch plant(s), Hot mix-plant(s), WMM plant(s), construction material storage yard etc should be considered atleast 1 km away from major sensitive receptors like forest, wetland, sanctuary, national park, conservation sites, archeological/heritage sites etc and 500m from human settlement, river bank or other water bodies, education institution, health centres, places of religious importance etc. The location, layout and basic facilities provision of each labor camp will be submitted to Supervision Consultant or PIC and Project Implementing Unit (PIU) prior to their construction; • Works camp site will be provided with adequate number of toilet facilities connected with sceptic tank and soak pits to avoid open defaceation, kitchen/canteen with adequate drains fitted with oil and grease wastes trapper as defined in the Contractor’s site-specific Construction Environmental Management Work Plan (CEMWP) based on the EMP of project; • Contractors will provide clean fuel like kerosene, LPG for cooking so that use of firewood from nearby forest or community could be avoided. • Contractors shall prepare solid waste management plan that includes collection, storage, and disposal subject to the review and approval of Supervision Consultant or PIC. • Contractors need to prepare solid and liquid waste management plan that includes collection, source segregation, storage, and disposal sites subject to the review and approval of Supervision Consultant or PIC.

2. Ambient Air Environment:

289. Air Quality: The specific locations affected by the air pollutants during construction are working areas, construction plant sites, quarries, and operation of construction machinery etc. Activities which generate particular emissions are: (i) dust generation from the construction zone during different stages of the construction such as clearing and grubbing, materials dumping, drying of materials, brushing of surfaces; (ii) dust generation from the access roads to the soil borrow areas, aggregate quarries, construction plants, and

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construction camp sites; (iv) operation of the construction plants such as hot mix plants, crushers, WMM plants, and concrete batching plants; and (iv) fugitive emission from transportation of materials, material storage, and handling (loading/unloading) of different construction materials such as sand and earth and aggregates. On the other hand, burning of fuel in construction machineries, vehicular movement, operation of the D.G sets, and equipments (run on diesel/ fossil fuel) such as hot mix plants, crushers and concrete batching plant, asphalt exhausts gaseous emission, which may exhaust smoke, hydrocarbons, and nitrogenous and sulfur gases (NOx, SOx, CO) among others pollutants.

All of these emissions, both dusts (PM2.5 and PM10) and gaseseous emissions are known to have adverse health and environmental implications, leading to significant health hazard on construction workers, the local residents and commuters-causing risk of upper and lower respiratory tract diseases and silicosis condition.

290. MITIGATION MEASURES: • Contractor should submit a Dust Suppression Plan (DSP) to RHD/ PIC prior to commencement of civil works; • Regular water sprinkling should be done on all construction roads and work sites during the dry season; • The truck fleet used to haul materials must-have fitness certificate and vehicle • maintenance records confirming that the fleet is in working order and engines are tuned to minimize emissions, especially particulate matter, and black smoke; • Emissions of air pollutants from construction machinery can be prevented by proper maintenance of the machinery, construction equipment to a high standard and generators, compressors, equipment must be shut down when not in use; • Truck speed limits will be restricted to ≤35 km/h, and no trucks will be permitted to keep their engines on when idling for longer than three minutes (unless they are being loaded); • All aggregate processing, concrete, asphalt batch plants and hot mix plants should be located at least 500 m from the nearest habitation, school, hospital, forest, rivers, ponds, and implement the dust suppression equipment, which must remain on throughout the construction period, otherwise required by statutory requirements after securing a No-Objection Certificate (NOC) from the DoE. • Hot mix plant will be fitted with stack of adequate height to ensure dispersion of exit gases; • The contractor(s) will inform RHD and PIC when this equipment is installed and ready to operation. • Use of temporary walls and enclosures near sensitive land uses; if necessary; • All stockpiles of sand, cement and other materials susceptible to being windblown must be covered or stored within buildings; Storage areas are located downwind of the habitation area; • Cover stockpiles during dry and windy weather and cover vehicles/ trucks carrying construction materials when passing through market areas and urban and residential areas; • Ensure consultation with community and reporting and complaint system established; • Loading and unloading of construction materials in covered area or provisions of water fogging around these locations; • Bitumen emulsion and bitumen heaters should be used to extent feasible. • Gas or LPG should be used as fuel source in construction camps instead of

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wood. • Additional plantation proposed to improve the micro-climate of the area; • Mask and other Personal Protective Equipments (PPEs) will be provided to the construction workers at the sites; • Ensure asphalt and cement-mixing activities hot mix plant and dust generation, etc. comply with Environmental Conservation Rules (ECR), 1997 by analytical testing. of ambient air quality parmeters in every quarter as per EMoP.

291. Air modeling for construction Phase: Air dispersion modeling is conducted to assess the impact of air pollutant dispersion as a result of vehicular traffic emission on the sensitive receptors during construction period. The impact on air quality depends upon traffic volume, traffic fleet including fuel type and prevailing atmospheric conditions. An unstable atmospheric condition disperses pollutants more while stable atmospheric conditions traps pollutants resulting in increased pollution concentrations. To assess the likely impacts on the ambient air quality due to the proposed highway project, the prediction of the particulate matter (PM2.5 and PM10), carbon monoxide (CO), Oxides of Nitrogen (NOx) have been carried out using line source dispersion model AERMOD, based on Gaussian model equation. AERMOD dispersion modeling is conducted considering six homogenous sections of the project road considering traffic volume in 2019-20 as shown in Table 39.

Table 39: Homogenous Road Sections Considered in the Modelling Study

Vehicles per day Section Proposed Length (m) 2019-20 Katchpur-Narsingdi 35.00 23614 Narsingdi-Bhairab Bridge Approach 32.85 17936 Sarail (B. baria)-Jagadishpur 35.90 24330 Jagadishpur- Shayestaganj 34.60 11817 Shayestaganj-Sherpur 35.70 11355 Sherpur – Sylhet Bypass - HRC 35.90 20634 Source: Air Dispersion Modelling of Project, June 2020

292. The emission factors for different categories of vehicles in India ARAI, 2007 and CPCB, 2010 are used for the vehicular dispersion modeling. These emission factors are used to calculate the weighted or composite emission factor for all types of vehicles. The model is initialised to predicts the 24-hourly incremental ground level concentration of PM2.5, and PM10, 8-hourly for CO and annual concentration of NOx due to vehicle plying on the project for the baseline year of 2019-20. Composite emission factors for pollutants (PM2.5, PM10, CO, NOx) for different categories of vehicles for six homogenous road sections are calculated based on weightage on the percentage share of different category of vehicles and respective emission factor9 and shown in Table 40.

9 ARAI (Automotive Research Association of India), 2007. Emission factor development for Indian vehicles. Project report no. AEF/2006-07/IOCL/Emission Factor Project. Automotive Research Association of India, Pune, India, 94 pages.

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Table 40: Calculation of Composite Emission Factor

Composite Emission Distance (km) Factor (g/km) Pollutants Existing Improved 2019-20

Section 1: Dhaka (Katchpur)-Narsingdi, DS-1. Ch. 0.000-5.000

PM2.5 32.60 35.00 0.35

PM10 32.60 35.00 0.60 CO 32.60 35.00 3.4 NOx 32.60 35.00 0.51 Section 2: Narsingdi-Bhairab Bridge Approach DS-4, Ch. 62.500-67.500

PM2.5 35.20 32.85 0.25

PM10 35.20 32.85 0.46 CO 35.20 32.85 2.63 NOx 35.20 32.85 0.39 Section 3: Sarail-Jagadishpur DS-5, 6. Ch. 96.000-101.000

PM2.5 35.90 35.90 0.22

PM10 35.90 35.90 0.62 CO 35.90 35.90 2.55 NOx 35.90 35.90 0.52 Section 4: Jagadishpur- Shayestaganj, DS-7, Ch. 125.000-130.000

PM2.5 35.00 34.60 0.21

PM10 35.00 34.60 0.30 CO 35.00 34.60 1.92 NOx 35.00 34.60 0.25 Section 5: Shayestaganj-Sherpur, DS-9,10, Ch. 165.000-170.000

PM2.5 37.40 35.70 0.20

PM10 37.40 35.70 0.29 CO 37.40 35.70 1.82 NOx 37.40 35.70 0.24 Section 6: Sherpur – Sylhet Bypass – HRC, DS-12 Ch. 210.000-215.000

PM2.5 39.50 39.50 0.19

PM10 39.50 39.50 0.53 CO 39.50 39.50 2.31 NOx 39.50 39.50 0.45

293. Meteorology: In this model, AERMET module is used for meteorological processing of 8,760 hours of meteorological data for the year 2019-20 (Dec 2019-Jan 2020) collected from MM5 model output. The annual wind rose shows that the predominant wind flows from SSE to NNW. Highest wind speed range between 3.60-5.70 m/s with 12.6% calm and average wind speed over the study area is 2.83 m/s.

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294. Topography: Terrain data is processed through AERMAP module using latest topographic data collected from SRTM database at 30 m resolution. The average elevation of the section 1-3 is 10 m. Highest elevation of the study are found as 68.01 m in section 4, elevation found in the section 5 and 6 are 35.02 and 27.28 m respectively as shown in Figure 40.

295. Receptor setting: Discrete Cartesian receptor are specified for sensitive receptors at each sections at locations where the ambient air quality monitoring was conducted for the period during December 2019-January 2020 and shown in Table 41.

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Katchpur-Narsingdi Section-1 Narsingdi-Bhairab Bridge Approach Section-2 Sarail (B. Baria)-Jagadishpur Section-3

Jagadishpur- Shayestaganj Section-4 Shayestaganj-Sherpur Section-5 Sherpur – Sylhet Bypass – HRC Section-6

Figure 40: Land Elevation of the Study Area

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Katchpur-Narsingdi Section-1 Narsingdi-Bhairab Bridge Approach Section-2 Sarail (B. baria)-Jagadishpur Section-3

Jagadishpur- Shayestaganj Section-4 Shayestaganj-Sherpur Section-5 Sherpur – Sylhet Bypass – HRC Section-6

Figure 41: Modelling Base Case Simulation at Sensitive Receptors

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Table 41: Discrete Receptor Locations with Respect to the project road

Location Road UTM Elevation Distance of existing Distance of Direction from Section Co ordinates (m) road to Sampling Point proposed road to project road (m) Receptors (m) In Front of Jamia Kowmia 1 246473.27m E 5 70.2 77.4 North Arabiya Madrasha, Katchpur, 2625740.09m N Narayanganj (AQ1) In Front of Local Market, 2 294998.87 m E 10 23.9 36.1 North Bhairab Bazar Bus Stand, 2661770.09 m N Kishoreganj (AQ3) In front of Kazi Shafiqul Islam 3 323430.18 m E 10 96.5 128.8 North-West University College, Budhanti, 2663771.29 m N Brahmanbaria (AQ4) In front of Noor's House, 4 338923.51 m E 13.3 43.9 35.3 North Shayestaganj, Habiganj 2686304.73 m N (AQ5) Front of Dinarpur High School 5 356766.13 m E 14.7 92.3 43.3 North-East at Gazanipur, Habiganj (AQ6) 2711557.40 m N In front of Bahapur Jame 6 380363.43 m E 18.6 29.9 60.3 North-East Mosque, Lalabazar, Sylhet 2746525.02 m N (AQ8)

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296. Results and Analysis: The incremental ground level concentration at various discreate receptors locations is predicted for different road sections for the year 2019-20 (Base-case simulation) and is superimposed on the baseline concentration in the receptor location to assess the overall impact on the airshed. The CO dispersion has been carried out for 8-hourly averaged incremental ground level concentrations (GLC), whereas 24 hourly averaged incremental GLCs for PM2.5 and PM10. On the other hand, NOx prediction was conducted for annually averaged GLC.

297. The predicted 24-hourly averaged incremental ground level concentrations of PM2.5 and PM10, 8-hourly ground level concertations of CO and annual averaged ground level concentration of NOx at identified receptor locations are presented in Table 42 and GLC predicted at specific distances from the road edge are provided Table 43.

Table 42: Predicted GLCs at Discrete Sensitive Receptors locations

Parame Baseline 24 Hourly Total Duratio Bangladesh IFC, 2007 ter ambient averaged concentration n Standard10 (Guidelin concentra incremental at receptor (µg/m3) e Value)11 tion GLC (µg/m3) locations (µg/m3) (µg/m3) 2019-20 2019-20 Section 1- - Dhaka (Katchpur)-Narsingdi, (Ch. 0.000-5.000)

PM2.5 39.9 12.8 52.7 24 hr. 65 25

PM10 64.1 21.9 86 24 hr. 150 50 CO 46.3 265 311.3 8 hr. 10,000 - 3.0 26.8 29.8 Annual - - NOx 109.1 18.6 127.7 24 hr. - - 10.9 4.0 14.9 Annual 100 - Section 2- Narsingdi-Bhairab Bridge Approach (Ch. 62.500-67.500)

PM2.5 50.4 17.4 67.8 24 hr. 65 25

PM10 91.5 32.0 123.5 24 hr. 150 50 CO 127.3 365 492.3 8 hr. 10,000 - 8.3 46.2 54.5 Annual - - NOx 91.5 27.1 118.6 24 hr. - - 9.2 6.8 16 Annual 100 - Section 3- Sarail (B. Baria)-Jagadishpur (Ch. 96.000-101.000)

PM2.5 49.7 6.6 56.3 24 hr. 65 25

PM10 69.0 18.5 87.5 24 hr. 150 50 CO 80.0 163 243 8 hr. 10,000 - 5.2 10.6 15.8 Annual - - NOx 69.0 15.0 84 24 hr. - - 6.9 3.1 10 Annual 100 - Section 4- Jagadishpur- Shayestaganj (Ch. 125.000-130.000)

10 The Bangladesh National Ambient Air Quality Standards have been taken from the Environmental Conservation Rules, 1997, which was amended on 19 July 2005, vide S.R.O. No. 220-Law/2005. 11 Environmental, Health, and Safety Guidelines General EHS Guidelines: Air Emission and Ambient Air Quality (WHO ambient Air Quality Guidelines), International Finance Corporation, April 30, 2007

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Parame Baseline 24 Hourly Total Duratio Bangladesh IFC, 2007 ter ambient averaged concentration n Standard10 (Guidelin concentra incremental at receptor (µg/m3) e Value)11 tion GLC (µg/m3) locations (µg/m3) (µg/m3) 2019-20 2019-20

PM2.5 40.9 11.7 52.6 24 hr. 65 25

PM10 79.7 16.3 96 24 hr. 150 50 CO 78.4 215 293.4 8 hr. 10,000 - 5.1 14.0 19.1 Annual - NOx 65.4 13.5 78.9 24 hr. - 6.5 3.3 9.8 Annual 100 - Section 5- Shayestaganj-Sherpur (Ch. 165.000-170.000)

PM2.5 31.3 6.3 37.6 24 hr. 65 25

PM10 65.1 9.1 74.2 24 hr. 150 50 64.8 128 192.8 8 hr. 10,000 - CO 4.2 8.3 12.5 Annual - - 62.3 8.1 70.4 24 hr. - - NOx 13.0 1.7 14.7 Annual 100 - Section 6- Sherpur–Sylhet Bypass–HRC (Ch. 210.000- 215.000)

PM2.5 53.2 14.5 67.7 24 hr. 65 25

PM10 107.8 40.5 148.3 24 hr. 150 50 83.7 357 440.7 8 hr. 10,000 - CO 5.4 36.3 41.7 Annual - - 81.3 34.4 115.7 24 hr. - - NOx 21.2 9.0 30.2 Annual 100 -

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Table 43: Distance-wise Predicted GLCs from edge of project road

3 Pollution Concentration (µg/m )

Pollutants Year Distance from the edge of the road, m. (Left side) Distance from the edge of the road, m. (Right side)

-200 -150 -100 -60 -45 -30 -15 15 30 45 60 100 150 200

Section 1- Dhaka (Katchpur)-Narsingdi (Ch. 0.000-5.000)

PM2.5 2019-20 8.82 9.23 15 15.7 17.8 19.8 22.3 23.1 23.1 23.1 21.1 17.3 13.5 10.1

PM10 2019-20 15.7 22.3 29.1 35.8 39.6 39.6 39.6 39.7 39.7 39.6 36.1 29.7 23.2 17.2

NOx 2019-20 2.81 4.45 6.43 8.36 9.39 9.41 9.42 9.36 9.34 9.33 8.26 6.39 4.49 2.97

CO 2019-20 190 262 334 404 444 444 444 445 445 445 409 342 275 210

Section 2- Narsingdi-Bhairab Bridge Approach (Ch. 62.500-67.500)

PM2.5 2019-20 5.11 7.47 8.15 14.1 19.7 21.4 22 21.9 20.9 18.6 14.2 8.34 6.98 5.21

PM10 2019-20 9.39 12.8 15 25.9 34 38.3 40.6 40.6 38.4 34.2 26.1 15.3 12.8 9.63

NOx 2019-20 7.97 10.9 12.7 22 28.8 32.4 34.4 34.4 32.5 29 22.1 13 10.9 8.16

CO 2019-20 115 157 183 293 374 416 439 439 417 376 294 187 157 119

Section 3- Sarail (B. Baria)-Jagadishpur (Ch. 96.000-101.000)

PM2.5 2019-20 4.74 5.26 7.6 10.6 13.5 13.9 14 12.7 12 11.4 10.6 7.44 5.9 4.87

PM10 2019-20 14.2 15.9 23.2 38.1 39.3 39.4 39.7 35.9 33.9 32.1 30 21 16.6 13.7

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3 Pollution Concentration (µg/m )

Pollutants Year Distance from the edge of the road, m. (Left side) Distance from the edge of the road, m. (Right side)

-200 -150 -100 -60 -45 -30 -15 15 30 45 60 100 150 200

NOx 2019-20 2.37 2.69 4.17 7.43 7.68 7.7 7.76 7.01 6.6 6.2 5.73 3.67 2.76 2.22

CO 2019-20 125 141 201 320 329 330 332 304 289 274 257 184 147 122

Section 4- Jagadishpur- Shayestaganj (Ch. 125.000-130.000)

PM2.5 2019-20 4.96 6.21 7.67 12.9 13.2 13.2 13.2 12.1 10.8 9.98 9.51 8.81 5.32 5.09

PM10 2019-20 6.69 8.28 10.3 17.6 18.2 18.2 18.2 16.3 14.8 13.7 13 12 7.4 7.08

NOx 2019-20 1.21 1.53 1.98 3.67 3.77 3.77 3.78 3.37 2.91 2.61 2.42 2.2 1.23 1.16

CO 2019-20 86.2 107 133 227 234 236 236 210 196 182 174 162 102 97.7

Section 5- Shayestaganj-Sherpur (Ch. 165.000-170.000)

PM2.5 2019-20 4.08 4.53 6.36 7.14 8.4 11.2 12.9 14.2 14 13.9 13.1 5.16 4.65 3.54

PM10 2019-20 5.98 7.2 9.21 14.7 17.1 19.1 20.4 20.5 19.4 17.5 15 7.56 6.37 5.06

NOx 2019-20 1.06 1.31 1.79 3.34 4.02 4.59 4.95 4.97 4.66 4.12 3.43 1.34 1.07 0.778

CO 2019-20 79.4 95.2 118 176 200 220 232 233 222 203 180 105 87.8 69.7

Section 6- Sherpur – Sylhet Bypass – HRC (Ch. 210.000-215.000)

PM2.5 2019-20 7.69 9.06 11.1 11.8 11.9 12.2 12.5 12.6 12.4 11.9 11.3 9.08 8.3 6.4

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3 Pollution Concentration (µg/m )

Pollutants Year Distance from the edge of the road, m. (Left side) Distance from the edge of the road, m. (Right side)

-200 -150 -100 -60 -45 -30 -15 15 30 45 60 100 150 200

PM10 2019-20 21.4 25.2 30.8 32.7 33 34 34.8 35.2 34.3 33 31.2 24.9 22.6 17.4

NOx 2019-20 4.03 5 6.37 6.82 6.88 7.12 7.32 7.46 7.28 6.99 6.59 5.08 4.57 3.25

CO 2019-20 198 228 275 291 295 304 311 314 306 294 279 224 204 160

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298. Summary of Analysis: The ground level concentration isopleths of six road sections have been presented as in Annex 21. The modeling shows the predicted incremental pollutant concentration at identified receptor points is as follows;

299. PM2.5: The predicted 24-hourly ground level concentration of PM2.5 in the discrete receptors are found range from 6.3-17.4 µg/m3. The highest concentration found at the receptor point of section-2 at Bhairab Bazar Bus Stand (AQ3), whereas the lowest has been determined at section-5 at Dinarpur High School (AQ6). Overall, 24-hourly incremental PM2.5 concentrations in different receptors of six road sections over the baseline concentration of airshed and are found below the national ambient air quality standard (65 µg/m3) except section-2 and section-6. On the other hand, the overall ambient concentration of PM2.5 exceed the IFC standards at all locations.

300. PM10: 24-hourly predicted PM10 concentration at receptor points of six road sections varies between 9.1-40.5 µg/m3. The highest concentration has been found at the receptor point of section-6 at Bahapur Jame Mosque (AQ8) whereas lowest has been determined at section-5 at Dinarpur High School (AQ6). Overall, 24-hourly incremental PM10 concentrations at all receptors of six road sections over the baseline concentration of airshed are found below the national ambient air quality standard (150 µg/m3) On the other hand, the overall ambient concentration of PM10 exceed the IFC standards at all locations.

301. CO: The predicted 8-hourly CO concentrations at receptor points of six road sections varies between 128-365 µg/m3. The highest concentration has been found at the receptor point of section-2 at Bhairab Bazar Bus Stand (AQ3), whereas lowest has been determined at section-5 at Noor's House, (AQ5). The predicted 8-hourly incremental CO concentrations superimposed over the baseline concentration of the airshed indicates that all receptors of six road sections are below the national ambient air quality standard (10,000 µg/m3) indicating minimum level of CO pollutants at all the selected points.

302. NO: The predicted annual averaged NOx concentrations have been found at selected receptors in the range from 1.7-9.0 µg/m3. The highest concentration has been found at section-6 at Bahapur Jame Mosque (AQ8), whereas lowest has been determined at section- 5 at Noor's House, (AQ5). It is noted, that predicted annual NOx concentrations superimposed over the baseline concentration of the airshed in different selected receptor points of six road sections are below the national ambient air quality standard (100 µg/m3) at all receptor points.

303. Analysis of modelling results shows that the predicted incremental concentration levels of PM2.5, PM10, CO and NOx at all the receptors along the project road will moderately contribute to the overall background concentration as a result of vehicular emissions during the construction stage however, the pollution concentration will be well within the permissible limit of national ambient air quality standard of ECR, 1997. Whereas in case of particulates (PM10, PM2.5) emissions, the ambient concentrations will exceed the WHO standard and thus need appropriate dust suppression measures like water sprinkling, dust screen at construction camp, etc. during construction period. It is anticipated that pollution concentration will decrease with distance on either side of the road due to dispersion and assimilation process.

3. Noise and Vibration:

304. Noise: Increases in ambient noise level due to construction activities (land clearing, site preparation, material, equipment, machinery movement, establishment of camps/site offices) are expected. The impacts of noise exposure on the community residing near the work zones will be significant and intensity of the exposure to different receptors will also vary widely. These impacts are temporary in nature as the construction site moves along different

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road stretches. For these operations, the noise levels will increase during the construction period. The machinery involved in the construction operation are dozer, roller, grader, paver, tractors, brooms/rotary brushing, tippers, generators, excavators, etc. produce noise levels in the range of 80 – 95 dB(A) (at a distance of about 5 m from the source). Although this level of noise is higher than permissible limit, it will occur intermittently and temporarily. Noise exposure level attenuates with increase in distance from noise source. There are a number of noise sensitive receptors identified to be impacted especially sensitive religious places like Mosques, Khanka Sharif, Temple, Eidgah, Madrassa, schools, hospitals etc close to the project alignment. Adequate mitigations have been proposed for the remaining structures near the road.

305. MITIGATION MEASURES: • All equipment will be timely serviced and properly maintained to minimize its operational noise. Noise level will be one of the considerations in equipment selection which will favour lower sound power levels. Construction equipment and machinery will be fitted with silencers and maintained properly. • Stationary noise making equipment will be placed along uninhabited stretches. • Timing of noisy construction activities will be regulated near residential areas and sensitive receptors. Maximum construction activities will be undertaken during night time and weekends when sensitive receptors such as schools are not functioning. Alternatively, construction work will be executed during daytime near residential areas. • Utmost measures will be taken for hospitals and health centres along the project roads during construction. Noisy operations will be separated to reduce the total noise generated, and, where feasible, traffic will be re-routed during construction to avoid the accumulation of noise beyond standards and if the abovementioned schemes prove to be inadequate, temporary noise barrier will be provided near identified sensitive locations or near the noise source during construction. • Protection devices (ear plugs or earmuffs) will be provided to the workers operating in the vicinity of high noise generating machines. • Noise monitoring will be carried out to ensure the effectiveness of mitigation • Complaints on noise from local community will be received and addressed through the grievance redress mechanism system.

306. Vibration: Vibration can be felt during construction due to equipment movement, pile driving, compaction, hammering, operation of batching plant and generators, etc. Vibration can cause general annoyance, sleep disturbance, architectural and structural damage to properties. In general, structural damage to the building caused by vibration phenomena are extremely rare and almost generally generated by the contribution of other factors. Other forms of damage defined “threshold level," is the one that, without compromising the structural safety of the buildings, can cause a reduction of the value or the use. The damage threshold takes the form of cracks in the plaster, enhancements of existing cracks, damage of architectural elements. Vibration standards provide a guide for the selection of appropriate methods of measurement, data processing and evaluation of the vibratory phenomena for the evaluation of the effects of vibration on buildings (risk of structural damage), with reference to their structural response and architectural integrity.

307. Construction Vibration Assessment: Construction activity can result in varying degrees of ground vibration, depending on the equipment and methods employed. Operation of construction equipment causes ground vibrations that spread through the ground and diminish in strength with distance. Buildings founded on the soil near the construction site

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respond to these vibrations with varying results, ranging from no perceptible effects at the lowest levels, low rumbling sounds and perceptible vibrations at moderate levels, and slight damage at the highest levels. While ground vibrations from construction activities do not often reach the levels that can damage structures, fragile buildings must receive special consideration. The construction vibration criteria include consideration of the building condition.

A quantitative construction vibration analysis is appropriate for projects where construction vibration may result in building damage or prolonged annoyance. For example, activities such as pile driving, vibratory compaction, demolition, and drilling or excavation near sensitive structures require a quantitative analysis.

Assessment of the present project has referred to the average source levels velocity measured for various types of construction equipment from Transit Noise and Vibration Impact Assessment Manual of Federal Transit Administration Report No. 0123. (https://www.transit.dot.gov/sites/fta.dot.gov/files/docs/research-innovation/118131/transit- noise-and-vibration-impact-assessment-manual-fta-report-no-0123_0.pdf).

The vibration velocity level is measured in decibel scale (VdB). Peak Particle Velocity (PPV) represents the peak signal value of an oscillating vibration velocity waveform and is often used in monitoring of construction vibration since it is related to the stresses that are experienced by buildings and is not used to evaluate human response. Root Mean Square arithmetic average of the squared amplitude of the signal which represent to convey the magnitude of the vibration signal felt by the human body. Table 46 presents the referred average source levels vibration velocity at a reference distance of 25 ft for various types of construction equipment measured under a wide variety of construction activities where the approximate rms vibration velocity levels (Lv) were calculated from the PPV limits using a crest factor of 4, representing a PPV-rms difference of 12 dB. Ratio of PPV to maximum rms amplitude is defined as the crest factor for the signal.

Table 44. Vibration Source Levels at 25 ft for Construction Equipment

Equipment PPVref at 25 ft, Approximate rms vibration inche/sec velocity (Lv *) at 25 ft (VdB) Pile Driver (impact) upper range 1.518 112 typical 0.644 104 Pile Driver (sonic) upper range 0.734 105 typical 0.17 93 Vibratory Roller 0.21 94 Large bulldozer 0.089 87 Loaded Truck 0.076 86 Jack Hammer 0.035 79 Small bulldozer 0.003 58 *RMS velocity in decibels, VdB re 1 micro-inche/sec 308. Damage Assessment: Assessment of building damage from construction vibration for each piece of equipment individually is generally assessed in terms of peak particle velocity (PPV) generated from the equipment. To estimate the PPV with receptor distances, model equation 1 is employed to apply the propagation adjustment to the source reference level to account for the distance from the equipment to the receiver. Note that the equation is based on point sources with normal propagation conditions.

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. = × ……………………………………………………………1 25 1 5 Where,𝑃𝑃𝑃𝑃𝑃𝑃𝑃𝑃𝑃𝑃𝑃𝑃𝑃𝑃𝑃𝑃 𝑃𝑃𝑃𝑃𝑃𝑃𝑃𝑃𝑃𝑃𝑃𝑃 � 𝐷𝐷 � PPVequip = the peak particle velocity of the equipment adjusted for distance, in/sec PPVref = the source reference vibration level at 25 ft, in ft D = distance from the equipment to the receiver, ft

Table 45: Estimated PPV at various distance from equipment’s in mm/sec

Equipment’s PPVref PPV at 50 PPV at PPV at DIN 4150-3:1999 at 25 ft, ft, mm/sec 75 ft, 100 ft, criteria for mm/sec mm/sec mm/sec Structural damage in mm/sec Day Night Pile Driver Upper 38.557 13.632 2.623 0.328 5 1 (impact) range typical 16.358 5.783 1.113 0.139 5 1 Pile Driver Upper 18.644 6.592 1.269 0.159 5 1 (sonic) range typical 4.318 1.527 0.294 0.037 5 1 Vibratory 5.334 1.886 0.363 0.045 5 1 Roller Large 2.261 0.799 0.154 0.019 5 1 bulldozer Loaded 1.930 0.682 0.131 0.016 5 1 Truck Jack 0.889 0.314 0.060 0.008 5 1 Hammer Small 0.076 0.027 0.005 0.001 5 1 bulldozer

309. Annoyance Assessment: Ground-borne vibration related to human annoyance is related to rms velocity levels (Lv), expressed in VdB. Estimate the vibration level (Lv) using equation 2

. = 30 log 𝐷𝐷 𝐿𝐿𝐿𝐿Where,𝑑𝑑𝑃𝑃𝑑𝑑𝑑𝑑𝑑𝑑𝑑𝑑𝑑𝑑𝑃𝑃 𝐿𝐿𝐿𝐿𝑃𝑃𝑃𝑃𝑃𝑃 − ∗ 10 25 Lv.distance = the rms velocity level adjusted for distance, VdB Lvref = the source reference vibration level at 25 ft, VdB D = distance from the equipment to the receiver, ft

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Table 46: Estimated approximate RMS vibration velocity level (Lv) with distances.

Equipment’s Approximat Approximat Approximat Approximat Constructio e (Lv *) at 25 e (Lv *) at 50 e (Lv *) at 75 e (Lv *) at n Vibration ft (VdB) ft (VdB) ft (VdB) 100 ft (VdB) Damage criteria on Buildings* Pile Driver Upper 112 102.969 88.655 70.594 90 (impact) range typical 104 94.969 80.655 62.594 90 Pile Driver (sonic) Upper 105 95.969 81.655 63.594 90 range typical 93 83.969 69.655 51.594 90 Vibratory Roller 94 84.969 70.655 52.594 90 Large bulldozer 87 77.969 63.655 45.594 90 Loaded Truck 86 76.969 62.655 44.594 90 Jack Hammer 79 69.969 55.655 37.594 90 Small bulldozer 58 48.969 34.655 16.594 90 *Criteria referred from FTA Report No. 0123 for Damage criteria Buildings extremely susceptible to vibration damage Category as worst-case scenario.

310. Analysis of Construction Vibration Impact: It is important to assess potential damage effects from construction vibration for each piece of equipment individually. Pile- driving is one of the greatest sources of vibration associated with equipment used during construction of a project. Table 47 shows that the estimated PPV is found to be maximum for both impact type and sonic type pile driver activities within 50 ft (15 m) from the operating equipment. However after a distance of 50 ft (i.e 15m), operation of these equipment will have significantly less than the criteria set in German Standard DIN 4150-3:1999 “Structural Vibration – Part 3: Effects of vibration on structures” damage for daytime operation of equipment’s. It should be noted that equipment operating at the same time could increase vibration levels substantially and predicting any increase could be difficult in that situation. On the other hand, Table 48 presents the estimated approximate RMS vibration velocity level (Lv) which shows that after 100 ft (i.e 30m) the estimated level will be maximum of 70 VdB due to operation of impact type Pile driver which is also found to be below the damage criteria of buildings extremely susceptible to vibration damage category (worst-case scenario). Finally, it can be commented from the study that as most of the sensitive receptors are located away from 15m of the project road, the anticipated impact on sensitive receptors is expected to be minimal. Nevertheless, the sensitive receptors situated within the 15m range will be provided adequate mitigation measures as follows.

311. MITIGATION MEASURES: The criteria presented in this section is to assess the environmental impact during the operation phase to identify problem locations that must be addressed during the engineering phase. • Piling and other activities will be restricted to day-time only. Sensitivity to vibration increases during the night-time hours in residential neighbourhoods. • Carefully consider the use of impact pile-driving versus drilled piles or the use of a sonic/vibratory pile driver or push pile driver where those processes might create lower vibration levels if geological conditions permit their use. • Sonic pile drivers may provide substantial reduction of vibration levels

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compared to impact pile drivers. however, there are some additional vibration effects of sonic pile drivers that may limit their use in sensitive locations. • Establishing threshold and limiting vibration values for potentially affected structures, based on an assessment of each structure’s ability to withstand the loads and displacements due to construction vibrations. • Route heavily loaded trucks away from residential streets. Select streets with the fewest homes if no alternatives are available. • Select demolition methods involving little to no impact, where possible. • Operate earth-moving equipment on the construction lot as far away from vibration-sensitive sites as possible. • Strictly follow the vibration monitoring plan during the implementation phase and to implement a compliance monitoring program during construction. • Contractor will undertake structure condition surveys of all properties within 15 meters from road edge as well as vibration monitoring during heavy machinery/equipment operation; • No Cultural Heritage sites are identified within the RoW. If any Cultural Heritage sites are identified by chance within or in proximity to ROW during the implementation stage stage of the project appropriate mitigation measures with least particle peak velocity of vibration shall be adopted to avoid any possible damage of Cultural Heritage structures as a result of vibration arising from croad construction activities. • If there are any claims or reports on damage or affect the house occurs, repairs will be undertaken as appropriate by the Contractor; • There are several technical standards, which constitute a useful reference for the evaluation of the disturbance and damages caused by vibration phenomena to be considered as applicable; • Ensure the compliance of vibration standard during construction works. For damage to the buildings, German standard DIN 4150 and BS 7385 may be considered. These standards provide a guide for the selection of appropriate methods of measurement, data processing and evaluation of the vibratory phenomena for the evaluation of the effects of vibration on buildings (risk of structural damage), with reference to their structural response and architectural integrity; • Vibrating machinery like DG sets, water pump etc would be provided with proper acoustic enclosures and rubber paddings near sensitive sites. • Provide PPE like special clothing, earplugs etc. to all workers, those are exposed to vibration at the site.

4. Topography and Geology:

312. Project corridor is defined by two criteria: right of way (RoW); which the RHD is legally entitled to, and Corridor of Impact (CoI), i.e, 200m width of the corridor that will be impacted, directly by the proposed project during the construction and operational. Abutting topography is predominantly open agricultural land. Cut-and-fill operations are confined to RoW to improve/maintain the vertical profile of road. Therefore, overall impact on the topography of the project area is not very significant. Likely impact on the geological resources may occur from the extraction of materials (dredging soil, granular sub-base and aggregates for base courses and bridges). Bangladesh being naturally endowed with vast minor mineral deposits which will be procured from large number of licensed sub-contractors/vendors under operation are readily available. All construction material requirement will be procured from legal quaries after obtaining requisite permission from the compentant authority of the Govt. of Bangladesh.

313. MITIGATION MEASURES: • Dredging soil will be used for road embankment rather than use of vegetative

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soil from borrow area. • Engineer of Supervision Consultant or PIC shall ensure that construction materials are procured from legal quarries. • Cut slopes should be re-vegetated immediately after widening activities. • Quarry areas should be rehabilitated and brought back as far as possible to their previous appearance. • Debris and disposal materials should be disposed of at proper pre-designated sites only. • Topsoil from green field areas will be suitably stock-piled and will be used later in landscaping of disturbed areas.

5. Land and Soil:

314. Loss of Productive Soil and Change in Land use: Loss of topsoil is envisaged during construction stage if construction plant, offices, workers camps, stockyards, and due to widening within RoW and realignments in green field areas. Change in land use is insignificant since widening and improvement is mostly within available RoW except in the realignment sections. Hence, no specific mitigation proposed for land use change.

315. MITIGATION MEASURES: • The topsoil will be stripped to a maximum of 1.5 m depth and stored in stockpiles. • At least 10% of the temporarily acquired area will be earmarked for storing topsoil. • The stockpile will be designed such that the slope does not exceed 1:2 (vertical to horizontal), and the height of the pile will be restricted to 2 m. • Stockpiles will not be surcharged, or otherwise loaded and multiple handling will be kept to a minimum and stock pile will be covered with gunny bags or tarpaulin. • It will be ensured that the topsoil will not be trafficked either before stripping or • when in stockpiles. • To prevent any compaction of soil in the adjoining productive lands, the movement of construction vehicles, machinery and equipment will be restricted to project corridor as much as possible. • The stored topsoil will be utilized for covering disturbed areas including redevelopment of borrow areas after filling dressing of the slopes of embankment.

316. Soil Erosion/Silt Runoff: Slopes of the project roads are relatively unstable as the embankments of the roads are proposed to raise compared to the adjacent lands. Soil erosion may take place near cutting areas, at steep and un-compacted embankment slope, bridge locations and wherever vegetation is cleared. Soil erosion may have cumulative effect like siltation, embankment damage, bridge pier damage, drainage problem etc. Loss of soil due to runoff from earth stockpiles may also lead to siltation.

It is to be noted that, slope protection works is mostly required for the approaches of large bridges more than 100m long span. The highest area of slope protection works is proposed in DS-10 and DS-11, where two major bridges of 750 m and 317.04 m at Sherpur and Shadipur respectively over Kushiyara River will be reconstructed and is prone to flood resulting and erosion due to intensive wave action. Similarly, slope protection work is also proposed under DS-5 for two major bridges over Titas River at

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Shah Bazar of 249.99 m and Rampur of 234.7m. Similarly, slope protection is proposed in DS-4 two major bridges of 402.36 m and of 594.45 m on Airal khan and Old Brahmaputra rivers respectively. In above slope protection work is also proposed in seven minor bridges, one overpass, one rail over bridges etc.

317. MITIGATION MEASURES: • Turfing of road embankment slopes will be done along the entire road stretch with grass by simple planting of grass roots and saplings. For this purpose, a total 6,337,654 sqm grass turfing is estimated for 13 contract packages as provided in Table 12. • Side slopes of the road embankment will not be steeper than 2H: 1V. • The topsoil will be stripped to a maximum of 1.5 m depth and stored in stockpiles; • At least 10% of the temporarily acquired area will be used for storing topsoil for reusing as cladding on embankment slopes; • The stockpile will be designed such that the slope does not exceed 1:2 (vertical to horizontal), and the height of the pile will be restricted to 2 m; • Stockpile will be covered with gunny bags or tarpaulin during dry season at roadsides; • To prevent any compaction of soil in the adjoining productive agri- lands, the movement of construction vehicles, machinery and equipment will be restricted to project corridor as much as possible; • The stored topsoil will be utilized for covering disturbed areas including redevelopment of borrow areas after filling dressing of the slopes of embankment. . Where simple planting and seeding is not effective, slope reinforcement method of vegetation may be considered, as the slopes will be covered with open mesh of natural fibers such as coir or jute, or of geo-synthetics, followed by planting of grass and bushes; • Suitable erosion control measures like C.C. blocks including Geotextile protection have been proposed at erosion prone areas at DS-10; . Bio-engineering solution for erosion control should be undertaken by planting vegetation or locally available creeping grass turfing. Its root goes up to 50-75 mm deep into the slopes serving as a soil anchor and resist erosion while promoting good landscaping;

Figure 42. Bio-Engineering Slope Protection Works

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. As per design in Table 12 adequate protection works will be provided at the erosion sensitive areas (river approaches, embankment, Overpass, ROB and wave action specific locations. etc. A total 1,143,689 sqm C.C. blocks including Geotextile is proposed for whole project, of which highest amount 2,26,728 sqm is proposed in DS-10. • Reinforced earth walls will be constructed at major bridge approaches for river bank protection measures and other sites based on site specific requirement. A total of 41,895 sqm of Reinforced Earth Wall is proposed for the project and the highest is proposed in 10,395 sqm is under DS-2. • Sherpur bridge approaches is identified to require high protection of CC blocks and geotexrile due to intense wave action; • Where slopes are of highly erodible materials or other adverse conditions prevail, the vulnerable slope surface is covered with protective surfacing. • Provision of adequate side drains to guide the water to natural outfalls and control the erosion.

318. Compaction and Contamination of Soil: Soil of the haulage roads and construction camp area may be compacted due to movement of construction vehicles, machineries and equipment, and due to siting of construction camps and workshops. Soil may get contaminated due to inappropriate disposal of liquid waste, (lubricant and fuel spills, vehicle/equipment washing effluent) and solid waste (fuel filters, oily rags) likely to be generated from repair and maintenance of transport vehicles, construction equipment and machinery. Soil may also get contaminated due to inappropriate disposal of domestic solid waste and sewage from construction camps. Subsoil contamination may also be attributed to: scarified bitumen wastes, operation of the emulsion sprayer and laying of hot mix, storage and stockyards of bitumen and emulsion, excess production of hot mix and rejected materials.

319. MITIGATION MEASURES: • Fuel and lubricants will be stored at the pre-defined storage location. The storage area will be paved with gentle slope to a corner and connected with a chamber to collect any spills of the oils. • Unavoidable waste will be stored at the designated place prior to disposal. To avoid soil contamination at the wash-down and re-fueling areas, oil interceptors will be provided. Oil and grease spill and oil-soaked materials are to be collected and stored in labelled containers and sold off to authorized rerefiners. • Movement of construction vehicles, machinery and equipment will be restricted to the designated haulage route. • Approach roads will be designed along the barren and hard soil area to reduce the compaction induced impact on soil. • The productive land will be reclaimed after construction activity. • Septic tank/mobile toilets fitted with anaerobic treatment will be provided at camp. • Domestic waste at construction camp will be segregated into biodegradable and non-biodegradable waste. Non-biodegradable waste will be given or sold to relevant agents for recycling or disposed in the nearest dumping site following environmentally friendly practices.

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6. Water Resources:

320. Alteration in general hydrology: Reduction of natural surface water drainage is common at construction sites, since the project corridor cuts across a mostly low-lying agricultural land and canals, the likelihood of a negative effect is high. The construction of road with widened embankment will cut across the floodplain used for crop production particularly in the realignment sections in Madhabdi-Panchdona, Lalabazar-PHR Chattar, and Sherpur bridge approaches. Insufficient cross drainages provision with inadequate size may cause alteration of normal hydrology of the catchment areas. In addition, some sections of the existing road embankment height less than Highest Flood Level (HFL), therefore, proper monitoring of surface hydrology is required to prevent innundation and good mitigative measures are essentially required with adequate numbers of cross-drainage structures.

321. MITIGATION MEASURE: • Provision is made for adequate size and number of cross drainage structures particularly, at the areas where land is sloping towards road alignment at new improved alignments sections; • Approach road level shall be raised above HFL level wherever road level is lesser than HFL; • Reconstruction and new construction of 305 culverts and 66 bridges as per design has been done after design review during before implementation work; • Propose temporary diversions to prevent blockage of any water channel during construction activities of cross drainage structures. • Visual monitoring any blockage in cross-drainage and longitudinal drains from construction debris and clearing the same before the onset of monsoon.

322. Water logging/ Drainage Problem: The construction of the road embankment, bridges and culverts will significantly alter the local drainage network, if proper designs are not adopted. The project hydrologists has designed the surface water drainage system that taking into consideration of the anticipated local flooding, accommodating the likely land-use disruption due to proposed realignments sections and proposed widening of the existing road by proposing required construction of 371 culverts and bridges. Improper construction of new embankment may cause serious drainage problems around the approaches of the bridges/ culverts as well locality. Earthwork activities during construction of embankment and the construction of the bridges, culverts may result in drainage congestion.

323. MITIGATION MEASURES: • A drainage network is proposed which diverts runoff away from the embankment safely into existing nearby natural waterbodies/ drains, allowing for a slow discharge; • A draining channel plan is to be maintained by the contractors for all culverts and bridges construction site ensuring natural water flow during the construction period, in the case where watercourse might be blocked for construction purpose; • The contractor should, as part of the mitigation measures, carefully ensure all earthworks are constructed according to design, specifications and in dry season.

324. Siltation in Surface Water bodies during Construction: Improper earth works for road embankment may cause siltation of the adjacent waterbody due to erosion of new slopes. Disposal of solid (construction debris) and liquid wastes directly into surface water body also creates siltation in water bodies and contaminate the surface water bodies, which ultimately affects the fish population and other aquatic life.

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The dredging activities for fill materials for road embankments and the discharge of effluent from the hydraulic fill areas will also increases the suspended sediment load of the river and increase turbidity, posing a potential threat to aquatic organisms downstream. Increased turbidity in water reduces light penetration, thereby interfering with the photosynthetic process.

325. MITIGATION MEASURES: • Slopes to be modified suitably to restrict the soil debris entering water bodies/ existing fish harvesting (fish ponds) alongside the road; • Silt/sediment should be collected and stockpiled for possible reuse as surfacing of slopes where they have to be re-vegetated • To prevent siltation in the ponds and wells, silt fencing will be installed near slopes located adjacent to the RoW, for the survival of fish and aquatic biology. • Contractors will install temporary silt traps or sedimentation basins along the drainage leading to the water bodies; • Retaining walls and breast walls/toe wall have been proposed to prevent erosion, if necessary

326. Deterioration of Surface Water Quality: Surface water at project sites may be polluted due to uncontrolled discharge of liquid effluent, faecal runoff from camp and sites from toilet facilities and direct disposal solid waste directly into the water bodies, erosion from poorly secured construction site, spilled lubricants and fuels and other contamination from work camps and the construction operations. Deterioration of surface water quality also occurs from siltation by the project activities.

327. During construction of bridges, the surface water bodies at bridges site is likely to be contaminated and degrade the water quality through increasing water turbidity, leakage oil and greases from the construction equipments etc. During pilling the use of drilling fluid (contains toxicants), if spilled, may cause water quality degradation and will affect the aquatic flora and fauna. Additionally, faecal runoff from labor camp toilet facilities are also potential causes to pollute the surface water quality of the major water bodies, rivers and channels.

Dredging activities, poorly planned stockpiling and uncontrolled dumping of overburden, and chemical/fuel spills from equipment and machinery involved in dredging may cause deterioration of water quality for downstream users and intoxication of aquatic life. These activities may increase turbidity level increasing the sediment load; resulting in polluting the water quality, which affect propagation of fishes and other aquatic life mainly benthic organisms. Furthermore, turbulent flow from dredging significantly affect the macro-benthic life, since riverbed materials are their habitat.

To establish the baseline water quality along the project corridor, baseline surface water samples were collected for laboratory analysis from six locations, 100m upstream and downstream of the proposed bridge crossing areas. Test results of surface water quality parameters and found within the acceptable range of water quality standards prescribed by DoE. During the construction period, it is likely that surface water quality may be contaminated, due to construction activities.

328. MITIGATION MEASURES: • Construction wastes, effluents and other contaminant materials at camp/work sites to be stored, handled, transported and disposed of in planned manners; • The contractor should carefully control all wastes and manage the use of petroleum products/ boring fluid of piers during construction of bridges; • To prevent sewage pollution, contractors should install proper construction camp toilet facilities, via either septic tanks, engineered pit privies or other toilet facilities at sites and do not dispose sewage directly into rivers and any water bodies;

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• Restrict the construction works near waterways/water bodies during the monsoon season; • Dredged spoil should be reused as much as possible instead of being dumped into the river. • The effluent of a hydraulic fill may contain high concentrations of suspended sediment, causing increased turbidity in the receiving waters. The concentration of suspended sediment in the effluent from the dredged material, discharged into natural or existing water courses, should not exceed 4,000 ppm; • If bentonite mud is used as drilling fluid to stabilize the boreholes/ piles, the disposal of bentonite slurry should be done in such a way that the solution does not pollute soil or surface water. Direct disposal of this slurry into water body should not be allowed. Drainage of this wastage into water bodies should be controlled through the collection of bentonite slurry in confined storage drum /or preparation of small settling impermeable tanks near the site. The settled slag from the bottom of the drum/ tank should be taken off weekly and disposed of as sanitation landfill material or fill material for the road embankment. The decanted wastewater from the tanks can be allowed to pass into the surface water after testing the pollution level of the wastewater; • Not to pollute river water during concrete work, from cement slag and from spills of oil / fuel, by providing diversions and other measures appropriate to specific site; • No construction camp will be set-up within 500 m of any water body; • Vehicles parking and repairing, fuel and hazardous material storage areas will be located away from any water body. Vehicle parking and maintenance areas will have waterproof floors from which drainage is collected and treated to legal standards; • Vehicles will be refueled only in dedicated areas using pumps and pipes to avoid spillage during manul refueling in waterproof floors from which drainage flows to an oil/water separator before discharge. • All waste oil will be collected and stored in sealed damage-proof containers and to be disposed or recycle; • Temporary retention ponds, interception drains, and silt traps will be installed to prevent silt laden water from entering adjacent water bodies/waterways; • A surface quality monitoring programme should be undertaken quarterly following methods used for baseline monitoring during the construction years, with semi-annual reports to ADB, tracking water quality conditions in relation to the background data;

329. Deterioration of Groundwater Quality: Generally, the common impacts on groundwater are caused by the construction activities, operation of labor camps (water and sanitation), haul routes, use of polluted water, waste generation, fuel storage etc. Mishandling and accidental spillage of toxic chemicals such as fuel, lubricants, thinner and solvents may also contaminate the ground water system through infiltration.

In addition, the faecal contamination from construction camp and yards can also take place from toilets and sewerage system, if built structures like anaerobic treatment units possess a leak, the ground water quality is likely to be affected by the influents. The leachate generated at the solid waste disposal site will contaminate the groundwater system.

330. MITIGATION MEASURES: • To control the accidental spillage of toxic chemicals such as fuel, lubricants, thinner and solvents during construction works and properly handled the chemicals; • Provide sanitary latrines in the construction camps and sites offices to be located at a safe distance from hand tube wells in the construction sites;

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• To minimize the risk of sewage contaminating the groundwater aquifer, licensed professionals must complete well lining and sealing of ring slabs of the toilets; • All wastes and effluents to be disposed of offsite in accordance with existing waste water disposal regulations, ECR 1997; • All solid waste from project offices and labor camps should be disposed of at designated off site and approved by Supervision Consultant or PIC; If groundwater wells are needed, they must be permitted and drilled to a depth of >200 m if Arsenic contamination exits in shallow aquifer, and properly sealed to prevent leakage. • Contractor will ensure that all operational borewells are sealed properly before the closure of the construction camp(s) to avoid contamination of ground water aquifer during monsoon.

7. Ecological Resources:

331. Terrestrial and Aquatic Flora: A total of 2,59,670 trees are enumerated to be directly impacted under 13 contracts packages in order to get a hinderance free stretch during construction. Earth filling for the embankment, the movement of construction vehicles and other activities may intrude outside ROW of the project across the floodplain/agricultural lands which is also likely to create adverse impacts as permanent/temporary loss of some habitats and loss of terrestrial herbaceous communities and aquatic plants. Aquatic vegetation will also be disturbed due to the pollution of surface water, mainly construction of culverts and bridge, spillage of chemicals, run off the wastewater, disposal of solid and liquid waste into the water body and increase in turbidity due will lead to reduction of light penetration makes unsuitable for the survival of the aquatic flora. However, this impact is temporary and insignificant since most of the waterways are non-perennial (most culverts) and construction of bridges will be mostly during summer. Moreover, the whole COI is located within modified habitat and will not impact any natural habitat.

Likely, the dust generation by construction vehicle movement and construction related activity (e.g. asphalt plant) would settle on plants and crops, which will lead to their plant health deterioration by blockage of stomatal pores of leaves and reduction in crops yeilds. In addition, emission from the vehicular exhaust will settle on surrounding vegetation, which will create localized damage to terrestrial vegetation including disturbance of natural habitat environments. Pavement work may cause air pollution to the surrounding flora; this in turn may lead to decreased agricultural production during execution of the works.

332. MITIGATION MEASURE: • PIU Biodiversity Expert to prepare project biodiversity management plan • Requisite permission from Forest Department will be secured for cutting of trees. • Limit the construction works within the RoW and use of temporary land outside of the RoW only after obtaining permission from RHD or PIC and MoU with land owner and consultation with local people affected; • A rapid revegetation / Tree Planting Programme (TPP) will be implemented on roadside slops so that habitat to recover quickly; • Re-plantation of approximate 213,408 saplings nearly in 1:3 ratio of felled trees (ie.,85,392 RHD+762 Govt. CPRs premises) will be conducted as a mandatory compensatory plantation; • TEEMP modeling implies that both business as usual scenario (BAU) and with project scenario (WPS) of the project road is having CO2 emissions above 100,000 tons per year threshold set in the ADB SPS 2009 guideline. So to

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compensate GHG emission due to increased traffic of the project, during operation period, additional trees plantation is essentially required. • Thus, additional plantation of 13,40,379 saplings in nearly 1:8 ratio of tress felled from private lands and private CPR land (as 16,5045+8469 = 173,514) will be planted, on available spaces on road embankment, road verges available space with RHD land or other govt. land, schools, temple, mosque, rest house, service area, new improved alignment, etc. • Consultation with concerned authority regarding appropriate species for afforestation along the VSZ, particularly in Habiganj, to achieve net gain of suitable nesting trees for vultures and other avian species; • Plantation involving the participation local community in planting the seeding, nursing, and maintenance based on a benefit-sharing agreement with them should be considered; • Involving local communities and/ or an NGO and Forest Department to undertake the planting and management of sections of the alignment will be done as Social Afforestation Program (SFP). This will offer a significant opportunity to bring benefits to the local community and to Project Affected Persons (PAP’s), vulnerable groups, particularly women by direct involvement in the program. Otherwise, RHD Arboriculture Department will be instructed to undertake this work with a specialist firm or NGO; • Preacaution will be taken to avoid planting of invasive species accidentally mixed with the native species through quality checks of saplings. • Plantation of sampling, fencing, watering, and manuring requirements and 3 yrs. maintenance with restricted pesticides use will also be included in TPP of SFP; • Undertake Tree Plantation scheme for planting on the embankment slope with short shrub species, which do not become rooted, destabilizing the embankment, restricting visibility and risking rail operations. For safe traffic operation, vertical clearance between the crown of the carriageway and lowest part of overhang of the tree available across the roadway will conform to Road Safety Manual of RHD. • Replantation program includes planting on edge of road embankments and slopes, approached of Bridges and culverts to compensate for the loss of vegetation available areas in rest areas and Axle Load Station premises, to reduce the risk of erosion of the banks, and finally as a noise reducing wall. • Upon completion of embankment, grass turfing and planting should be done on embankment and slopes. Dense and well-rooted growth of permanent grasses should be planted to eliminate dust and erosion. • Plant Vetiver grass on the embankment slope to compensate loss of herbs as well as to prevent embankment soil erosion. • Restrict dumping and storage of spoil and other materials close to trees, to ensure that trees are not damaged; • Ensure that no wood is used as fuel wood for heating bitumen and other construction activities. • Avoid siltation of water bodies through temporary silt fencing to control tubidity leading to reduction of light penetration making undesirable place for aquatic fauna and flora.

333. Terrestrial and Aquatic Fauna: Huge numbers of trees cutting will have some temporary and localized impacts on terrestrial fauna, such birds, reptiles etc. Whereas, cutting of a small hill under Contract Package DS-7 will have significant impact on wildlife. During construction phase, the pollutants may enter the river water and or other water bodies potentially from pilling works of bridges/ culverts construction and dredging operations, from accidental spills and discharge of effluents from stroage sites. Water quality deterioration will

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reduce primary productivity of the biota in the water body, which will affect the breeding ground of aquatic animals, but it is temporary insignificant impacts.

Some birds at construction sites will temporarily be disturbed due to the felling of large number of roadsides trees. Migratory birds are also likely to be disturbed during construction of large bridges at river banks of Arial Khan, old Brahmaputra, Titas, Shutang, Khowai, Kushiyara rivers etc. The common migratory birds available in project area are Indian Cuckoo (Boukothakou Papia), White Wagtail (Sada Khonjon), Striated Grassbird (Dagi Ghas Pakhi), Lesser Sand Plover (Chhoto Duljiria), Grey-headed Lapwing (Metematha Titi), Common Sandpiper ( Pati Batan), Wood Sandpiper (Ban Batan), Barn Swallow (Metho Ababil), Grey Wagtail (Mete Khonjon), Paddyfield Pipit (Dhani Tulika) etc.

334. Fish Resources: During the construction of cross drainage structures, particularly major bridges, due to piling activities, discharge of dredge spoil effluent and other discharged pollutants from construction activities and operation of equipments may have detrimental effect on the fish, dolphin, turtles, and other aquatic species’ habitat at major rivers like old Brahmaputra river, Kushiyara river, and other waterbodies traversed by the project.

335. MITIGATION MEASURE: • Restrictions against hunting or any disturbance of migratory birds at construction area with commensurate penalties or fines • Tree felling will be avoided during breeding, nesting and foraging period of birds to the extent possible. • Fish migration route and spawn seasons should be considered during construction works to avoid the damage of the fish resources. In mid-October spawn of small fishes are found indicates a wide time span is valid for breeding season of fishes. • Fish migration and movement are important aspects that strengthen and enrich biodiversity. For understanding of fish movement pattern in the upstream and downstream (from project area) the state of availability of fishes to be identified in the rivers of Old Brahmaputra River, Arial kha, Titas Khowai, Kushiyara etc., at major bridges locations in the project area. • Attention should be given on adverse impacts on fisheries and monitor the fishing production, if possible, limit the construction works in the monsoon season. • Control accidental spills and ensure proper discharge of effluents from project offices, construction sites and labor camps away into the surface water body.

336. Dolphin and turtles: According to local people and officials of Fishery Department no presence of Dolphin the major rivers in the project area like Arial Khan, old Brahmaputra, Titas, Shutang, Khowai, and Kushiyara rivers. The CHA has also ruled out the area as critical habitat for the turtle species, Geoclemys hamiltonii. Nevertheless, the project will do well to increase awareness on these IUCN red-listed species and have a plan ready in case they are sighted during construction. Thus a Dolphin and Turtle Conservation Plan is to be prepared by the Contractor with assistance of the Bangladesh Forest Department and PIU biodiversity expert for the project prior to commencement of civil work, as dolphins are likely to move in any river’s sections having considerable water depth especially during water lean season. Turtles on the other hand may be found in ponds or other freshwater bodies along the road. The construction of major bridges over rivers may pose some threats to Dolphin population and their habitat due to construction activities, particularly during piling works, reinforcement, concreting resulting in deterioration of surface water qualities. The objectives of managing the Gangetic Dolphin and the spotted pond turtle are to ensure the survival of these threatened species, on a precautionary basis. Dolphin is a flagship species which is an quality indicator of river ecosystem and is thus important to ensure conservation of the fish and other aquatic organisms in river ecosystem or indirectly is social and economic dependencies. Little is known on the population of the spotted pond turtle and any information from the project as

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part of the conservation measures will be helpful in conserving this species. The possible mitigation measures for the Dolphin and turtle conservation are presented in Table 49.

Table 47: Dolphin and Turtle Conservation Measures during Construction Work

Significant Possible Mitigation Measures Impacts Killing of Dolphin • Prohibit hunting or teasing in any form if any dolphin or turtle is found or turtles during construction of bridges over big rivers, such as Old Brahmaputra River, Arial Kha river and Kushiyara River etc.

Noise pollution • Use of noise cancelling device in the face of the river or in the yard during construction as a means of noise management. Because noise is very

much harmful for dolphin or turtle breeding. • Installation of temporary noise control barriers where appropriate. • Use of vibratory hammer rather than impact hammer in order to reduce the underwater noise from pile driving. Beside this, use a hydraulic hammer if the impact driving cannot be avoided.

Air quality • Air quality management should be implanted following guideline of DoE. • Covering hauls vehicles carrying dusty materials in construction site. • Contractors will be responsible for careful handling and storages of materials and operation of the equipment in order to reduce the air pollution including dust. • Special attention must be given in storage and handling of petrochemicals in order to avoid environmental hazard and risk. • The generators will be the major sources of air pollution in the construction yard near to bridges location, that should be controlled

Water quality and • Less dredging the river bed and char land, as well as the disposal of Stagnation of the dredging materials, will release in water in accordance with the Dredging Channel Material Management Plan. • Channels should not be blocked by disposed materials; because it can hamper free movement of dolphins and fishes. • Unused concrete should not be disposed into the river water. • Implement waste management plan on the construction works. • All construction materials will be reused, recycled and properly disposed.

Raise Awareness • Develop understanding of breeding and feeding behavior of dolphin, and Avoid turtles, and other key aquatic species among the workers and local Peoples’ people. disturbance • Orientation of the concerned people involved in construction on conservation of the species, and how to let them undisturbed during construction • Organize awareness campaigns with the concerned people including fisher-folks and crew on conservation of the species • Undertake dolphin monitoring in each year of the construction period during December-January

Identification of • Extensive survey of dolphin population at a specified transect line along Dolphin and the Project Bridge locations to estimate their abundance in the river turtles in the • Observer and counting dolphin as one stationed on left-side of the boat, Rivers second one in front and the third one on right side of the boat. Sometimes, four observers participated in the dolphin count activities. • Dolphin population of the impact areas to be as investigated to explore out sites and routes used by the Dolphin for their migration, foraging and breeding.

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Significant Possible Mitigation Measures Impacts • Sightings of turtles, dolphins during construction to be noted and reported in an organized manner and included in monitoring reports

8. Socio-cultural Environment:

337. Temporary Loss of Lands and Livelihood Disruption: The most significant potential social impacts will be due to using of lands by the contractors without getting permission from the owner of land which has not been accounted for in the RP. This is most likely to happen during work close to the RoW boundary, station access road construction and other associated facilities. Straying into private land will aggravate the land owner, damage agricultural crops and create conflicts.

338. Vulnerable households have also been identified during surveys. Apart from other household works most of the inhabitants of this area are engaged in business sectors followed by agriculture and fishing. Normal living of these people will be affected for a certain period; including those are encroachers at the edge of the RoW bringing phycological stress of the affected households/persons. In addition, some poor people having shops, tea stalls, and some other business structures within the RoW area for supporting their household incomes will be evicted, eliminating their livelihoods. Special care to address impacts on these vulnerable section of people are of grave concern.

339. MITIGATION MEASURES: • Restrict /minimum use of land outside the Construction CoI, always as defined and agreed to between RHD and owners in according with approved Land Acquisition Plan and RP, which specifies compensation for all losing land and assets; • Proper compensation should be given for temporary acquisition or use of lands outside of ROW, but only use after agreement with landowners/communities; • The grievance mechanism as defined in this IEE must be implemented; • Implement the Income and Livelihood Restoration Plan (ILRP) with provision for supporting and livelihood restoration of project affected non titled HHs, vulnerable HHs and poor people as per safeguard policy of ADB by extending livelihood support to them; • Employ local affected persons in the project construction work, wherever opportunity exists, and facilitate the access of local poor and affected to social services; • Adequate compensating to vulnerable persons especially, women, ethnicity, age, physical or mental disability, economic disadvantage affected persons.

9. Camp, Worksite Safety and Immigrant Workers:

340. Workers Camps: Improper and inadequate accommodation facilities of the workers and unhygienic maintenance of the construction camps could result in the spread of diseases and health risk of the workers. The adverse impact that may occur if insufficient precautions are taken such as development of slum conditions in the housing area of the laborers, with subsequent insalubrious living conditions, social stress and risks of polluting the surroundings by solid waste, effluent, drainage congestion/ Inadequate drainage.

Poor sanitation may result to transmission of communicable diseases among the workers and the host community. Unsafe potable water facilities and washing areas can lead to water borne disease outbreaks. Improper disposal of solid and liquid wastage from the contractor camps will pollute the surrounding environment. Drainage congestion also creates water logging in the camp and water

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ponding, slushy conditon will be ideal place for the breeding of mosquitoes and other vectors and will pose risk to vector borne diseases like Dengue fever, Malaria, Encephalitis, Chikungunya fever, etc. Other than the above, spread of sexually transmitted disease, diseases from improper handling and supply of food, poor water supply, insect-borne diseases, and alcohol and drug abuse are also likely to happened. Contractor will implement the following mitigation measure as follows.

341. MITIGATION MEASURES: • Provide adequate accommodation of workers, potable drinking water, sanitary toilets and washing, bathing and showers facilities and ensure that these facilities are cleaned and disinfected regularly; • Campsites must be graded and rendered free from depressions to avoid water stagnation. Accommodation and ancillary facilities will be erected and maintained to standards and scales approved by the resident engineer. All camps will be sited at prescribed distance from habitation and water bodies; • Ensure sanitary toilet with septic tanks attached with soak pits and storm water drains for the flow of used water outside the camp. • A regular basis, all drains will be treated with bleaching powder on and the garbage bins must be provided in the camp and regularly emptied and disposed in a hygienic manner; • Ensure that no wastewater is discharged to local water bodies; • LPG Gas cylinders will be provided as clean fuel source for cooking to avoid use of firewood; • Ensure that Frist-Aid unit is readily available at the camps and work sites. If workplaces away from regular hospitals inhouse health unit with transport/ ambulance facilities is recommended; • Ensure the good health and hygiene of all workers to prevent sickness and epidemics. These measures include the HIV/AIDS prevention program to reduce the risk and transmission of HIV, COVID-19, Dengue, Malaria, Hapatitis, Chikungunya fever etc. Migrant workers may be the potential carriers of various diseases. Regular health check-up and immunization camps will also be organized for the workers and nearby population. • The Contractor will provide adequate and safe water supply for workers. No alcoholic liquor or prohibited drugs will be imported to, sell, give, and barter to the workers of host community.

342. Worksite Safety Management: The construction sites are likely to have limited public health impacts due to their isolated location. Mismanagement of the worksites and poor safety oversight by the contractor leads to accidents and unsafe working conditions. Uncontrolled vending of food on the work site may also pose a risk with respect to the transmission of contagious diseases. Each contractor therefore must recruit one Environmental, Health, and Safety Manager (ESM) with supporting staff to maintain safety and worksite management and liaise/work with the laborers and project personnel.

343. MITIGATION MEASURES: • Free access to construction areas will be restricted to reduce risks to public health and safety • Fences need to be constructed separating the construction sites • Ensure adequate protection to the general public, including safety barriers and marking of hazardous areas, provide safety signs etc. symbols provided at the construction sites • Training of all construction workers in basic sanitation and healthcare issues, general health and safety matters, and on the specific hazards of their work; • Provide adequate PPE for workers, such as safety boots, helmets, gloves, protective clothing, goggles and ear protection at site;

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• Septic tank and garbage bins will be set up in construction site, which will be periodically cleared, and properly dumped or disposal to prevent outbreak of faecal borne diseases. • Disposal of solid waste should be done after treating in designated areas as prior approval from Supervision Consultant or PIC. Contractor may consider solid composting plant/ chamber at site, Design of composting plant should be approved by Supervision Consultant or PIC. • A safe and reliable supply of water facilities to be provided. The most suitable source for such a supply would probably be ground water from a deep tube well. The water quality should meet the EQS for drinking water, ECR 1997. Therefore, treatment of the water may be required, e.g. to reduce iron and/or arsenic concentrations of the supply water; • An Emergency Plan for Worksite Management will be prepared by the Contractor duly approved by engineer in charge to respond to safety hazards. • To prevent any occurrence of stagnant water in worksite and to keep the work site in a tidy condition, the surface drainage (partly open ditch, partly piped) is to be provided to evacuate all the excess water originating from roofs, paved and unpaved surfaces. This surface drainage system can discharge directly into the closest river. The system is not to be used for excreta disposal, for the disposal of waste water or for dumping of solid waste.

10. Waste Management:

344. Handling of Waste and Hazardous Materials, and Reuse: Huge construction debris can be generated by dismantling of encroached structures, acquired buildings, pavement of existing road etc. Substantial volumes of waste may be generated including gravel; concrete; miscellaneous structures such as culverts, poles, and cables; steel; organic material. In addition, there will be oils, fuel, grease, chemicals from plant, equipment and vehicle servicing, construction camp wastes are often poorly managed and can lead to chronic pollution of surface water, groundwater and soil. The Contractor will mitigate these through following mitigations.

345. MITIGATION MEASURE: • Siting of dumping sites should be far away from habitation and 500 m from ponds and any waterbody according to consultation with community/ local authority • Areas to be designated for the storage of fuels, oils, chemicals or other hazardous materials and liquids shall have a compacted base and be surrounded by a bund to contain any spillage. These areas shall be covered by a roof structure to minimize the potential for infiltration and contaminated runoff- entering waterways. Alternatively, impervious containers and individual spill pallets could be used, dependent on the volume of hazardous materials • Secure storage areas should be provided for flammable liquids, solids and gases such as liquefied petroleum gas cylinder, paints and other such materials in order minimize accidents and deter trespassers. • Smoking should be strictly prohibited and no smoking notices be predominantly displayed in all places containing combustible or flammable materials. Provide fire extinguisher at all sensitive locations and a fire drill and training is necessary for workers dealing with combustible material; • The burning of garbage and waste will not be permitted, since this will lead to air pollution, and discharge of highly toxic emissions if plastic is burned; • Create controlled dumping sites with a non-permeable lining incorporated in the pit design to avoid leachate seepage into the soil, which may later affect ground water quality;

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• The dismantled existing bitumen surface can be utilized for paving of crossroads, access roads, and paving works in construction sites and camps, temporary traffic diversions, haulage routes, or disposed in secure landfill sites prior approved by PIC and local authority, only in environmentally accepted manner. • All excavated materials from existing roadway, shoulders, verges, drains, cross drainage will be used for backfilling embankments, filling pits, and landscaping; • The bituminous wastes shall be disposed in secure landfill sites only in environmentally accepted manner; • Form works will be re-used to the extent possible. All stripped formworks will be examined for any damage and rectified in the workshop for re-use; • Construction machinery and vehicles should be serviced only at designated maintenance workshops, where waste oils and lubricants can be collected and recycled; • Unusable and surplus materials, as determined by the Project Engineer, will be removed and disposed on designated off-site approved by RHD/ PIC.

346. Dredging and Dredged Materials Disposal: Development of road embankment will require 2,539,366 m3 filling material to provide designed height of the embankment through dredging from nearby river beds. Usually, the Contractors will collect the fill materials from the different sellers (sub-contractor or authorized vendors). If, the Contractors use dredged materials from his own dredging activities or do any dredging of the rivers during construction of large bridges, then proper mitigation should be taken by them.

While collecting fill materials from the nearby rivers, it may affect the surrounding agricultural land and local people will be temporarily disturbed due to noise and dust creation. Dredging may cause increased river bank erosion and flood at downstream of that particular river. Dredging of riverbed materials has physical and ecological impacts on the river environment. During dredging the existing aquatic habitats will be dislocated. The quality of the surface water is likely to be degraded because of silts generated by dredging activities and spilling/seepage of oil and lubricants from the dredging machines.

Besides, disposal of the dredged materials on the land for stockpile and filling up of the project sites, generates a huge outflow from wet dredged materials that contain high turbidity and suspended materials and potentially impacts on soil quality of nearby agricultural lands, crops and other vegetation. Water turbidity, silts and dredging activity may cause adverse impact on fish resources. The bottom sediment supports wide varieties of organisms that play important role in fish production and nutrient cycling. The dredging operation would affect the aquatic habitats also, particularly the benthic organisms of the river channel to be dredged. The sediment fauna which are likely to be destroyed are annelids, insect larvae and snails and mussels, etc. Annelids and other macro-benthic fauna are highly regenerative and recolonize upon withdrawal of threats.

However, the impacts will be temporary and aquatic fauna will most likely recover once dredging operations are done. Considering this, the impact of dredging will be of low to moderate. On the other hand, the local rivers are mostly silted up resulting in the habitat degradation. Dredging of riverbed may improve the drainage of surface water and thus may contribute to reduce water logging in the locality. The severity of the dredging activities is moderate, likely to cause medium range impact on river environment and its biota only during dredging period. The extent is moderate, localized and some downstream areas of the river and its duration in minor, likely to persist only during the dredging period. There will no residual effect after mitigation, since all impacts will be disappeared after withdrawal of dredging activity.

347. MITIGATION MEASURE: • The BIWTA and BWDB are the authorities of different types of river dredging in Bangladesh. The Contractor can only get permit for dredging subject to compliance

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of statutory/legal requirements of the BIWTA /BWDB. The eligibility of the Dredger or Dredging Consultant, as per tender document, a dredger or dredging consultant should have the following eligibility criteria: i) The Contractor should have minimum 2 (two) years period of general experience in construction works; ii) should have its own minimum 18" dia cutter suction dredger(s) (minimum 1 no.) in good condition along with ancillary crafts/ vessels and required shore and floating pipes. In case of joint venture all the partners should have individual minimum 18" dia cutter suction dredger by their own (Ref: View IFT/PQ/REOI/RFP). Notice Details; https://www.eprocure.gv.bd/resources/common/View. • Prior to the dredging and disposal dredged spoil the Contractor should get approval from the PIU/PIC. • A dredged materials management plan (DMMP) needs to be prepared by the Contractor to manage potential environmental impacts associated with the dredging, stockpiled of dredged materials and filling of the project sites by dredged materials. The DMMP will be in order to optimize operations and to minimize damage to char lands, wildlife habitats and fisheries.

348. Dredged Materials Management Plan: The DMMP will describe the method of dredging operations and type of equipments/tools to be used by the contractor, method and conditions for each of the designated dredging areas, direction of dredging operations, and interruption of dredging during ecologically sensitive periods and disposal dredging spoil, if contractor needs to do dredging rivers for construction new bridges of the project and methods for temporary or permanent disposal. EPC contractor should submit potential sources of construction materials to the PIC. The PIC, with the assistance of the PIU will then carry out a due diligence to avoid likely impact on the social and ecological habitat, particularly on macro- benthic and aquatic life. The due diligence must assess the impacts related to stockpiling and uncontrolled dumping of overburden, and chemical/fuel spills from equipment and machinery involved in dredging causing deterioration of water quality for downstream users, and poisoning of aquatic life. The due diligence also must include the potential site for sand mining. The riverbed sand quarries identified for the project should have no density and diversity of benthic fauna. Consideration of social impacts such as livelihood impacts will form part of such due diligence. The DMMP includes the following provision: • Dredging must not be carried out when fish are likely to be spawning in the affected surface water, or in the period between spawning and the subsequent emergence of juvenile fish; • While dredging, special care must be given to prevent any spillage/seepage of oil from the dredging machines and wastes from the workers on the river water; • All reasonable steps must be taken to prevent the transport of sediments beyond the worked stretch; • If some of the owners of the ponds and lands nearby to the road alignment want to use their area for fisheries project, the contractor may collect filling materials from that area through proper contract and dredging guidelines; • Use of an environmentally friendly bucket with no barge overflow unless the contractor develops a method of treating the overflow water to ensure that any discharge does not result in a substantial visible contrast with the receiving water; • Dredging operation is suggested to carry out in the alignment having minimum aquatic habitat. Appropriate benthic survey will be carried out prior to the dredging activities; • Check presence of important aquatic fauna at dredge site prior to dredging and avoid the site, if any; • Armoring of the channel to prevent re-suspension of sediment during the movement of construction vessels, installation and removal of cofferdams and

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pile driving; • The crews of vessels/cargos which will carry the machineries should maintain International Maritime Laws so as to avoid or little disturbance to aquatic habitat; • Avoid dredging during fish breeding season (Apr-Aug); • Conduct a survey at each dredging site to establish water quality conditions while the dredging operation. Surface water samples will be collected and analyzed both from upstream and downstream of the dredger to assess its quality.

All these elements will be part and parcel of the contract documents for dredging contractors. The compliance of DMMP will be checked by the Supervision Consultant or PIC, whereas, the final effects on habitats, biodiversity and fisheries may be monitored by an appropriate independent organization engaged by the PIU.

11. Occupational and Public Health and Safety:

349. Without Occupational Health and Safety (OHS) procedures, workers are in risk of temporary and sometimes permanent physical injury such as hearing and sight loss, a damage to limbs, etc. Due to continuous exposure to activities like lifting of heavy tools and tackles, construction equipment; cabling of electrical wires, the workers may suffer from various physical problems, stresses and risks, such as carpal tunnel syndrome, tendonitis, back pain, muscle soreness and nerve damage, chest pains, etc. These risks could create long-terms impacts for the health and safety of the construction workforce.

350. The use of chemicals (e.g. paint, thinner and solvents) in the fabrication and finishing of the Bridge may be carcinogenic, or detrimental in other ways e.g. the use of industrial solvents can cause anemia, liver and kidney damage, cardiovascular diseases and neurological disorder. Benzene, phenols, and carbon tetrachloride are examples of products widely used, but which are also dangerous to health. Other health problems can be caused by inhalation of exhausts gases from vehicles and machinery, which can impact lungs, eyes and skin, etc.Lack of safety training by contractor can lead to accidents and lost productivity. Construction workers needs training on general health and safety matters and on specific hazards of their work.

351. MITIGATION MEASURE: • During the construction phase, contractors will be required to adopt and maintain Internationally accepted and widely used safe working practices • A reduction of the risk of accidents must be at site through imposing strict rules and procedures for the execution of specific tasks, enforcement of these rules, discipline amongst, and proper work force, maintenance of equipment and machinery used and by providing all gear or equipment that may enhance the safety of the workers; • Safety Procedures should be followed during road works, handling of large construction equipment and machineries, handling of chemicals and hazardous materials and inflammable substances, welding, and electrical works among others; • Conduct of regular safety audit on safety measures will be adopted during construction. • Every morning Health and Safety Officer (HSO) of the Contractor should carry out EHS toolbox talk on worksite safety with workers at sites; • Personal protective equipments (PPEs) such as helmets, protective clothing, hand gloves, life vests for those working on or above the river, etc.) should be provided to the all workers and project personnel at site; • Work with volatile toxic chemicals should be done in a well-ventilated place or

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in the open air. Laborers using aggressive toxic chemicals should be provided with, and forced to use protective clothing; • Workers exposed to an excessive amount of noise and dust should be provided with protective gear; • The employees are to be subjected to pre-employment and regular medical examinations, as well as tests and analyses necessary for the detection of a disease; • Contractors must to comply with ILO (International Labor Organization) and WHO (World Health Organization) standards on labor practices, which the GoB is a signatory to and bound to enforce. These standards include child labor, minimum wage, forced labor, unsanitary working conditions and unsafe water supplies. • Contractors, applying poor labor standards, jeopardizing the smooth functioning of the work schedules will be fined and have potential work stoppages if corrective actions are not immediate and effective. • Ensure HIV/AIDS prevention program to reduce the risk and transmission of HIV to local the community; • Ensure proper implementation of the COVID-19 Preventive Action Plan (COVID-19 PAP). The COVID-19 PAP is included in the EMP section separately.

12. Traffic Management:

352. Traffic generated by project-related activities can significantly inconvenience or disturb local community who reside near the areas adjacent to construction works. Movement of heavy vehicles for carrying construction materials and equipment will add congestion to existing traffic, and increase the risk of traffic accidents. Disruption of access to infrastructure or social resource due to construction activity will cause nuisance and additional cost to the public in terms of longer travel period due to diversion or heavier traffic. It will also pose risk of accident for drivers at night if these blockage and disruption are not clearly demarcated. In addition, there are serious accident risk for pedestrians during crossing the road at sensitive receptors, like schools, mosques, temples, hospitals etc., and other CPRs.

353. MITIGATION MEASURES: • To avoid disruption of the existing traffic due to construction activities, a comprehensive Traffic Management Plan (TMP) will be drawn up by the contractor and submit to Authority Engineer for approval before the commencement of construction; • The traffic control plans shall contain details of diversions; traffic safety arrangements during construction safety measures for nighttime traffic. • Ensure Traffic in construction zones are managed properly by implementing the TMP and RHD will facilities work with the local police enforcement; • Provide the retro-reflectorized traffic signs, and cantilever/gantry type overhead signs, thermoplastic road marking paints, delineators, traffic cones, empty bitumen drums, barricades, and flagmen for traffic management; • For widening of existing carriageway and part of it will be used for passage of traffic, paved shoulder will be provided on one side of the existing road; • Construction activity will be restricted to only one side of the existing road and at least one 3.5 m lane to be remained open to traffic for all times; • The surface used by traffic will be firm bituminous compacted surface free of defect; • On stretches where it is not possible to pass the traffic on the part width of existing carriageway, temporary paved diversions will be constructed with

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barricades, delineators, signs, markings, lights and flagmen; • All diversions should be closed after construction is completed in a particular zone before start of normal operation; • Temporary access and diversion, with proper drainage facilities; • Access to the schools, temples and other public places must be maintained safe. Proper signage to be displayed near CPRs guiding pedestrian’s access route. Provision for physical separators for pedestrian should be considered, if possible; • Construction activities near sensitive receptor will be done during nighttime to the extent feasible; • Fencing wherever animal/ cattle movement is expected, if new alignments will pass through the hill (DS-7) and other sections.

13. Transportation and Storage of Construction Materials:

354. Widening of embankment of the proposed road and bridges approaches will require massive earthwork with 2,53,31,841 m3 of fill materials which needs to be transported and deposited on site. In addition, transportation of aggregate, sand, cement, bitumen, and lubricating oil and fuel for vehicle and construction equipment will also be carried out. Transportation of these construction materials has potential for serious local ambient air pollution due to fugitive emission and noise nuisance from construction vehicles and traffic congestion in the existing highway, results in increase in accident and health safety concerns. Furthermore, improper storage of materials aggregate, sand, cement, bitumen and lubricating oil and fuel for vehicle and equipment may have surrounding environmental problems.

355. MITIGATION MEASURES: • Implement the Transportation of Materials Plan prepared as part of the CEMWP by the Contractor in consultation with RHD/ PIC; • Implement Traffic Management Plan in consultation with RHD and local Police for transportation of all construction materials on the designation of roads; • For widening of existing carriageway and part of it will be used for passage of traffic, paved shoulder will be provided on one side of the existing road by the contractor • At least one 3.65 m lane to remain open to traffic at all times; • The surface used by the through traffic will be firm bituminous compacted surface free of defect • The maximum continuous length over which construction under traffic may take place should be limited to 750 meters as much as practicable. • Construction activity will be restricted to only one side of the existing road. • On stretches where it is not possible to pass the traffic on the part width of existing carriageway, temporary paved diversions will be constructed. • Timing and scheduling to be done so that transportation of construction materials, hazardaous substances is done during lean traffic hours with precautions for transportation of hazardous materials; • Store the oils, fuels and chemicals on concreted platform with spills collection pits and cement will be stored under cover; • All these temporary storage areas will be located at least 150 m away from the habitatation areas.

H. Operational Phase Impacts and Mitigation

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356. The main activities during post-construction or operational phase will involve decommissioning of contractor activities, demobilization of construction camp, operation and maintenance of the project road and associated structures. Road aesthetics will be improved after tree plantation, landscaping of embankment slopes, improving the road cross sections, more bus bays, side drains, and installation of safety signage, crash barriers, and road markings. The impacts during the operation phase will be associated with the emissions of air pollutants, noises level and vibrations from the operation of huge traffic, including the discharge of accidental spills of hazardous materials from the vehicles. The IEE specifies that the focus of the operation period must be during the 1.5-year defect liability period when the contractor remains on the job checking to ensure functioning of various components of project implementation. There will be a number of environmental impacts that RHD which will need to mitigate and monitor, continuing what has started during the construction phase.

1. Reinstatement of worksite:

357. Decommissioning and reinstatement of construction yards, fuels storage areas, waste dump sites, labour camps etc. if not undertaken properly leads to serious environmental problems and a degradation of the landscape.

358. MITIGATION MEASURES: • Contractor will prepare and implement the Site Reinstatement Plan and after approval from EA and subsequently starts the clean-up and restoration operations prior to their demobilization. • Contractors should removed all infrastructures, construction materials, vehicles and wastage from the site immediately after completion of civil works, this includes any garbage pits and pit privies, at the contractor's expense; • All construction yards, including bridges, culverts, roadside areas, camps, hot mix plant, crushers, batching plant, and any other areas used/affected by the Project will be left clean and tidy; • Old worksites and camps should be rehabilitated, landscaped and erosion protection measures must be applied; • Ensure reinstatement site as neat and clean with aesthetic improvement and environmentally enhanced.

2. Water Resources:

359. Improvements to the road drainage will result in improved storm water flows and reduce the tendency of blockages to occur in roadside drains. Risks to the public health caused by such stagnant water bodies by acting as disease vector breeding places will be reduced. Designing the drains to withstand appropriate storm events, adjusted to climate change projections, and implementing regular maintenance will further reduce the chances of drainage system failure. Accidental oil spillage, washing of vehicles, used engine oils, paints used in maintenance can contaminate the water bodies. Proper handling of such chemicals under strict supervision will help to minimize the water pollution during the maintenance period. Rejuvenation of the drainage system by removing encroachments/congestions should be regularly conducted.

3. Pedestrian and Commuter Safety:

360. Improvements to the road surface will be conducive to safe vehicle travel at higher speeds. Such speeds may increase the incidences of accidents. Incorporating the following measures could offset this negative impact; • Provision of centerline road marking where possible, edge delineation, etc. • Provision of clearly marked signing at townships, sensitive areas such as

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potential wildlife crossings, schools, temples, etc. • Enforcement of speed limits and other traffic rules, especially near potential wildlife crossings and built-up sections. • Safety of road users could be ensured during repair of carriageway and hydraulic structures by placing standard sign boards, barricading of the repair site, etc.

4. Air Quality:

361. Estimation of PM and NOx during operation Phase: AERMOD dispersion modeling could not be performed for the future years of project operation due to unavailability of future meteorological station dataset from synoptic weather stations or long-term meteological or climate forecasting dataset from any suitable Numerical Weather Forescasting Model (e.g., MM5 or WRF). Thus, to have a quantitative impression of the impact due to vehicular emission of PM & NOx and subsequently on the ambient environment due to vehicles transportation during the operation period till 2038 of the project, TEEMP model was used for estimation of total emission load of PM and NOx under BAU scenario and with project scenario. CO2 emissions projection is covered in Chapter VI on GHG emissions.

TEEMP model estimation is conducted considering 6 homogenous sections as shown in Table 51. TEEMP model drivers viz., vehicle population, fleet composition data taken from the Classified Traffic volume count stations surveyed at 7 locations. Traffic forecast are based on GDP growth vehicle elasticity of demand as presented in Table 50 and daily vehicle km traveled (VKT) is based on Average Km Driven referred from the Average Annual Utilization of Vehicles provided from Road User Cost Report, 2016- 17, Bangladesh. Emission data is not available for Bangladesh for different fuel scenarios so under the condition countries with similar transport conditions may be used and therefore emission factors are taken from a variety of similar Indian sources including CPCB, MoEF&CC, ARAI and other published reports, considering different type of vehicles and fuel types as shown in Table 48. The fuel type scenarios considered for TEEMP model is shown in detail in Table 62.

Table 48. Emission Factors of PM and NOx (2019 and 2038)

Vehicle Type 2019 2038

Fuel Petrol Diesel LPG Electric Petrol Diesel LPG Electric

Unit kg/liter kg/liter kg/kg kg/kwh kg/liter kg/liter kg/kg kg/kwh

PM Emission Factor

2-wheeler 0.02 - - - 0.02 - - -

3-wheeler 0.02 0.35 - - 0.02 0.16 - -

Car 0.10 0.60 - - 0.10 0.02 - -

Multi Axle - 0.66 - - - 0.05 - -

Bus - 2.01 - - - 0.15 - -

2 Axle - 2.01 - - - 0.15 - -

NOx Emission Factor

2-wheeler 0.54 - - - 0.54 - - -

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Vehicle Type 2019 2038

Fuel Petrol Diesel LPG Electric Petrol Diesel LPG Electric

Unit kg/liter kg/liter kg/kg kg/kwh kg/liter kg/liter kg/kg kg/kwh

3-wheeler 0.53 1.47 - - 0.53 1.47 - -

Car 0.95 0.45 - - 0.05 0.10 - -

Multi Axle 0.95 1.71 - - 0.08 0.25 - -

Bus - 6.52 - - - 3.99 - -

2 Axle - 6.52 - - - 3.99 - -

362. Considering the design life of road as 20 years from 2019 to 2038 the total PM emission at BAU and WPS are estimated as 122.84 tons/year and 184.4 tons/year respectively and similarly, total NOx emission at BAU and WPS are estimated as 2,113.57 tons/year and 3,453 tons/year respectively as shown in Table 49.

Table 49. Overall Project Emissions Load of PM and NOx under different scenarios

Road Road Particular PM emission NOx emission Sections Length (km) BAU PWOIT PWIT BAU PWOIT PWIT

N2 Dhaka 35.00 tons/km 15.71 24.47 29.47 272.64 464.78 563.46 (Katchpur)- Narsingdi tons/year 25.62 42.82 51.57 444.40 813.36 986.06

tons/km/year 0.79 1.22 1.47 13.63 23.24 28.17

g/pkm 0.03 0.03 0.03 0.56 0.55 0.55

g/tkm 0.03 0.03 0.03 0.54 0.52 0.52

N2 32.85 tons/km 11.34 20.23 23.34 200.09 390.74 453.39 Narsingdi-

Bhairab tons/year 19.96 33.22 38.34 352.15 641.78 744.70 Bridge tons/km/year 0.57 1.01 1.17 10.00 19.54 22.67

g/pkm 0.03 0.03 0.03 0.54 0.53 0.53

g/tkm 0.03 0.03 0.03 0.57 0.56 0.55

N2 Sarail- 34.80 tons/km 12.40 17.39 20.46 210.26 318.70 377.41 Jagadishpur

tons/year 22.25 31.21 36.73 377.42 572.06 677.44

tons/km/year 0.62 0.87 1.02 10.51 15.93 18.87

g/pkm 0.04 0.03 0.03 0.64 0.61 0.61

g/tkm 0.03 0.02 0.02 0.46 0.45 0.45

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Road Road Particular PM emission NOx emission Sections Length (km) BAU PWOIT PWIT BAU PWOIT PWIT

N2 34.60 tons/km 10.38 14.77 17.33 175.45 270.04 318.71 Jagadishpur-

Shayestagan tons/year 18.16 25.55 29.97 307.03 467.17 551.37 j tons/km/year 0.52 0.74 0.87 8.77 13.50 15.94

g/pkm 0.04 0.03 0.03 0.62 0.60 0.60

g/tkm 0.03 0.03 0.03 0.47 0.46 0.46

N2 35.70 tons/km 9.45 13.94 16.19 159.43 254.40 297.11 Shayestagan

j-Sherpur tons/year 17.67 24.88 28.90 298.13 454.10 530.34

tons/km/year 0.47 0.70 0.81 7.97 12.72 14.86

g/pkm 0.04 0.03 0.03 0.63 0.62 0.61

g/tkm 0.03 0.02 0.02 0.46 0.45 0.45

N2 Sherpur – 35.90 tons/km 9.69 14.90 17.05 169.33 281.11 323.46 Sylhet Bypass - tons/year 19.15 26.75 30.61 334.43 504.59 580.62 HRC tons/km/year 0.48 0.74 0.85 8.47 14.06 16.17

g/pkm 0.03 0.03 0.03 0.54 0.52 0.52

g/tkm 0.03 0.03 0.03 0.52 0.51 0.51

Total 209.95 tons/year 122.81 184.44 216.11 2,113.5 3,453.0 4,070.53 7 7

363. Results and discussion: It is evident from Table 49 that there is net increase in PM emission load and NOx emission load due to the project by 61.63 tons/year and 1339.5 tons/year respectively. However, It is important to note that high emission load contribution during the operation period will not necessarily lead to high ambient contribution of particular matter and NOx at the receptor location. This is due to the fact that emission distribution or dispersion in atmosphere depends upon multitude of factors such as local meteorology, stability condition, location, height of release, atmospheric removal processes and diurnal variation. The prognosis of the local meterological condition through appropriate prognostic (Numerical Weather Prediction model) or climate model for the future years of operation phase of project is beyond the scope of the present study due to limitation of adequate computation power and numerical error propagation in long-term meteorological forecasting. Under, the present scenario, it is expected that the local meterological condition will have sufficient assimilative capacity to disperse the estimated emission load of PM and NOx of 61.63 tons/year and 1339.5 tons/year respectively in the surrounding atmosphere during the operation phase of the project to cause any adverse impact on the sensitive receptors and will be in compliance to the future ambient air quality standards prescribed by ECR, 1997.

As mitigative measures, it is necessary to implement necessary options to reduce or offset the estimated total PM and NOx emissions load under the project with suitable policy measures. Accordingly, GOB is commited toward policy shift through introduction of more stringent emission norms (shifting from Pre-

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Euro to Euro-VI) of vehicles, cleaner fuel, use of public transport, mode sharing, diesel to CNG conversion, catalytic emission control technologies and retrofitting with particulate filters and better institutional capacity to monitor and enforce standards by BRTA, among others. Natural gas contains insignificant amount of SO2 as well as Particulate Matter (PM).

364. It is also imperative to say that emission reduction will also be contributed with project scenario after improvement of road carrying capacity through wider roads, improved road conditions, ease in traffic movement, better fuel efficiency, until the traffic volume reaches to saturation limit during the project life. Proposed road will be four lane having surface roughness index 6 m/km and 80 km/hr. design speed, which will reduce the pollution load. Thus, it is expected that the contribution on total emission load due to vehicular traffic will not cause any adverse impact during the operation phase of the project and similarly it can also be concluded that increase in ambient concentration of PM and NOx will remain marginal to cause adverse impact on nearby receptors.

5. Noise and Vibration:

365. Proposed project road passes through urban and rural areas which en-routes few markets, schools, mosque, industries, hospitals, houses situated on either side of the project road. During the operational phase, movement of traffic, traffic congestion, pedestrian interferences and increase in use of horns will be the prime source of noise. The noise levels at nearby schools, religious place may cause nuisance and irritation. Some of these sensitive structures are located within the built-up areas. After removal and shifting of the directly impacted sensitive structures, the sensitive structures that will be remaining on either side of the road and likely to be exposed to noise generated by future traffic plying on the improved road are given in Table 16 above.

366. Baseline monitoring of ambient noise levels is conducted in few of these sample sensitive areas are compared with the area specific noise standard of ECR, Bangladesh and IFC guideline values and found to be in the higher side at most of the locations. According to IFC guidelines at receptors where standards are already exceeded without the project an additional maximum increase of 3dB(A) is acceptable and no additional noise protection is required however in the present case the exceedance is found beyond 3 dB(A).

367. Predicted noise level in Table 51 at uniform distance from road edge using Sound Plan essential model shows that after 60 meters the contributions from the road traffic are below 70 and 60 dB(A) for daytime and night-time respectively. However, the implication of operational noise impacts within 60m corresponding to the number of sensitive structures and sensitive areas that exist on eitherside of the project roads comprising schools, madrasas, temples, mosques and health centres can not be ignored. Thus, assessment of impact during the operational phase of the project on the noise sensitive receptors within 60m of road edge is vital to explore the requirement of suitable noise reduction measures (such as noise barriers) and quantify the performance in terms of its noise attenuation capability.

368. Noise Receptors: Noise receptors are selected at sensitive locations to study the impact of elevated traffic noise levels as a result of changes in traffic volumes, speed, composition (trucks and cars), and road alignment (horizontal and vertical). Selected receptors represent a typical receptor category in the study area and the noise assessment of these receptors take into account of the attenuation in sound propagation due to adjacent buildings and other features with similar conditions. For this study, 44 representative receptors are selected within 60m from road edge for noise modeling, most them are educational institutes, health centres and few places of prayers in January 2020 and are shown in Table 16 above. Baseline noise monitoring results with distance of noise receptors from sampling locations and from the existing project road are shown in Annex 22.

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369. Prediction of Impact: Long-term noise level increase was assessed with respect to operational life of the project road for the years 2019, 2024, 2030, 2035 and 2040 using Federal Highway Administration's (FHWA) Traffic Noise Model (TNM) was conducted for the project. The FHWA TNM is an engineering noise model that is used to predict highway-related noise levels adjacent to highways by applying a series of adjustments to a reference sound level that is a function of the vehicle type and speed, roadway slope and pavement type. TNM 3.0 is an integrated model which computes incremental highway traffic noise at nearby receivers, which means that it computes noise contributions from short segments of roadways (called elemental roadways) due to each vehicle type for a given receiver and then adds up the results from each elemental roadway / vehicle type pair to determine the total noise level at the receiver. Various vehicle types considered in TNM 3.0 database and are shown in Table 50.

Table 50: Vehicle types included in TNM 3.0.

Vehicle Description Automobiles All vehicles with two axles and four tires -- primarily designed to carry nine or fewer people (passenger cars, vans) or cargo (vans, light trucks) -- generally with gross vehicle weight less than 4,500 kg (9,900 lb) Medium trucks All cargo vehicles with two axles and six tires -- generally with gross vehicle weight between 4,500 kg (9,900 lb) and 12,000 kg (26,400 lb) Heavy trucks All cargo vehicles with three or more axles -- generally with gross vehicle weight more than 12,000 kg (26,400 lb) Buses All vehicles designed to carry more than nine passengers Motorcycles All vehicles with two or three tires and an open-air driver/passenger compartment

TNM 3.0 database also includes noise emission levels for vehicles on the different pavement types viz.: • Dense-graded asphaltic concrete (DGAC) • Portland cement concrete (PCC) • Open-graded asphaltic concrete (OGAC) • An “Average” composite pavement type consisting of data for DGAC and PCC combined In addition to cruise noise emission levels, TNM 3.0 also includes full-throttle noise emission levels for vehicles on upgrades and vehicles accelerating away from the following traffic- control devices viz.: • Stop signs • Toll booths • Traffic signals • On-ramp start points

370. Methodology: Impacts on sensitive receptors and residential areas are of most concern and need adequate mitigation measures. Majority of the sensitive structures that are identified along the project road are within 60m from the road edge. Finally, simulations are performed for the selected sensitive area locations using TNM 3.0 for base year (2019) as well as future years (2024, 2030, 2035 and 2040) without noise barriers and with noise barrier effects.

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371. Input Parameters: The total number of vehicles passing per hour by type – automobiles, medium trucks, heavy trucks, buses and motorcycles along with their average speed are used for predictions. During the pre-project scenario (Year 2019), average speed was considered as 60 km/hr, whereas after the completion of the project, maximum design speed of 80 km/hr or worst-case scenario was considered for operation phase depending on the area type. The vehicle speeds used in the noise modelling are shown in Table 51.

Table 51: Vehicle speed used in noise modeling

Area Type Vehicle speed (km/h) Fast moving vehicle Slow moving vehicle Automobiles Heavy Trucks Medium Buses Motor-Cycle Trucks Urban area 70 70 70 70 50 Rural Area 60 60 60 60 50 Sensitive area 50 50 50 50 40

372. Traffic data: Traffic volume used for TNM 3.0 is the forecasted day traffic from 6:00- 21:00 and night traffic from 21:00-6:00 as per ECR, Bangladesh for all years of 2019, 2024, 2030, 2035 and 2040 for six homogenous sections of the project road as provided in Table 52. However, it is pertinent to state that IFC considers day period and night period from 7:00- 22:00 and 22:00-7:00 respectively with a period difference of 1 hr. Based on sample run, this results in very minimal difference (<1 dB) in predicted noise level for day and night noise hours. Therefore, in the present context ECR, Bangladesh timeline for day and night is followed.

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Table 52: Forecasted Traffic for TNM 3.0 classified Vehicles

Homogenous Sections Vehicle Type 2019 2024 2030 2035 2040 Day* Night* Day Night Day Night Day Night Day Night

Katchpur-Narsingdi Automobiles 3343 934 3607 1008 3831 1070 4045 1130 4268 1192 Medium Truck 4341 1850 4701 2004 5007 2134 5302 2260 5610 2391 Heavy Truck 228 161 247 174 263 186 278 197 295 208 Bus 4438 895 4824 973 5152 1039 5472 1103 5800 1170 Motorcycles 4449 413 5050 469 5580 518 6115 568 6690 621

Narsingdi-Bhairab Automobiles 1867 652 2014 704 2139 747 2259 789 2383 832 Medium Truck 2700 1857 2924 2011 3114 2142 3298 2268 3489 2400 Heavy Truck 158 111 171 120 182 128 193 136 204 143 Bus 2810 866 3054 941 3262 1005 3464 1068 3672 1132 Motorcycles 3980 240 4517 272 4992 301 5471 330 5985 361

Sarail-Jagadishpur Automobiles 1268 555 1368 599 1453 636 1534 672 1619 709 Medium Truck 2515 2035 2724 2204 2901 2347 3072 2486 3250 2630 Heavy Truck 306 229 331 248 353 264 374 280 395 296 Bus 1538 1179 1672 1282 1785 1369 1896 1454 2010 1541 Motorcycles 1685 200 1912 227 2113 251 2316 275 2534 301

Jagadishpur-Sayestaganj Automobiles 917 389 989 420 1051 446 1110 471 1171 497 Medium Truck 2483 1840 2689 1993 2864 2122 3033 2247 3209 2378 Heavy Truck 251 287 272 311 290 331 307 351 324 371 Bus 1517 772 1649 839 1761 896 1870 952 1983 1009 Motorcycles 2418 332 2744 377 3033 416 3324 456 3636 499 Sayestaganj-Sherpur Automobiles 1109 305 1197 329 1271 349 1342 369 1416 389 Medium Truck 1143 1189 1238 1288 1318 1371 1396 1452 1477 1537

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Homogenous Sections Vehicle Type 2019 2024 2030 2035 2040 Day* Night* Day Night Day Night Day Night Day Night Heavy Truck 156 93 169 101 180 107 191 114 202 120 Bus 1250 537 1359 584 1451 623 1541 662 1634 702 Motorcycles 1590 324 1805 368 1994 406 2186 445 2391 487

Sherpur-Sylhet Automobiles 2705 578 2919 624 3100 662 3273 699 3453 738 Medium Truck 2003 1800 2169 1949 2310 2076 2447 2199 2588 2326 Heavy Truck 164 167 178 181 189 193 200 204 212 216 Bus 2571 740 2795 804 2985 859 3170 912 3360 967 Motorcycles 6423 1139 7290 1293 8056 1429 8829 1566 9659 1713 *Day 6:00-21:00, Night 21:00-6:00 as per ECR, Bangladesh

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Table 53: Predicted Noise at Sensitive Receptors with and without Mitigations

Predicted Noise Level, LAeq (dBA) Applicable Standards

ECR ECR IFC IFC 2019 2024 Without 2024 With 2030 Without 2030 With 2035 Without 2035 With 2040 Without 2040 With Homogenous Baseline/Without Day Night Day Night Code Receptor Type Mitigations Mitigations Mitigations Mitigations Mitigations Mitigations Mitigations Mitigations Section Mitigations 12

Day Night Day Night Day Night Day Night Day Night Day Night Day Night Day Night Day Night

Commercial N-1 78.57 75.91 78.97 76.29 55.08 52.39 79.28 76.59 55.4 52.7 79.57 76.86 55.69 52.97 79.86 77.13 55.99 53.25 70 60 70 70 Space

Residential and N-2 Educational 74.57 71.91 74.97 72.3 54.25 51.54 75.29 72.6 54.57 51.84 75.58 72.87 54.86 52.12 75.87 73.14 55.16 52.4 50 40 55 45 Building

Health Care N-3 80.87 78.21 81.27 78.59 52.69 49.98 81.59 78.89 53.01 50.28 81.87 79.16 53.30 50.55 82.16 79.44 53.6 50.83 50 40 55 45 Centre

N-4 Residential 80.5 77.84 80.9 78.22 53.04 50.32 81.22 78.52 53.36 50.62 81.50 78.79 53.65 50.89 81.79 79.07 53.95 51.17 55 45 55 45

Educational N-5 83.52 80.88 83.92 81.26 53.53 50.8 84.23 81.56 53.85 51.11 84.51 81.83 54.14 51.38 84.8 82.1 54.44 51.66 50 40 55 45 Institute

Kanchpur to N-6 Residential 77.91 75.25 78.31 75.63 53.47 50.77 78.62 75.93 53.79 51.07 78.91 76.20 54.08 51.34 79.2 76.48 54.37 51.62 55 45 55 45 Narsinghdhi Building

N-7 Commercial 80.01 77.34 80.41 77.73 53.66 50.94 80.72 78.03 53.98 51.24 81.01 78.30 54.21 51.52 81.3 78.57 54.44 51.8 70 60 70 70 Space N-8 Educational 68.56 65.87 68.97 66.26 50.67 47.94 69.29 66.56 51 48.25 69.58 66.83 50.40 48.52 69.87 67.11 49.81 48.8 50 40 55 45 Institute

N-9 Residential 80.61 77.94 81.01 78.32 55.98 53.26 81.32 78.62 56.31 53.57 81.61 78.89 56.60 53.84 81.9 79.17 56.89 54.12 55 45 55 45 Building

N-10 Residential 78.73 76.06 79.12 76.45 59.38 56.7 79.44 76.75 59.7 57 79.73 77.02 59.99 57.27 80.02 77.29 60.28 57.54 55 45 55 45 Building

N-11 Residential 74.21 71.54 74.61 71.93 52.77 50.06 74.92 72.23 53.09 50.36 75.21 72.50 53.38 50.64 75.5 72.78 53.68 50.92 55 45 55 45 Building

N-12 Educational 82.73 80.07 93.13 80.46 54.81 52.06 83.44 80.76 55.13 52.37 83.72 81.03 55.43 52.64 84.01 81.3 55.73 52.92 50 40 55 45 Institute

N-13 Residential 73.83 71.98 74.39 72.54 52.53 50.53 74.95 73.1 53.09 51.09 75.51 72.68 53.65 50.16 76.07 72.26 54.22 49.23 55 45 55 45 Building

Narsingdi to N-14 Industrial 78.35 76.52 78.9 77.07 54.35 52.34 79.46 77.63 54.91 52.9 80.02 76.71 55.48 51.97 80.58 75.79 56.05 51.04 75 70 70 70 Bhairab N-15 Educational 76.8 74.96 77.35 75.51 56.66 54.73 77.91 76.07 57.22 55.29 78.47 75.15 57.78 54.36 79.03 74.24 58.35 53.44 50 40 55 45 Institute

N-16 Commercial Place 80.04 78.22 80.6 78.78 56.19 54.22 81.16 79.34 56.75 54.78 81.72 78.41 57.31 53.85 82.28 77.49 57.88 52.92 70 60 70 70

N-17 Commercial Place 69.54 69.98 69.85 70.29 46.72 47.06 70.17 70.61 47.04 47.38 70.48 70.88 47.36 47.66 70.8 71.16 47.69 47.94 70 60 70 70

N-18 Educational 71.21 71.72 71.54 72.05 50.87 51.23 71.88 72.39 51.21 51.57 72.21 72.64 51.52 51.83 72.55 72.9 51.83 52.09 50 40 55 45 Institute

N-19 Residential 70.57 71 70.88 71.31 53.42 53.8 71.2 71.63 53.74 54.12 71.51 71.90 54.06 54.40 71.83 72.18 54.39 54.68 55 45 55 45 Building

Bhairab to N-20 Residential Jagadishpur 74.97 75.42 75.28 75.73 50.11 50.46 75.6 76.05 50.43 50.78 75.92 76.33 50.75 51.06 76.24 76.61 51.08 51.34 55 45 55 45 Building

N-21 Commercial Place 75.19 75.63 75.5 75.94 49.43 49.77 75.82 76.26 49.75 50.09 76.13 76.54 50.08 50.37 76.45 76.82 50.41 50.65 70 60 70 70

N-22 Educational 68.97 69.39 69.28 69.7 50.05 50.37 69.6 70.02 50.37 50.69 69.92 70.30 50.70 50.97 70.24 70.58 51.03 51.26 50 40 55 45 Institute

N-23 Office Building 74.63 75.07 74.94 75.38 49.59 49.92 75.26 75.7 49.91 50.24 75.57 75.98 50.23 50.52 75.89 76.26 50.56 50.8 70 60 70 70

N-24 Commercial Place 74.57 75.02 74.88 75.33 49.65 50 75.2 75.65 49.97 50.32 75.52 75.92 50.29 50.60 75.84 76.2 50.62 50.89 70 60 70 70

12 Please note that mitigation measures include combined effect on traffic noise reduction inclusive of 6 dB of noise attenuation due to speed restrictions from 80kmph to 30 kmph, 3 dB noise attenuation due to existing building perimeter walls and remaining due to noise barrier effects varying from 10-15 dB near sensitive locations.

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Predicted Noise Level, LAeq (dBA) Applicable Standards

ECR ECR IFC IFC 2019 2024 Without 2024 With 2030 Without 2030 With 2035 Without 2035 With 2040 Without 2040 With Homogenous Baseline/Without Day Night Day Night Code Receptor Type Mitigations Mitigations Mitigations Mitigations Mitigations Mitigations Mitigations Mitigations Section Mitigations 12

Day Night Day Night Day Night Day Night Day Night Day Night Day Night Day Night Day Night

N-25 Place for Prayer 78.12 75.33 78.27 75.48 51.8 48.95 78.43 75.64 51.96 49.11 78.58 75.77 52.16 49.24 78.74 75.9 52.36 49.38 50 40 55 45

N-26 Residential Jagadishpur to 76.06 73.28 76.21 73.43 58.1 55.31 76.37 73.59 58.26 55.47 76.53 73.72 58.44 55.60 76.69 73.85 58.63 55.74 55 45 55 45 Building Sayestaganj N-27 Residential 76.88 74.1 77.03 74.25 58.92 56.15 77.19 74.41 59.08 56.31 77.34 74.54 59.25 56.44 77.5 74.67 59.43 56.57 55 45 55 45 Building

N-28 Place for Prayer 70.93 68.07 71.07 68.21 46.15 43.28 71.22 68.36 46.3 43.43 71.32 68.46 46.40 43.53 71.42 68.56 46.5 43.63 50 40 55 45

N-29 Residential 75.51 72.63 75.65 72.77 48.14 45.18 75.8 72.92 48.29 45.33 75.89 73.01 48.38 45.43 75.99 73.11 48.48 45.52 55 45 55 45 Building

N-30 Educational 75.44 72.57 75.58 72.71 56.82 53.91 75.73 72.86 56.97 54.06 75.82 72.95 57.06 54.15 75.92 73.05 57.16 54.25 50 40 55 45 Institute

N-31 Industrial 76.66 73.78 76.8 73.92 56.07 53.15 76.96 74.08 56.23 53.31 77.06 74.18 56.33 53.41 77.16 74.28 56.43 53.51 75 70 70 70

N-32 Residential 71.91 69.04 71.99 69.12 53.83 50.91 72.09 69.22 53.93 51.01 72.16 69.29 54.00 51.08 72.23 69.36 54.07 51.15 55 45 55 45 Building Sayestaganj to Sherpur N-33 Educational 76.21 73.33 76.29 73.41 52.86 49.93 76.4 73.52 52.97 50.04 76.47 73.59 53.04 50.11 76.54 73.66 53.11 50.18 50 40 55 45 Institute

N-34 Rural Market 75.75 72.88 75.83 72.96 53.53 50.59 75.93 73.06 53.63 50.69 75.99 73.12 53.69 50.75 76.05 73.18 53.75 50.81 70 60 70 70

N-35 Residential and 73.62 70.76 73.7 70.84 51.31 48.39 73.79 70.93 51.4 48.48 73.86 70.99 51.47 48.54 73.92 71.06 51.53 48.61 50 40 55 45 Educational

N-36 Educational 72.54 71.41 72.62 71.49 50.69 49.31 72.7 71.57 50.77 49.39 72.75 71.62 50.82 49.44 72.8 71.67 50.87 49.49 50 40 55 45 Institute

N-37 Educational 70.21 66.94 70.29 67.02 53.21 50.21 70.37 67.1 53.29 50.29 70.42 67.15 53.34 50.35 70.48 67.21 53.4 50.4 50 40 55 45 Institute

N-38 Health Care 71.68 68.82 71.76 68.9 54.39 51.77 71.84 68.98 54.47 51.85 71.89 69.03 54.52 51.91 71.95 69.09 54.58 51.96 50 40 55 45 Centre

N-39 Residential 74.33 73.47 74.49 73.63 51.06 50.13 74.65 73.79 51.22 50.29 74.81 73.95 51.38 50.45 74.97 74.11 51.54 50.61 55 45 55 45 Building

N-40 Residential 71.52 67.65 71.69 67.82 51.3 50.36 71.86 67.99 51.47 50.53 72.03 68.16 51.64 50.70 72.2 68.33 51.81 50.87 55 45 55 45 Building

Sherpur to N-41 Eye Hospital 79.19 75.32 79.35 75.48 53.29 52.32 79.51 75.64 53.45 52.48 79.67 75.80 53.61 52.64 79.83 75.96 53.77 52.8 50 40 55 45 Sylhet N-42 Educational 74.2 70.35 74.36 70.51 49.13 48.25 74.52 70.67 49.29 48.41 74.68 70.83 49.45 48.57 74.84 70.99 49.61 48.73 50 40 55 45 Institute

N-43 Place for Prayer 73.48 69.61 73.64 69.77 53.24 52.3 73.8 69.93 53.4 52.46 73.96 70.09 53.56 52.62 74.12 70.25 53.72 52.78 50 40 55 45

N-44 Place for Prayer 75.09 71.23 75.25 71.39 52.07 51.16 75.41 71.55 52.23 51.32 75.57 71.71 52.39 51.48 75.73 71.87 52.55 51.64 50 40 55 45

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Table 54: Distance-wise predicted noise level from Road Edge

Leq Day and Night dB(A)* Uniform Road Distance 15m 30m 45m 60m 75m 90m 105m 120m Segment Year Day Night Day Night Day Night Day Night Day Night Day Night Day Night Day Night 2019 58.74 52.78 56.38 50.42 54.65 48.69 53.45 47.48 52.41 46.44 51.56 45.58 50.72 44.74 50.09 44.09

2024 59.14 53.19 56.78 50.83 55.04 49.09 53.85 47.88 52.81 46.84 51.96 45.98 51.12 45.14 50.49 44.49 Kanchpur to 2030 59.54 53.6 57.18 51.24 55.43 49.49 54.25 48.28 53.21 47.24 52.36 46.38 51.52 45.54 50.89 44.89 Narsingdi 2035 59.94 54.02 57.58 51.66 55.82 49.89 54.65 48.68 53.61 47.64 52.76 46.78 51.92 45.94 51.29 45.29

2040 59.98 54.15 57.62 51.79 55.89 50.06 54.96 48.87 53.66 47.83 52.8 46.97 51.97 46.13 51.34 45.49 2019 58.12 53.59 56.14 51.62 54.68 50.16 53.49 48.97 52.5 47.98 51.71 47.18 50.94 46.41 50.26 45.72

2024 58.52 53.91 56.46 51.93 54.99 50.47 53.8 49.28 52.81 48.29 52.02 47.49 51.25 46.72 50.57 46.03 Narsingdi to Bhairab 2030 58.92 54.23 56.78 52.24 55.3 50.78 54.11 49.59 53.12 48.6 52.33 47.8 51.56 47.03 50.88 46.34

2035 59.32 54.55 57.1 52.55 55.61 51.09 54.42 49.9 53.43 48.91 52.64 48.11 51.87 47.34 51.19 46.65

2040 59.39 54.58 57.41 52.6 55.96 51.14 54.77 49.95 53.79 48.96 52.99 48.15 52.23 47.38 51.55 46.69

2019 54.5 52.93 52.23 50.66 50.53 48.95 49.18 47.6 47.99 46.4 47.11 45.51 46.3 44.7 45.59 43.98

2024 54.9 53.33 52.63 50.91 50.78 49.2 49.34 47.76 48.15 46.56 47.27 45.61 46.4 44.9 45.79 44.18 Bhairab to Jagadishpur 2030 55.3 53.73 53.03 51.16 51.03 49.45 49.5 47.92 48.31 46.72 47.43 45.71 46.5 45.1 45.99 44.38

2035 55.7 54.13 53.43 51.41 51.28 49.7 49.66 48.08 48.47 46.88 47.59 45.91 46.7 45.3 46.19 44.58 2040 56 53.71 53.74 51.44 52.03 49.73 50.69 48.38 49.5 47.18 48.62 46.28 47.82 45.47 47.11 44.75 2019 57.81 54.84 54.95 51.98 53.09 50.11 51.61 48.62 50.67 47.68 49.94 46.95 49.14 46.15 48.4 45.4

2024 58.22 55.25 55.35 52.38 53.49 50.46 52.01 48.92 50.97 47.98 50.24 47.25 49.44 46.45 48.7 45.7 Jagadishpur to 2030 58.61 55.65 55.75 52.78 53.89 50.8 52.41 49.27 51.32 48.33 50.59 47.6 49.79 46.8 49.05 46.05 Shayestaganj 2035 59.04 56.07 56.17 53.2 54.31 51.2 52.83 49.69 51.74 48.75 51.01 48.02 50.21 47.22 49.47 46.47 2040 59.1 56.17 56.34 53.3 54.47 51.44 53 49.95 52.06 49.01 51.34 48.29 50.54 47.48 49.8 46.73 2019 58.12 53.59 56.14 51.62 54.68 50.16 53.49 48.97 52.5 47.98 51.71 47.18 50.94 46.41 50.26 45.72

Shayestaganj to 2024 58.52 53.91 56.46 51.93 54.99 50.47 53.8 49.28 52.81 48.29 52.02 47.49 51.25 46.72 50.57 46.03 Sherpur 2030 58.92 54.23 56.78 52.24 55.3 50.78 54.11 49.59 53.12 48.6 52.33 47.8 51.56 47.03 50.88 46.34

2035 59.32 54.55 57.1 52.55 55.61 51.09 54.42 49.9 53.43 48.91 52.64 48.11 51.87 47.34 51.19 46.65 2040 59.39 54.58 57.41 52.6 55.96 51.14 54.77 49.95 53.79 48.96 52.99 48.15 52.23 47.38 51.55 46.69 2019 58.32 54.13 55.14 50.94 53.19 48.99 51.9 47.69 50.69 46.47 49.76 45.54 49.1 44.87 48.45 44.21 2024 58.72 54.53 55.54 51.24 53.49 49.29 52.2 47.99 50.99 46.77 50.06 45.84 49.4 45.17 48.75 44.51 Sherpur to Sylhet 2030 59.12 54.93 55.94 51.53 53.78 49.58 52.49 48.28 51.28 47.06 50.35 46.13 49.69 45.46 49.04 44.8 2035 59.54 55.35 56.36 51.95 54.2 50 52.91 48.7 51.7 47.48 50.77 46.55 50.11 45.88 49.46 45.22 2040 59.64 55.19 56.47 52.01 54.52 50.06 53.23 48.77 52.02 47.55 51.09 46.61 50.44 45.95 49.78 45.28 *Predicted results are based on TNM 3.0 model

Zone Day dB(A) Night dB (A) Zone Day dB (A) Night dB (A) Silent Zone 50 40 Commercial Area 70 60 Bangladesh Standard ECR, 1997 Residential Zone 55 45 Industrial Area 75 70 Mixed Area 60 50 World Bank/IFC Standard Residential; Institutional; Educational 55 45

Industrial; Commercial 70 70

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373. Noise Analysis: The traffic noise modeling has been conducted for proposed project road alignment with forecasted traffic data for the baseline year 2019, and operating years 2024, 2030, 2035 and 2040 and compared with noise limits of sensitive, commercial/industrial zone standards of Bangladesh and IFC standards. The predicted noise levels at discrete noise sensitive receptors with and without mitigations are presented in Table 53 and predicted noise levels at various distances from the road edge (15m incremental) are presented in Table 54 for six homogenous traffic segments. Finaly the predicted noise level isophones of the six sections are ploted in Annex 23.

374. It can be seen from the predicted results that noise levels at commercial and industrial areas are within the limits of ECR and IFC at all locations whereas, at other noise sensitive receptors locations like residential areas, educational institutes, places of prayers, health centres etc., the noise levels are beyond the prescribed ECR and IFC EHS limits. Based on the modeling done for this project, the highway improvement will not result to >3 dB increase in noise. However, with implementation of appropriate noise mitigation measures like noise barriers at noise sensitive locations may be explored to effectively reduce the noise levels to adhere to the most stringent limits of ECR and IFC standards. Proposed barriers near sensitive receptors will be effective in attenuation of traffic noise level in the range from 5 dB to 10 dB to adhere the most stringent standards. Literature13 also shows that noise barriers are effective and can reduce noise by 5 dB to 10 dB. These measures can be adopted in consultation with affected persons.

375. In above to the proposed noise barriers as mitigation measures it is also expected that there will be additional noise attenuation due to: i) reduction in speed of traffic from 80km/hour to 30 km/hour in sensitive locations, and existing fencing walls around the sensitive structure compound if any. In accordance with the Federal Highway administration's Traffic Noise Model (FHWA’s) Traffic Noise Model (TNM), there will be reduction in approximately 6 dB of noise when speed is reduced from 80km/hour to 30 km/hour. Also, walls such as boundary walls and the wall of a house (for a resident sitting inside the house) can cause a reduction of noise of atleast 3 dB. Literature14 reviewed on this subject also provides similar numbers. It is also reasonable to mention that the sensitive receptors are identified in terms of its distance from road edge to the boundary wall. However, the exact location of many of the sensitive locations are at considerable distances away from the boundary walls (for example in case of US Bangla Medical College at Narayanganj the actual receptors of the hospital wards are situated at considerable off-set distance from the boundary wall of the medical college where the impact due to noise level is estimated).

376. Conclusion: It is evident from Table 53 that there will be increase in the noise levels due to increase in traffic intensity as well as average speed of vehicles over the road’s design life especially around noise sensitive areas of educational institutes, places of prayers, health centres etc. However, the modeling done for the project showed that these are within the 3 dB limit set by IFC EHS when baseline levels are beyond the prescribe thresholds. Moreover, with appropriate mitigation measures such as lowering of speed from 80km/hour to 30km/hour especially in noise sensitive areas, the natural barrier effect from the wall of houses, and the provision for noise barriers near sensitive receptors the noise levels will be kept even below the current baseline levels. Further it must be noted that most of the road alignment passes through green field, agricultural fields with very small proportions (12% to 15%) of the road alignment passing through commercial, residential and sensitive areas. Similarly, the numbers of the noise sensitive receptors along the roads are also not very high hence, it is expected that overall noise impacts on ambient noise environment will not be adverse during the design life of the project. Nevertheless, consultation with affected persons residing in or occupying

13 https://www.fhwa.dot.gov/environment/noise/noise_barriers/design_construction/keepdown.cfm 14 https://www.nonoise.org/resource/trans/highway/spnoise.htm

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sensitive receptors will be conducted and appropriate mitigation measures will be explored and implemented. Vibration: Highway traffic is not likely to have any measurable impact of vibration on the structures or on comfort. The Federal Highway Administration of the USA has determined that all studies the highway agencies have done to assess the impact of operational traffic induced vibrations have shown that both measured and predicted vibration levels are less than any known criteria for structural damage to buildings.

6. Ecology and Wildlife Disturbance:

377. Tree Plantation and Maintenance: The project implementation process will result in loss of terrestrial and aquatic flora and disturbance of fauna. After plantations roadside tree survival will be less if proper nursing and maintenance are not carried out. The tree survival audit to be conducted at least in two year to access the effectiveness and replantation to be carried for the dead trees.

378. Wildlife Movement: As per design of viaduct at Olipur under DS-7 in Habiganj district, the realignment will pass through a narrow portion of the Raghunandan hill forest area. It is obvious that the number of vehicles will be increased on the improved road surface during the operational phase of the project, but it is expected that increases in traffic will may not result significant number of collision and run over of animals, since the wildlife movement will continue under the viaduct after the completion of project. Besides, RHD will seek support from jurisdictional forest departments to monitor the effectivity and the adequacy of the proposed mitigation measures for the wildlife movement, road crossings of any wildlife or foraging birds and basking reptiles on the road etc. Proper placement of cautionary signboards at least 100 m before start of viaduct and restrict the speed limit with maximum speed limit of 20kmph will be considered.

7. Soil Erosion and its Cumulative Impacts:

379. The consequences of soil erosions are far wider than repair and maintenance of the road. Along the project road, the inflow of water into low-lying area/ waterbody during rains causes erosion of the embankment besides seepage of water into embankment and sub- grade resulting in softening and possible, pavement failure.

The surface water pollution will occur into nearby receiving water body due to siltation, which will have effect on fish resource and aquatic biology. Project design includes provisions of retaining walls for the protection of erosion. Regular checks will be made to check its effectiveness.

8. Pedestrian and Community Safety:

380. Upgradation of pavement quality will be conducive to safe vehicle movement at higher speeds. Such speeds may increase the incidences of accidents. Incorporating the following mitigation measures could offset this negative impact;

381. MITIGATION MEASURES • Provision of centerline road marking where possible, edge delineation, etc.; • Provision of clearly marked signing at townships, sensitive areas such as potential crossings, mosque, schools, temples, etc.; • Enforcement of speed limits and other traffic rules, especially built-up areas; • Safety of road users could be ensured during repair of carriageway and hydraulic Structures by placing standard sign boards, barricading of the repair site etc.

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9. Road Repair/Maintenance of RoW:

382. The important activities during operation phase are road repairing and other associated structures, rest areas, axle load station, roadside beautification; dense bush and shrub tree planation etc. are well maintained. Poor and irregular maintenance the road condition may deteriorate the road condition day to day and creates the numerous problems, such as increase in accidents, disruption of transportation services, functioning of roadside drains and cross drainage structures and survival of planted trees.

During maintenance activities, emissions from hot patch work, fumes from pavement marking works, dust from concrete grinding, and dust from demolition debris may deteriorate local air quality.

383. MITIGATION MEASURES: • RHD will allocate adequate resources and logistics to ensure that the road and its associated cross structures, other infrastructures and environmental enhancement through tree plantation are being well maintained and intended benefits are generated thereof; • Water sprinkling to control dust, • Provide of PPEs to workers, • Covered haul trucks carrying construction materials, • Maintain an adequate vehicle road capacity as congestion decreases vehicle speed, deteriorates fuel efficiency, and increases emission per kilometer travel.

• Maintain optimum range of vehicle speed. CO2 emissions drastically increase when vehicles are travelling less than 30 kph and faster than 70 kph, and as per proposed design is 80 kph; • Maintain good riding quality of the toll road, expressed in roughness • RHD will allocate adequate resources and logistics to ensure that the road and its furniture are being maintained and intended benefits are generated thereof • Regular maintenance of culverts and bridges approaches, pier conditions, erosion and scouring of river.

10. Bridge Maintenance and Repair:

384. Scouring at Bridge Piers: Significant impact may be raised if scouring and erosion occurs adversely at bridge piers. Local scour mainly depends on the depth of flow and velocity, and occurrences of 100-year flood event at the proposed bridge sites. RHD officials should be regular monitoring piers scouring condition at bridge site, particularly in monsoon seasons and cyclone. RHD will take preventive measures, like dumping of geo-textile bags and, sand bags etc. at the piers and apply other corrective measures.

I. Emergency Response Plan:

385. An Emergency Response Plan (ERP) of the project encompasses organizing, coordinating and implementing a range of procedures to prevent, mitigate, respond to and recover from the consequences of an emergency event. This ERP will provide information, strategies and procedures relating to all aspects of emergency management during operation, which comprise: i) Prevention of emergencies, ii) Preparation for emergencies, iii) Response to an emergency and iv) Recovery following an emergency.

The objective of the plan is to facilitate a rapid and effective emergency response and recovery; provide assistance to emergency and security services; implement an effective evacuation plan if required, and communicates vital information to all relevant persons involved in the transport emergency with a minimum of delay. Emergency planning requires an identification and assessment of the hazards likely

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to cause an emergency. Emergency risk management should be carried out in accordance with regional laws and guidelines to identify and set priorities to be addressed within an emergency management program.

An Emergency Response Plan (ERP) to be used during construction and operation and maintenance of the Project. The EPP includes for six identified emergency events that may potentially affect the operation of project road, including major Bridges and other project assets. These events are: flooding, traffic accidents, spill/leak of hazardous materials in land & water body, civil disturbance/riot, gas leak and explosion. The plan outlines the necessary resources, personnel, and logistics, which allow for a prompt, coordinated, and rational approach to a transport accident. The plan contains sufficient detail to enable those involved in the response to effectively carry out their duties. For this project a detailed ERP will be prepared by the Contractor for construction works. It further includes measures for a rapid and effective emergency response; the provision of assistance to emergency and security services; the implementation of an evacuation plan if required, and the establishment of good communications with persons/institutions involved in transport and emergency services.

In order to effectively implement an ERP, there requires an organizational structure in place to oversee and coordinate all activities. An Emergency Response Team (ERT) will be responsible to oversee the functions of the Emergency Response. And an Emergency Response Centre (ERC) under PIU is proposed that responds to all emergency events in the field. ERT will oversee the functions of ERC in regular basis. The ERC is responsible for monitoring the safety of the Road and coordinating and responding to all emergency events. The ERC will ensure that the medical facilities and ambulances in all Upazila Health Complex close to the project site are adequate and functional, if necessary.

The ERT will have up-to-date contact information (telephone numbers, alternative telephone numbers and facsimile numbers) of individuals within the ERC, members of the ERT, RHD officials, Bangladesh Army, local police department, fire department, DMB, BRTA, regulatory contacts, containment and cleanup equipment contractors, structural and maintenance engineers, technical specialists, public health, and DoE.

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VI GREEN HOUSE GAS EMISSION

A. Climate Change Mitigation

386. One of the main triggering factors for climate change is increase in greenhouse gas emission. Average annual growth rate of vehicles and road transport CO2 emissions in Bangladesh is 9.8%15 in Asia and 0.21% of global share. Transportation sector in Bangladesh contributes to around 14% of the total GHG emission, of which road transportation alone has a share of 9.8%. Road construction accounts for 5% of its total life cycle GHG emission whereas, operation, that is traffic accounts for rest 95%16. GHG emission likely to be generated from the project roads have been computed using the Transport Emissions Evaluation Model 17 18 for Projects (TEEMP) developed by Clean Air Asia was utilized to assess the CO2 gross emissions with and without the project improvements.

387. The main improvement from the project that was considered for the model are better surface roughness with less than 2 m/km, and widening of roads from 2.0 lanes to uniform 4.0 lanes. These changes were translated into increase in traffic speed and smooth movement of traffic and hence resultant reduction in fuel consumption during the operation of project roads after upgradation and improvements. The model was also used to estimate CO2 emissions during the construction stage of the project. The model also allows for the inclusion of impacts related to traffic congestion with and without project through provisions for inserting data on the traffic numbers, lane width, number of lanes and volume/capacity saturation limit.

Information used for projecting the CO2 emissions were: • The project will rehabilitate and widen 13 rural roads sections (DS-1, DS-2, DS-3, DS- 4, DS-5, DS-6, DS-7, DS-8, DS-9, DS-10, DS-11, DS-12A and DS-12B) with total existing road length of 222.60 km and is proposed to improve to 209.3 km (Design length).

• The road configuration will change from 2.0 lanes to uniform 4.0 lanes with carriageway width of 7.3 m and 5.5m, 4.2m and 3.6m service road in both urban/built-up areas and rural areas throughout the project road and will have an asphalt concrete surface.

• Existing road roughness is mostly 6.0 m/km and will be improved to less than 2.0 m/km and will be maintained within this limit in future;

• Construction will take place over a period of 48 months from 2019 and road operations will begin in 2023. Other improvements include the repair or reconstruction of damaged culverts, introduction of lined longitudinal and cross drains for road and removal of irregularities on the existing vertical profile and road safety appurtenances.

388. The project road does connect or intersects to few important road corridors and major highways and roads on the way which are Dhaka Eastern Bypass, N105 at Bhulta (Rupshi), Dhaka-Ghorashal-Narsngdi, R301 merges at Panchdona, Narsighdi-Shibpur-Monohardi, R211 at Velanagar, Bhairab-Kishoreganj-Mymensingh R360 at Bhairab Bridge, Hobiganj-

15 Accessing_Asia_2012_Edition_MAIN_REPORT. 16 Emissions from fuel combustion highlights (2012 Edition) by International Energy Agency. 17 TEEMP is an excel-based, free-of-charge spreadsheet models to evaluate emissions impacts of transport projects. 18 A network of 250 organizations in 31 countries established by the Asian Development Bank, World Bank, and USAID to promote better air quality and livable cities by translating knowledge to policies and actions that reduce air pollution and greenhouse gas emissions from transport, energy and other sectors.

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Sarail-Brahmanbaria, R220 and N102 at Sarail, Habiganj-Chunarughat-Madhabpur, N204 at Jagadishpur at Shayestaganj and Jagadishpur, Moulvibazar– Srimongal road, N207 at Mirpur, and Moulvibazar- Sylhet, N206 at Sylhet Eastern Bypass etc. and therefore induced traffic is expected at those sections.

389. Traffic growth rate applied to project the transport demand has been calculated on the basis of elasticity of demand for different motorized vehicle compared to general GDP growth suggested by the Planning Commission of Bangladesh and were taken from the Traffic survey and analysis report. The projection was made for 20 years in four 5-yearly cycles of project lifecycle. Table 55 presents the corresponding growth rates estimates based on elasticity of demand and year wise GDP growth.

Table 55. Traffic Growth for Traffic Forecast Analysis

Vehicle Type and Elasticity

Auto Jeep/ Motor Bus Microbus Minibus Car Truck GDP Rickshaw Utility Cycle Year Growth 2.08 1.51 1.67 1.26 0.27 2.34 1.37 1.44

Traffic Growth

2019 6.80% 14.1% 10.3% 11.4% 8.6% 1.8% 15.9% 9.3% 9.8%

2020 7.00% 14.6% 10.6% 11.7% 8.8% 1.9% 16.4% 9.6% 10.1%

2021 7.00% 14.6% 10.6% 11.7% 8.8% 1.9% 16.4% 9.6% 10.1%

2022 7.00% 14.6% 10.6% 11.7% 8.8% 1.9% 16.4% 9.6% 10.1%

2023 4.50% 9.4% 6.8% 7.5% 5.7% 1.2% 10.5% 6.2% 6.5%

2024 4.50% 9.4% 6.8% 7.5% 5.7% 1.2% 10.5% 6.2% 6.5%

2025 4.50% 9.4% 6.8% 7.5% 5.7% 1.2% 10.5% 6.2% 6.5%

2026 4.50% 9.4% 6.8% 7.5% 5.7% 1.2% 10.5% 6.2% 6.5%

2027 4.50% 9.4% 6.8% 7.5% 5.7% 1.2% 10.5% 6.2% 6.5%

2028 4.50% 9.4% 6.8% 7.5% 5.7% 1.2% 10.5% 6.2% 6.5%

2029 4.50% 9.4% 6.8% 7.5% 5.7% 1.2% 10.5% 6.2% 6.5%

2030 4.50% 9.4% 6.8% 7.5% 5.7% 1.2% 10.5% 6.2% 6.5%

2031 4.50% 9.4% 6.8% 7.5% 5.7% 1.2% 10.5% 6.2% 6.5%

2032 4.00% 8.3% 6.0% 6.7% 5.0% 1.1% 9.4% 5.5% 5.8%

2033 4.00% 8.3% 6.0% 6.7% 5.0% 1.1% 9.4% 5.5% 5.8%

2034 4.00% 8.3% 6.0% 6.7% 5.0% 1.1% 9.4% 5.5% 5.8%

2035 4.00% 8.3% 6.0% 6.7% 5.0% 1.1% 9.4% 5.5% 5.8%

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Vehicle Type and Elasticity

Auto Jeep/ Motor Bus Microbus Minibus Car Truck GDP Rickshaw Utility Cycle Year Growth 2.08 1.51 1.67 1.26 0.27 2.34 1.37 1.44

Traffic Growth

2036 4.00% 8.3% 6.0% 6.7% 5.0% 1.1% 9.4% 5.5% 5.8%

2037 4.00% 8.3% 6.0% 6.7% 5.0% 1.1% 9.4% 5.5% 5.8%

2038 4.00% 8.3% 6.0% 6.7% 5.0% 1.1% 9.4% 5.5% 5.8%

The road corridor under study can be sub-divided into 6 segments in order to produce homogeneous sections in respect of traffic type, volume and other characteristics. Following Table 56 shows the homogenous segments for which traffic studies were carried out and impact of greenhouse emission was performed.

Table 56. Homogenous section for TEEMP Modelling

S. No. Road Segment Name Existing Length (Km) Proposed Length (Km) 1 N2 Dhaka (Katchpur)-Narsingdi 32.60 35.00

2 N2 Narsingdi-Bhairab Bridge 35.20 32.85

3 N2 Sarail-Jagadishpur 35.90 34.8

4 N2 Jagadishpur- Shayestaganj 35.00 34.60

5 N2 Shayestaganj-Sherpur 37.40 35.70

6 N2 Sherpur – Sylhet Bypass - HRC 39.50 35.90

Total Length (Km) 215.60 208.85

390. Maximum PCU of the existing total volume count traffic for 2 lanes and forecasted traffic of improved 4-lane road are estimated based standard cross-sections for RHD roads and geometric design of the RHD Roads guidelines of Bangladesh. The PCU equivalent used in TEEMP model is also referred from geometric design of RHD Roads in Table 57 and Table 58.

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Table 57: Maximum PCU based on standard Cross-sections

(Source: Geometric Design of RHD Roads)

Table 58. PCU Equivalent in TEEMP Model

(Source: Geometric Design of RHD Roads)

391. Drivers of TEEMP Emission model: Motorization growth by type or vehicle population, travel activity (VKT) for various types of vehicles, percent share of passenger- kilometer by type, percent share of load-kilometer by type, fuel consumption etc. are some of the drivers of TEEMP transport emission model. • Bangladesh do not conduct regular national household surveys or record and analyze odometer readings as part of regular vehicle registration processes. Daily Vehicle Km Travel (VKT) are thus estimated based Average Km Driven referred from the Average Annual Utilization of Vehicles provided from Road User Cost Report, 2016-17, Bangladesh. • Vehicle population data is taken from the Classified Traffic volume count stations

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surveyed at 7 locations. • Average occupancy of Passenger vehicles and load of freight vehicles: The average occupancy data is not available from household survey of the study area thus referred from Asia region from UITP-MCD and others. Load of freight vehicles on the other hand is referred from Vehicle retailers in Dhaka, May 2017 (RUC Report 2016-17). • Average fuel efficiency estimates were sourced from various local studies and specifications from vehicle manufacturers.

392. Emission Factors: It has been noted that fuel types in the transportation sector are constantly moving towards use of cleaner fuel and have already started in major cities. In the present TEEMP modeling, detailed set of Emission factors were not available for cities or local studies for various types of sources. Bangladesh do not provide comprehensive vehicle classifications by fuel type (especially for vehicles running on alternative fuels and on electricity) and by technology type (which is important for air pollutant emissions estimations). In the absence of adequate data, countries with similar transport conditions may be used and therefore emission factors are taken from a variety of similar Indian sources including CPCB, MoEF&CC, ARAI and other published reports, considering different type of vehicles and fuel types and shown in Table 59. It has also been assumed that the emission factors will be improved over a period of time due to improved fuel efficiency as well as changes in regulations and use of cleaner fuels. Considering the present scenario of the project road in Bangladesh, it has been assumed that the contribution of electric and other vehicles driven by other fuel like CNG/LPG is negligible and so the fleet characteristics is primarily considered from petrol and diesel driven vehicles in the modal share. The fuel type and fleet scenarios considered for TEEMP is shown in Table 62 and Table 61.

Table 59. Emission Factors of CO2 for vehicle types (2019 and 2038)

Vehicle Type 2019 2038

Fuel Petrol Diesel LPG Electric Petrol Diesel LPG Electric

Unit kg/liter kg/liter kg/kg kg/kwh kg/liter kg/liter kg/kg kg/kwh

CO2 Emission Factor

2-wheeler 2.28 - - 0.82 1.51 - - 0.41

3-wheeler - - 3.23 0.82 3.37 2.75 0.41

Car 2.59 2.59 2.40 - 1.79 2.23 2.04 0.41

Multi Axle - 3.21 - - - 1.88 - -

Bus - 3.61 - - - 2.02 - -

2 Axle - 3.50 - - - 2.02 - -

Table 60: Fuel type scenario considered in the TEEMP (2019 and 2038)

2019 Fuel Type (%) Petrol Diesel LPG Electric Other Sum

2-wheeler 95.00% 5.00% 100%

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3-wheeler 90.00% 5.00% 5.00% 100%

Car 55.00% 40.00% 5.00% 100%

Multi Axle 100.00% 100%

Bus 100.00% 100%

2 Axle 100.00% 100%

2038 Fuel Type (%) Petrol Diesel LPG Electric Other Sum

2-wheeler 90.00% 10.00% 100%

3-wheeler 80.00% 10.00% 10.00% 100%

Car 45.00% 40.00% 10.00% 5.00% 100%

Multi Axle 100.00% 100%

Bus 100.00% 100%

2 Axle 100.00% 100%

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Table 61. Emission Standards of Fleet (%)

Fuel Efficiency at 50 kmph Electri Othe Electri Othe Petrol Diesel LPG Petrol Diesel LPG (km/unit of consumption) c r c r

km/litr km/litr km/K km/kw Km/litr km/litr km/K km/kw unit of consumption NA NA e e g h e e g h

2-wheeler 45.00 20.00 50.00 25.00

3-wheeler 18.00 30.00 12.00 20.00 35.00 15.00

Car 12.00 15.00 12.50 15.00 20.00 15.00 10.00

Multi Axle 5.00 8.00

Bus 5.00 8.00

2 Axle 5.00 8.00

Emission Standards of Electri Othe Electri Othe Petrol Diesel LPG Petrol Diesel LPG Fleet (%) c r c r

2-wheeler

Pre-Euro

50.00 30.00 Euro 1 0.00% % %

50.00 70.00 Euro 2 0.00% % %

Euro 3 0.00% 0.00%

Total 100% 0% 0% 0% 0% 100% 0% 0% 0% 0%

3-wheeler

80.00 Pre-Euro 0.00% %

20.00 40.00 Euro 1 % %

60.00 Euro 2 %

Euro 3

Total 0% 100% 0% 0% 0% 0% 100% 0% 0% 0%

Car

Pre-Euro 0.00% 0.00% 0.00% 0.00%

40.00 40.00 Euro 1 0.00% 0.00% % %

40.00 40.00 40.00 40.00 Euro 2 % % % %

20.00 20.00 60.00 60.00 Euro 3 % % % %

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Total 100% 100% 0% 0% 0% 100% 100% 0% 0% 0%

Multi Axle

Pre-Euro 0.00% 0.00%

70.00 10.00 Euro 1 % %

20.00 40.00 Euro 2 % %

10.00 50.00 Euro 3 % %

Total 100% 100% 0% 0% 0% 100% 100% 0% 0% 0%

Bus

Pre-Euro 0.00% 0.00%

70.00 10.00 Euro 1 % %

20.00 40.00 Euro 2 % %

10.00 50.00 Euro 3 % %

Total 0% 100% 0% 0% 0% 0% 100% 0% 0% 0%

2 Axle

Pre-Euro 0.00% 0.00%

70.00 10.00 Euro 1 % %

20.00 40.00 Euro 2 % %

10.00 50.00 Euro 3 % %

Total 0% 100% 0% 0% 0% 0% 100% 0% 0% 0%

393. The model demands information on length of road or section, lane configuration, mode wise count of AADT in vehicles, average trip length, share or local traffic, trip length of local traffic, fleet characteristics i.e. breakdown of fleet based on fuel type, percentage breakdown of vehicle-fuel type are based on Euro standard specific to the year. Input parameters as considered for all the project road sections and are as given in succeeding Table 62. Design period is considered to be 20 years and volume capacity saturation limit is considered based on the current traffic velocity and hence varies in each project road. Traffic forecasts were taken from the Traffic survey and analysis reports, where traffic growth rate is considered per annum based on GDP and elasticity of demand as shown in Table 57 above.

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Table 62: Input Parameters for TEEMP

Road Section Lengt BAU Lengt WPS h (km) h (km) Lane Lane Roughnes Lane Lane Roughnes s widt s (m/km) s widt s (m/km) h h (m) (m)

Dhaka (Katchpur)-Narsingdi 32.60 2 7.3 6 35.00 4 7.3 2

Narsingdi-Bhairab Bridge 35.20 2 7.3 6 32.85 4 7.3 2

Sarail-Jagadishpur 34.80 2 7.3 6 34.80 4 7.3 2

Jagadishpur- Shayestaganj 35.00 2 7.3 6 34.60 4 7.3 2

Shayestaganj-Sherpur 37.40 2 7.3 6 35.70 4 7.3 2

Sherpur – Sylhet Bypass - 39.50 2 7.3 6 35.90 4 7.3 2 HRC

394. Estimated carbon emissions from road construction were estimated by using the emission factor for rural/ urban roads, by using ADB - Carbon footprint 4, which is equivalent to 109,600 kg CO2/km of road construction. Thus estimated total carbon emission from construction of various sections is estimated presented in Table 58.

Table 63. Estimated Total CO2 Emission from Road Construction

Emission factor Road Section Length (km) CO2 emission (Kg) (Kg CO2/km)

N2 Dhaka (Katchpur)-Narsingdi 35.00 38,36,000

N2 Narsingdi-Bhairab Bridge 32.85 36,00,360

N2 Sarail-Jagadishpur 34.80 38,14,080 109,600 N2 Jagadishpur- Shayestaganj 34.60 37,92,160

N2 Shayestaganj-Sherpur 35.70 39,12,720

N2 Sherpur – Sylhet Bypass - HRC 35.90 39,34,640

2,28,89,960 (Approx. 22,889 Total 208.85 Tons)

395. The road upgradation brings about changes in surface roughness value and road capacity value which on improvements have implications in CO2 emissions. Improved roughness (lower value) results in higher speed and lesser emissions while increase road usages increases emissions. These are further affected by traffic congestion once the road reaches the volume/capacity saturation limit. On the other hand, CO2 emissions are also generated as a result from the processing and manufacturing of raw materials needed to upgrade the project road and in the case of project, to upgrade and strengthen the road length of approximately 209.3 km. Thus, the total CO2 emissions that is likely to be generated as a result of the road construction will be of the order of approximately 22,889 tons, which will be

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mostly generated during the first 4 years of road construction period (as the total construction period is limited to 4 years).

396. The design life of road is considered to 20 years. Emission of CO2 as estimated in scenarios as Business-As-Usual BAU and With Project Scenario (WPS) for all the project roads individually is estimated and found to be above than 100,000 tons per year threshold set by ADB. The total CO2 emission at BAU and WPS (over the design life of road) were estimated as 410,918.59 tons/year, and 338,332.06 tons/year respectively as shown in Table 66.

Table 64. Overall CO2 Emissions of Project

Road Sections Road Particular CO2 emission Length (km) BAU PWOIT PWIT

N2 Dhaka (Katchpur)-Narsingdi 35.00 tons/km 44991.97 43906.58 53091.18

tons/year 73336.91 76836.52 92909.57

tons/km/year 2249.60 2195.33 2654.56

g/pkm 92.81 52.19 51.98

g/tkm 88.70 49.29 49.08

N2 Narsingdi-Bhairab Bridge 32.85 tons/km 32581.25 36141.45 41788.89

tons/year 57343.00 59362.34 68638.26

tons/km/year 1629.06 1807.07 2089.44

g/pkm 88.70 49.11 48.88

g/tkm 92.92 51.38 51.14

N2 Sarail-Jagadishpur 34.80 tons/km 45598.66 33393.46 38876.02

tons/year 81849.59 59941.25 69782.45

tons/km/year 2279.93 1669.67 1943.80

g/pkm 139.67 64.31 63.12

g/tkm 99.53 47.04 46.17

N2 Jagadishpur- Shayestaganj 34.60 tons/km 36312.07 26097.71 30574.00

tons/year 63546.12 45149.05 52893.01

tons/km/year 1815.60 1304.89 1528.70

g/pkm 127.80 58.10 57.59

g/tkm 97.43 44.59 44.19

N2 Shayestaganj-Sherpur 35.70 tons/km 33342.79 24908.81 28765.28

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Road Sections Road Particular CO2 emission Length (km) BAU PWOIT PWIT

tons/year 62351.01 44462.23 51346.02

tons/km/year 1667.14 1245.44 1438.26

g/pkm 132.69 60.26 59.51

g/tkm 96.52 44.28 43.73

N2 Sherpur – Sylhet Bypass - HRC 35.90 tons/km 36704.79 29292.86 33449.99

tons/year 72491.96 52580.68 60042.73

tons/km/year 1835.24 1464.64 1672.50

g/pkm 117.36 54.59 54.10

g/tkm 113.16 52.95 52.47

Total 209.95 tons/year 4,10,918.59 3,38,332.06 3,95,612.04

Overall CO2 emission plots at different Scenarios 700,000

600,000

500,000

400,000

300,000

200,000 Emissions (Tons/Year) 2 100,000 CO -

Year

BAU PWOIT PWIT

Figure 43. Time-series of CO2 Emission at Different Scenarios of Project Life

397. It is therefore evident that ‘with project scenario’ will reduce more than 17.66% of CO2 emissions (Net CO2 reduction of 72,586 tones/year), while comparing with the business as usual scenario. One important conclusion of the TEEMP modeling implies that both business as usual scenario (BAU) and with project scenario (WPS) is having CO2 emissions above 100,000 tons per year threshold set in the ADB SPS 2009 guideline. It can also be concluded from the time-series curves of CO2 emission that before attaining the complete life cycle of the project the CO2 emission will surpass the business as usual or no project level of emission.

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Therefore, it is necessary to implement necessary options to reduce or offset CO2 emissions under the overall project with suitable mitigation measures.

398. As a part of the mitigation measures, mandatory compensatory plantation of 2,13,408 saplings (nearly 1:3 basis) and Additional plantation of 13,40,373 saplings (nearly in 1:8 basis) will be done strategically to minimize the GHG emissions from increased in traffic due to road improvement. Agroforestry trees, planted in tropical climates, is likely to sequester atmospheric carbon dioxide at an average of 22 kg/year of CO2 per mature tree per year thus it it expected that total of 15,53,781 trees planted under compensatory plantation will further contribute toward reduction of CO2 by 34,183 tons/year.

399. The above Table 59 and graphical representation in Figure 44 clearly indicate that the Business-As-Usual scenario will have comparable CO2 emissions with project option, particularly due to the present road condition as well as very high traffic density in the project roads. With project scenario will bring wider roads, improved road conditions, ease in traffic movement, better fuel efficiency. It is also to be noted that CO2 reduction will also be contributed from the improvement of road carrying capacity, until the traffic volume reaches to saturation limit with existing road infrastructure and it would be difficult to sustain 80 km/hr speed with existing 4-lanes during the entire project life.

400. It is also appropriate to mention that the CO2 emission estimation was conducted through TEEMP model considering upgradation from 2-lane to 4-lane configuration which do not take into account of proposed SMVT or Non-motorized lanes whereas, the proposed Dhaka-Sylhet road improvement is supported with proposed 5.5m service road on either side throughout the length of the project. This additional SMVT of 5.5m (urban), 4.2m (DS-1 to DS- 4) and 3.6m (DS-5 to DS-12) width throughout the project length is expected to serve significantly in circumventing the peak traffic condition during exigencies thereby maintaining the design speed and volume/capacity saturation limit of the road throughout the lifecycle of the project.

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VII INFORMATION DISCLOSURE, CONSULTATIONS AND PARTICIPATION

A. Objective of the Public Consultation

401. The core objectives of the stakeholder consultations are to inform the public about the project and its activities, potential environmental impacts and public participation in the proposed mitigation measures. The objective is to solicit their opinions on the project, then to analyze and consider the issues raised for inclusion into the component planning and implementation document.

Consultation in the project area, particularly with the affected people and other stakeholders, is viewed as a critical part of best practice planning and environmental impact assessment. Engagement of stakeholders early during the project’s planning phase decreased the chances of serious complaints and increased the likelihood of approval by regulatory authorities and the smooth implementation of the project work. The Bangladesh Department of Environment (DoE) and the Asian Development Bank (ADB) both requires that stakeholder consultations output to be integrated into the project’s planning and is reflected in the IEE.

Consultations with the local community is viewed as best practice planning and environmental impact assessment. Early and preliminary engagement of stakeholders during the project planning phase increases the likelihood of approval by regulatory authorities and the smooth implementation of project activities.

Fruitful consultations provide affected public a platform to raise and ensure incorporation of their concerns in the decision-making process and foster co-operation among officers of RHD, the community, project affected persons and other stakeholders to achieve a cordial working relationship for smooth implementation of the project. The information disclosure and public consultation are based on, • Stating the need for the project and its activities, potential environmental and social impacts and proposed mitigation measures.

• Informal discussions with the participants regarding to guess their perception towards the project implementation and consider their valuable suggestions in project design and implementation.

B. Project Stakeholders

402. The stakeholders of different categories were identified to ensure as wide coverage as possible such as business people, shopkeepers, residents, local elites, Govt. officials and who live and work along the road, especially the project affected persons, road users/commuters, executing agency and beneficiaries.

C. Consultations with Project Affected People/Beneficiaries

403. Meaningful Consultations were held alongside the project road at 10 locations. A total 809 participants from local public, project affected businessmen, representatives of Purashova, local elites and government officials were present in these meetings, of them only 21 participants were female, since women in the Sylhet region are more conservative and possessed by Islamic culture The attendance sheet included in Annex 24. The informal consultation generally started with explaining the project, followed by an explanation of potential impacts. Details on location date and attendance of these consultation meetings are below.

Table 65 Details of Consultation Meetings

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Sl Venue/Upazila/District Date &Time Male Female 1 Morjal Bus Stand,Raipur, Narsingdi 09 December, 2019 68 04 2 Orbit Nursing,Basail, Narsingdi 09 December, 2019 86 05 3 Haji Nur Uddin high 26 December, 2019 93 00 4 Madhabdi SP institute,Madhabdi, Narayanganj 26 December, 2019 50 00 5 Madhabpur Govt. primary School, Madhabpur, 31 December, 2019 59 01 6 Khatihata,B,baria sadar, B.Baria 04 February, 2020 100 00 7 Putizuri Union Parishad,Bahubal,Habiganj 11 February, 2020 158 02 8 Lala Bazar Union Parishad,Dakshin 12 February, 2020 41 02 9 Shahpur Notun Bazar,Madhabpur,Habiganj 17 February, 2020 60 00 10 Goala Bazar Union Parishad, 18 February, 2020 80 00 795 14 Total 809 Source: Draft Resettlement Plan

PowerPoint presentations were made highlighting the purposes of the project and its activities, potential impacts of the project implementation and potential mitigation measures during the meetings. The Grievances Redress Mechanism (GRM) was also disclosed to the attendee during consultation describing that local citizens and stakeholders affected could forward their concerns, complaints at specified offices, as applicable and at any time.

After each formal presentation, participants were asked to raise their questions/ concerns and provide suggestions. Questions made by participants were answered and or explained/ clarified by the consultants. A wide range of environmental issues concerning the sound and air pollution, drainage congestion and waterlogging, effect on fish farming, and agricultural productions, and disturbances to migratory birds was expressed in the meeting with the number of users of suggestions. Many of the suggestions made by the participants. The social issues, including proper and hassle-free compensation, acquisition of land and resettlements have also dominated the discussions. It was apparent that the local people are in favor of project development and happy with the environmental mitigation measures designed. However, they have a wide range of socio-economic concerns. Participants’ views were gathered regarding all aspects of the environment, which may have direct or indirect impacts on local people. Key issues discussed were: • Waterlogging and drainage problem during monsoon season • Flora and fauna of the project area; • Environmental issues concerning the sound and air pollution, tree removal; • Proposed improved realignment of the project; • Awareness and extent of the project and development components; • Benefits of the project for the economic and social upliftment of community.

404. Local communities welcomed the decision of road widening and improvement proposals of RHD. They perceived several benefits like faster and cheaper connectivity, improved accessibility to better infrastructure facilities, reduction in migration, increased economic activities and appreciation in value of land and many others. At the same time, they apprehended that the risk of accident, air and noise pollution would increase due to high traffic density after widening. Main request/suggestions made by the participants are:

• Local disturbances due to project construction work; • Improvement in vertical profile of the roads • Provision of side drains, culverts, safety measures, avenue plantation, bus shelters, parking and lighting in markets/built-up areas

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• Signage and speed restriction near schools, mosques and market places • Consider provision of adequate Foot Over bridges in the project, particularly at accident prone areas like mosques, temples, institutions, hospitals and busy markets • Adequate compensation and rehabilitation assistance to affected persons

Design considerations have been made to incorporate most of the suggestions and demands of the local people.

D. Consultations with Governmental Departments

405. During course of this IEE study, the environmental consultant made several meetings with the officials of different government offices such as, Department of Forest, Department of Fishery, and Deputy Commission Office to collect pertaining information to incorporate in this study. In these consultation process ADB consultants were also involved in some sessions. The list of officials from various government departments contacted and issues discussed are summarized in Table 60.

Photo 8: Consultation of ADB with Officials of Forest Dept. Narsingdi and DFO, Sylhet

406. Focused group discussions were held with women and vulnerable groups. The purpose of these exclusive discussions was to ensure women were aware about the project and to understand their concerns and expected benefits out of the project. The participants expressed a number of both key benefits and concerns that they expect out of project. The improvement of the road network will have positive impacts, as it will increase the frequency and quality of the transportation for them. It will not only improve accessibility but also increase the value of land. They also opined that the augmentation of the road network would help in creating employment opportunities for the local people. However, a few women were participated in the meetings and raised the voiced regarding their safety and their children safety as they foresee that the widening of the road would increase the frequency of the vehicles, leading to increased risk of accidents. Further details of FGD held with women are provided in the GSIP and RPs.

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Table 66: Consultations carried out with Governmental Officials

S. Date Govt. Officials Discussed Issues and Information Obtained No • Reserved Forest or forest stretches falling along with 10 km buffer zone of the project Md Tareq 19- • No any reserved forest located alongside project road, Forest Khondekar Social 1 02- Forester Forest, biodiversity including flora and fauna impacted by the project 2020 Raipura, Narsingdi • Ownership of trees planted within RoW of RHD belongs to RHD and partly by DoF • Social Forestation carried out within the existing RoW of RHD • Provided information on flora, fauna of the project impacted areas and wildlife movement along/across the proposed viaduct at Railway crossing in Raghunandan hill at Olipur in Mr. Abdul Khaleq, DS-7 to devise mitigation measures. 19- Ranger Forest • Some wildlifes are found vicinity of hill area at close to road 2 02- Department. 2020 side during night as well in day time but less frequency Habiganj • No any reserved forest located nearby the project area. • Tree plantation and maintenance cost as per Forest Department for roadside planation • Information on Raghunandan hill and its Forest coverage Mr. Sajjat Hossain, • Information was also on forest, flora, fauna of the project 20- District Forest impacted areas and wildlife 3 02- Office, Forest 2020 Department. Habiganj • Information on forest stretches falling along with 10 km buffer Mr. Sajjat Hossain zone of the project 20- DFO, Divisional • Information Raghunandan Hill and Forest 4 02- Forest Officer, 2020 • Other Protected areas within 50 m buffer zone of the project Sylhet area • Hill cutting issues and clearance/ permitting procedure Wildlife • Information was also collected about wildlife and nature of Management and forest, flora and fauna abundance in the area. Project 21- Nature impacted areas and wildlife movement along/across the 5 02- Conservation project road to devise mitigation measures. Migratory birds 2020 Division, Forest and animals within the project influence zone Office, Moulvibazar • Information of Raghunandan forest and hill cutting permission possibility, etc. • Chief Conservator of Forest, DOF is responsible for Mr. Meheer Kumar permitting the clearance the vegetation on hill Das • Reserved and protected forests, eco park, bird sanctuary 24- Conservator Forest located within 10 and 50 m buffer zone of the project area 6 02- Wildlife Circle and 2020 • Information of Rema Kalanga wildlife sanctuary, Kadimnagar Extension, national park, Tilagor Eco park, Hail haor Mohakhali, Dhaka • Department of Environment will provide the approval of site clearance for hill cutting • Information on forest stretches falling along with 10 km buffer zone of the project Mr. Imran Ahmed • Information was collected on the same as above. 24- Conservator, • Possibility of Raghunandan hill cutting at Olipur under DS-7 7 02- Social Forest • Other Protected areas within 10 km and 50 km buffer zone of 2020 Central. Mohakhali, the project area. Provision of Hill cutting in Bangladesh Dhaka

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S. Date Govt. Officials Discussed Issues and Information Obtained No • Destroy the existing fish habitat due to filled up the borrow pits by widening the existing road, freshwater fishes breed mainly Md. Masudur in burrow pits, if proper mitigation measures are adopted. 25- Rahman, Fishery • Recommended for provision to keep diversion water channel 8 06- Extension Officer, to maintain fish habitat. 2020 Nabinagar, • No existence of Dolphin in the Rivers crossed by the project Brahmanbaria road, except Meghna river over which Bhairab Bridge are already constructed and excluded from the project.

Mr. Rafiqul Islam, • Project Activities and impacts, and Environmental Clearance 24- Deputy Director issues. 9 05- (Monitoring) of • Suggested to consult formal meeting with concern officers of 2020 DoE, Dhaka. of the DoE. project • Informed that no dolphin in Arial Kha River at bridge site. Md. Anisul Kabir, • A few or migratory birds observed at the project site. 23- Head Assistant, 10 08- District Fishery • Fishery department has projects demonstration and training 2020 Office (DFO), for fish culture knowledge dissemination, the Project affected Narshingdi agricultural land owner may have priority in their training program. Mr. Toufikul Islam, • No dolphin or migratory birds observed near the existing Assistant Agri. project road-bridge in Arial Kha River as water of the river was 24- Engineer, highly polluted due to industrial wastages. 11 08- Agriculture • The department has been supporting local farmers through 2020 Department training on seed preservation and modern irrigation system. (BADC), Project affected persons who will lose their agricultural lands Narshingdi may get priority in this program. • No dolphin was observed within last 16 years near the in Old Brahmaputra River at nearby existing project road-bridge. Md. Lotifur • Many migratory birds are observed during winter. 24- Rahman, Senior, • No dolphin observed in the Shahbazpur Bridge point of Titas 12 08- Upazila Fishery River. However, a few migratory birds, especially wadres 2020 Officer, Bhairab, might be observed during winter. Kishoreganj • No dolphin observed in Sutang River and rivers crossed by the project road. However, a few migratory birds, especially waders are observed during winter in Sutang River. • Informed that no dolphin movement in Khowai River. However, a few migratory birds might be observed during winter. Md. Arab Ali, • Some wildlifes are found in the vicinity of hill area close to Watcher, Abdul road side like; 25- Khaleque, Range • Rhesus Macaque (Banor), Irrawaddy Squirrel (Badami 13 08- Officer Forest Kathbirali), Flying Fox (Badur), Indian Pipistrelle 2020 Department (Chamchika), Jungle Cat (Ban Biral), Common Palm Civet (Check post), (Gondho Gokul), Small Indian Civet (Khatash), Small Shayestaganj Indian Mongoose (Chhoto Beji), Common Mongoose (Boro Beji), Asiatic Jackal (Pati Shial), Bengal Fox (Khek Shial) etc. during night as well in day time but less frequency. • No dolphin occurrence near the existing Dhaka-Sylhet road-bridge in Kushiyara River since last 10 years. Md. Rejaul Karim, However, they may be observed about 6-7 kilometer 26- Divisional Forest downstream of the project location. 14 08- Officer (Wildlife), 2020 • Mentioned they don’t have any record of dolphin Moulvibazar observation near the existing Dhaka-Sylhet road-bridge in Kushiyara River and Shadipur Khal, however, they had record of dolphin observation in different points of Surma

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S. Date Govt. Officials Discussed Issues and Information Obtained No River. • Recommended for construction of an overpass or under pass in Raghunandan Hill area for free movement of wildlife as stated above.

• No existence of dolphin near the existing Dhaka-Sylhet Mrs. Mashrupa 26- road-bridge in Kushiyara River and Shadipur Khal. Taslim, Upazila 08- • Recommended constructing the road considering 15 Fishery Officer, 202 conservation of fish resources in the area. Osmaninagar, 0 Sylhet • No blocking of any channel during construction of bridges and culverts. Md. Gias Uddin, • No information recorded for existence of dolphin near the Fish Survey 26- existing Dhaka-Sylhet road-bridge in Kushiyara River. Officer, DFO, 08- • Many migratory birds visits Kushiyara river banks during 16 Sylhet on behalf 202 winter season. of Mr. Abul 0 • Migratory birds visit the other rivers during winter but not Kalam Azad, abundance. DFO, Sylhet

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E. Outcome of Consultations

407. The views, needs and aspirations of the local and affected people as expressed during these consultations are summarized with a view that the issues and suggestions made by the local people shown as Table 61 are share with design team and incorporated in the project design, and as well proposed mitigating measures with the objective to maximize benefits and minimize adverse social and environmental effects.

As described above, a wide range of valid concerns raised and useful suggestions were made and discussed in the consultation meetings. Discussions on these issues provided further insight into these and helped consultants either to effectively integrate recommendations into the EMP or forward these issues/ concerns for consideration by the project designers The issues/ suggestions considered and integrated into the EMP and engineering design of the project.

F. Disclosure of Information

408. Disclosing the documents including the IEE, EMP, monitoring reports and environmental due diligence reports to the public will be the responsibility of the RHD. RHD will ensure that these documents are systematically kept as part of the project records, and made available upon request. All environmental documents are subject to ADB’s Access to Information Policy and ADB SPS 2009.

The IEE report will be disclosed to the public through the ADB website before the approval of the ADB financing. Monitoring reports need to be disclosed to the public through the ADB and RHD websites.The IEE report will be made available at RHD project office also. A summary version of the IEE will be produced in Bangla. As a part of the disclosure, all versions (Bengali and English) would be available at the project office, RHD and RHD website. In addition, hard copies of summary Bangla version of the IEE will also be available in publicly accessible locations of the project. Relevant project information has been disclosed with affected people and local communities during consultations.

The follow-up programs for the project as follows: • Local people will be further consulted before and during the implementation of project activities, as and when required.

• Consultations will also be held with local communities on sensitive receptors (schools, madrasas and mosques, for example) for sound abatement requirement and its implementation.

• A further round of meetings with the local administrative, communities and client are required, since it was not possible during the study period due to the prevailing COVID-19 pandemic situation.

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Table 67: Summary of the Public Consultants Public Level Consultation 1

Date: 09-12-2019 Demand and Suggestions Response of Authorities

Gabtoli Total: 72 • Noise, air pollution, waste generation and drainage congestion • Assured that all kinds of safety measures for sorts of bus stand, Male: 67 to be controlled during construction period. pollution (air, noise, drainage management, waste Morjal, Female:05 • The locals asked for an easy and hassle-free compensation control etc.) will be taken care off in EMP to implement Raipur, process and ensure the proper valuation of land, if acquired, at site. Narsingdi and other private assets. • Ensured that the compensation procedures will be • Accurate evaluation of the acquired land as Mouza price may smooth and hassle-free as per RP. not be the actual price of the lands. • Assured for giving priority to local competent people in • Provision of job opportunities for the local people. employment during construction stage.

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Public Level Consultation 2 Date: 09-12-2019 Demand and Suggestions Response of Authorities Modern Total: 91 • To replant trees in available places if felled during the • Informed that at least three times of trees felling will be Nursing Male: 83 construction. replanted. Institute, Female :08 • Concerns regarding the health and well-being of the local • Noise and air pollution will be controlled and other safety Basail, people, which might be affected by noise and air pollution issued will be considered as addressed in EMP. Narsingdi generated during the construction period. • Ensured that all squatters will be addressed in the RP, • Mrs. Rajia, a local squatter, expressed her grave concerns including the compensation procedures for smooth and about the people who are living on RHD land and she hassle-free payment to PAPs. commented that they should be compensated and should be • Ensured that Notice will be announced from DC and brought under the resettlement scheme RHD for land clearance a well ahead requirement to • Emphasized on the proper and hassle-free compensation for vacant the site. land other assets affected, to provide them with notice with adequate time for the process.

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Public Level Consultation 3

Date: 26-12-2019 Demand and Suggestions Response of Authorities

Haji Nur Total-93 • Foot over bridge or an underpass should be included in this • Design Engineers considered all safety issues like Uddin Male-92 design of this section in front of the school and other such Overpass, Flyover, etc., for the local communities and Ahmed Female-01 places. at sensitive receptors. High • About 40 various kinds of industries in area including Textiles, • Assured that minimum land acquisition as much as School, spinning mills, Dyeing factories located alongside the existing possible are considered for widening Project road to Borpa, road, they will be affected. reduce this social stress. Narsingdi • Need to ensure provisions to use SMVT lane and express lane • Informed them that Service roads on both side of 4-Land for general People are designed instead of SMVT • Need to provide drainage facilities beside the road all over the • Ensured the well drainage facilities Madhabdi Upazila

Public Level Consultation 4

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Date: 26-12-2019 Demand and Suggestions Response of Authorities

Madhabd Total-50 • Noise and air pollution will create health hazard to the local • Noise and air pollution will be controlled and other safety i SP Male-49 communities issued will be considered during construction works at site Institute, Female-01 • In Madhabdi industrial zone, there are 1000 Garments as measures are incorporate in IEE/ EMP. Madhabd Industry and Textile, Spinning, Dyeing and Finishing, the • Minimum land acquisition as much as possible are i industry is one of them. Almost 70% of the clothes/garments considered for widening project road to safe most of Narsingdi of Bangladesh are distributed from here. industries. Date: • Minimum 2 Lac Labor working here; 40% Female and 60% • Assured that the land survey and evaluation will be done Male. Nearly 1 lac local people and another 1 lac of outside in the most accurate method so that minimum project labors exists. Displaced Persons will face loss and get adequate • The locals are not in favor of the proposed bypass through compensation. Madhabdi- Panchdona. This bypass will cause huge • Informed that if existing road will be widened as per business loss due to diversion of present traffic from existing design, then all settlement (commercial buildings, local road. Presently, there are almost 2,500 Crore financial markets clinic, etc.) alongside the road will be affected transactions per week in this market areas, so, the making a that will cause a lot social stress, more livelihood new alignment thorough Madhabdi area will impact the disruption and economic loss than the new alignment at economy. Madhabdi-Panchdona.

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Public Level Consultation 5

Date- 31-01-2020 Demand and Suggestions Response of Authorities

Madhupu Total- 60 • Control the noise, vibration and air pollution during construction • Assured that all kinds of safety measures for sorts of r Govt. Male- 58 works. pollution (air, noise, drainage management, waste Primary Female-02 • Participants are curious about the proposed centerline of control etc.) will be taken care off in EMP to implement School, alignment, if lands are acquired based on the present at site. Madhupu centerline of the road at both side of the road then almost 70% • Road Design Engineers considered the best option to r, loss will be less. minimize the loses for the required land acquisition and Habiganj • Present land price is higher than actual the mouza rate (Govt saves the institutions, market and houses as much as rate), thus it is needed to properly carried out Market value possible survey and determine land value for compensation. • Ensure every affected person will be compensated • Request to protect Madhupur Govt. Primary School. As if the appropriately based on Govt rule and RP. school is spared from the design then many households in that • Assured for giving priority to local competent people in area will also be saved. employment during construction stage • Provision of job opportunities for the local people during • Cautionary signs and safety sing board, light and other construction works road safety measures are considered in the project • Consider safe road crossing at the School.

Public Level Consultation 6 Date- 11-02-2020 Demand and Suggestions Response of Authorities Putijhuri Total-160 • Control the gust generation during earthen works for • Project authority assured locals that all kinds of safety Union Male-158 construction of road embankment measures for all sorts of pollution (air, noise etc.) would Female-02 be taken care off.

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Parishad • To protect Mosque by redesigning proposed road, because • Design Engineers will review, if possible do change the Sylhet they have no alternative land to build the Mosque nearby. alignment • Need to protect Putijhuri Sarat Chandra Primary School • Ensured every affected person will be compensated because they have 1900 students studying presently. appropriately based on the Govt rule and RP and land • There has a huge difference between mouza rate and the market survey. actual market price of land; therefore, these issues need to be • Recommended in EMP, the priority should be given to addressed properly so that no one faces loss. local people or local villages in employment as • Local People should priority in job during construction phase component /skinless basis during construction phase.

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Public Level Consultation 7

Date- 12-02-2020 Demand and Suggestions Response of Authorities

Public Level Consultation 8

Date- 04-02-2020 Demand and Suggestions Response of Authorities

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Khatihata Total- 100 • Health and safety hazards of Local communities and road • Health and safety issues for all locals and road users Jamia Male- 100 users during construction works are addressed in the EMP Makhjan Female- 00 • Actual land price is higher than documented price and mouza • Ensured that every affected person will be ul Ulum rate, thus this should be given proper attention so that no one compensated appropriately based on the Govt rule, RP Madrasa faces loss and land market survey. h • Category of these land recorded as null and bagan (orchard), • Road Design Engineers will review and if possible, but these lands are being used as commercial land. If he gets through changing the alignment will saves the mosques, compensation for null and began category land that will be shops and other entities. much lower than the current market price • Informed that different categories of Project are affected • Compensation mechanism will include the employees who are persons are addressed in the RP for eligible to working in different shops and workshops. compensation. • If the design of the road is shifted through Brahmanbaria bishwa road, then 3 Mosque and 1 Madrasah will not be affected

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Public Level Consultation 9

Date- 17-02-2020 Demand and Suggestions Response of Authorities

Shahpur Total- 60 • Needs waiting areas on both sides of the roads along with • Design Engineers will review and if possible, this will be Notun Male- 60 flyover and over pass in the market areas. implemented as per design. bazar, Female- 00 • In this area, nearly 70% of the locals are involved in various • Ensured that process of receiving the money will also Habiganj kinds of business. Demanded for a fare arrangement in which be quick as per Govt rules and RP. none of these businesses will be danged or face loss. • All Project Displaced Persons are eligible for • Proper compensation for moving the establishments to a new compensation location. • All categories lands valuations are considered in RP for • Process of receiving the money should also be quick and valuation of compensation to be given to eligible PAPS uncomplicated so that people doesn’t get harassed

• Proper land valuation for the NULL lands.

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Public Level Consultation 10

Date- 18-02-2020 Demand and Suggestions Response of Authorities

Goala Total- 80 • Health and safety hazards of Local communities and road • Ensured that the health and safety of all locals and road Bazar Male- 80 users during construction works. users are considered in EMP to be implemented during Union Female- 00 • Affected people should receive their deserved compensation in the constructions. Parishad, timely. • Informed that all affected person will be compensated Oasman • Asked for flyover and underpass in the necessary locations. as per RP and timely with facilitate by the Implement Nagar, • Both owner and tenet should be compensated as justly. NGO of RP. Sylhet • A mosque and graveyard situated on the east west, which has • Assured for priority will be for the local competent fallen under the land acquiring limit. It should be saved if people in job during construction stage. possible • Involvement of Local people in job during construction work.

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G. Virtual Consultation Meeting on Safeguard Issues

409. A virtual meeting was held on 15th September, 2020 with project affected people, local administer, businessman, advocate and journalist, RHD, the Client’s representative and ADB professional and Design Consultants. Issues related to new realignment of the existing road was discussed with the project affected persons. Perception and opinion of the project affected persons was discussed and recorded. They appreciated the project and opined that only a few people will be affected by this project as the proposed realignment will pass through mostly vacant agriculture land, some lands under position of Govt. lands that are not used for agriculture purpose, small hill and haor area. Thus, the benefit from the realignment will be manifold compare to loss of lands as condition of the people and economic opportunity will be improved. Business community those are settled or are sitting on both sides of existing road will not be unhappy because, Lalabazar is only business centre in between Lalabazar and Sylhet no any commercial zone is developed.

Presently, the existing road causes traffic jam and accidents due to movement of long-distance heavy vehicles going to Tamabil and Jaflong. If any bypass is constructed in this area it will save Lalabazar from traffic jam and accidents.

The participants opined that implementation of the proposed realignment will be benefitted to all people due to improvement of the area from traffic related incidents/accidents, better communication and greater economic development. There will be no traffic jam and accident at Lalabazar as heavy vehicles will use the new alignment to go to Jaflong and Tamabil border. A total of 15 participants attended the meeting.

410. Meeting minutes is given in Annex 25.

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VIII GRIEVANCE REDRESS MECHANISM

A. ADB’s Requirement of Grievance Redress

411. The project will establish a grievance redress mechanism (GRM) to address complaints and grievances made to the grievance redress committee (GRC) about any irregularities or inconveniences related to the project. The GRC will try to resolve the issues/conflicts amicably and quickly to ensure the project implementation proceeds unhindered and in compliance with ADB's safeguard guidelines.

ADB Safeguard Policy Statement (SPS, 2009) requires the establishment of a responsive, readily accessible and culturally appropriate grievances redress mechanism capable of receiving and facilitating the resolution of affected persons’ (APs) concerns and grievances about the physical, social and economic impacts of the projects. The Grievance Redress Mechanism (GRM) aims to: • Reduce conflict, risk of undue delay and complication in project implementation; • Ensure that the rights of affected parties are respected; • Identify and respond to unintended impacts of projects on individuals; • Maximize participation, support and benefit to local communities and • Iimplement the quality of project activities and outputs,

B. Grievance Redress Mechanisms To facilitate the resolution of affected people’s concerns, complaints, and grievances about the social and environmental performance of the project, a Grievance Redress Mechanism (GRM) is established which aims to provide a time-bound and transparent mechanism to voice and resolve social and environmental concerns.

The functions of the GRM are as follows: (i) resolve problems and provide support to affected persons arising from various environmental issues, including dust, noise, utilities, power and water supply, waste disposal, traffic interference, and public safety, as well as social issues such as land acquisition, asset acquisition, and eligibility for entitlements, compensation, and assistance; (ii) reconfirm grievances of displaced persons, categorize and prioritize them, and aim to provide solutions within a month; and (iii) report to the aggrieved parties about developments regarding their grievances and decisions of the respective Grievance Redress Committees (GRC).

Grievances related to the implementation of the project, particularly regarding the environmental management plan will be acknowledged, evaluated, and responded to the complainant with corrective actions proposed using understandable and transparent processes that are gender responsive, culturally appropriate, and readily accessible to all segments of the affected people. The responsibility for addressing the grievances along with proper timelines will be clearly indicated. Records of grievances received, corrective actions taken and their outcomes will be properly maintained and form part of the environmental monitoring report for submission to ADB.

The GRC shall be established by the Project Implementation Unit (PIU) of RHD before commencement of works. The PIU shall make the public aware of the GRM with the support of Project Implementation Consultant (PIC) through methods such as dedicated public awareness campaigns or mentioned during project consultations and other training activities involving communities and other stakeholders. Grievances can be filed in writing or by phone with any member of the contractor, PIU or PIC. The following steps procedures will be followed under the GRM.

First tier/site level GRM: Site-level GRC will be composed of representatives from the PIC, contractors, particularly the environmental health and safety expert and the designated safety officer, and the PIU environment and social safeguards experts. The PIC representative will be the convenor and will act as mediator in cases of complaints from the community against contractors or their staff.

Resolution of complaints will be done immediately, within 7 working days. Most complaints at the site level are expected to be minor and can be readily addressed such that the GRC need not be convened to begin the resolution process. In some cases, however, investigation of grievances will involve site visits and consultations with relevant parties (e.g., affected persons, contractors, traffic police, etc.) as

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necessary. All grievances received at the site level will be documented in a logbook at the contractors’ site offices and personal details (name, address, date of complaint, etc.) will be included, unless anonymity is requested. Complaints that are either too complex to be resolved at the site level or have taken more than 7 days to resolve shall be elevated to the second tier GRC for resolution.

Second tier/community level GRM: The respective Project Manager (PM) under the PIU shall be the convenor for grievance redress at the community level. Other members of the community-level GRC are the Assistant Project Managers, PIU environment and social safeguards experts, PIC and implementation NGO representatives, local government representative, community and women representative, and representatives from pertinent government agencies, as needed. The contractor will have observer status on the committee.

The respective site level PIC representative/GRC convenor will activate the second tier of GRM by referring the unresolved issue with written documentation. Complaints may also be filed directly at the community level or second tier GRM. Such complaints or grievances will be screened whether they can be readily addressed at the site level or more appropriately resolved at the community level GRC.

A hearing will be called with the GRC, if necessary, where the affected person can present his or her concerns and issues. The process will facilitate resolution through mediation. The community level GRC will meet as necessary when there are grievances to be addressed. The local GRC will suggest corrective measures at the field or community level and assign clear responsibilities for implementing its decision within 15 working days.

A tracking number shall be assigned for each grievance, including the following elements:

• grievance sheet (including the description of the grievance), with an acknowledgement of receipt handed back to the complainant when the complaint is registered; • grievance monitoring sheet, mentioning actions taken (investigation, corrective measures); and • Closure sheet, one copy of which will be handed to the complainant after he/she has agreed to the resolution and signed off.

The updated register of grievances and complaints will be available to the public at the PM office, with copies provided at the construction site, and other key public offices along the project area. Should the grievance remain unresolved after 15 days, it will be elevated to the third tier.

Third tier/project level GRM: The project level GRC will consist of the following persons: Project Director; concerned APD; concerned PM and/or Deputy PM; PIC representative; representative of the affected persons/concerned community; representative of the city ward; representative of the local deputy commissioner’s office (land); and representative/s from pertinent government agencies, as needed.

The respective PM and his/her team will be responsible for processing and placing all papers before the GRC, maintaining database of complaints, recording decisions, issuing minutes of the meetings, and monitoring to see that formal orders are issued, and the decisions carried out. Grievances received at the third tier should be resolved within 15 days.

In the event that a grievance cannot be resolved directly by the project GRM, the affected person can seek alternative redress through the city ward committees or in appropriate courts. The PIU or respective level GRC will be in close coordination with the city mayor authority throughout the process. Complainants may also file their complaints to the ADB Accountability Mechanism if they are not satisfied with the project’s response to their complaint.

The monitoring reports of the EMP and the resettlement plan implementation shall include the following aspects pertaining to progress on grievances: (i) number of cases registered with the GRC, level of jurisdiction (first, second, and third tiers), number of hearings held, decisions made, and the status of pending cases; and (ii) lists of cases in process and already decided upon, which may be prepared with details such as name, identification (I.D.) with unique serial number, date of notice, date of application,

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date of hearing, decisions, remarks, actions taken to resolve issues, and status of grievance (i.e., open, closed, or pending).

Budgets for GRM, which will cover the costs of awareness campaigns, meetings, documentation and supplies, are built into the monitoring and evaluation budgets of RHD.

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IX ENVIRONMENTAL MANAGEMENT PLAN

A. Environmental Management Plan (EMP)

412. An Environmental Management Plan (EMP) for the implementation of the proposed project will provide environmental management guidance by delineating the compliance requirements, accountabilities and performance objectives, and contains practical recommendations to reduce the potential environmental impacts, which may occur because of the project activities.

Environmental Management Plan (EMP) is intended to set out clearly and unambiguously the likely negative impacts of construction and/or operation of the project, action/s that is/are required to avoid or mitigate each impact and the responsibility for taking each action. Responsibility is made legally binding when actions are subsequently specified in contracts. The EMP specifies the measures to be taken to mitigate negative effects and to undertake necessary compliance and effects monitoring. The EMP aspects of the project will be realized through the following means: • Environmental Mitigation and Monitoring Plan • Environmental Clauses for Environmental Monitoring • Institutional capacity, needs, and cost • Implementation arrangement or Organizational Requirements

413. The EMP has been prepared separately for 13 project contracts based on all identified and anticipated impacts at the time of preparing detail designing the project. The project will be implemented based on engineering, procurement, and construction (EPC) modality a number of construction alternatives like location of camp and plant sites, borrow area, source quarries, and even minor geometric realignments to minimize the number of trees to be cut or other impacts remain to be decided.

All proposed mitigation and monitoring actions set to a timeline with specific responsibility. The EMP of project is prepared to execute as a means to mitigate or minimize the adverse impacts associated with pre-construction, construction, and operational activities on biophysical, ecological and socio-cultural environments, based on anticipated impacts and mitigation measures are presented in Chapter 5. Most of them are minor to moderate severity, short term duration, physical extend within confined CoI area of Protect. Residual impact found to be none, except land acquisition impact, if properly mitigation measures are adopted. Any unforeseen of impacts may be generated from these aspects and therefor this arrangement warrants the updating of the EMP under the supervision of the Client and Donor Agency. The mitigation measures are likely;

414. Pre-construction Period: The mitigation measures and monitoring measures identified for the pre-construction period, related to design aspects based on the existing condition of the Project area and summarized as Biophysical ecological and socio-cultural environments.

415. Construction Period: The mitigation measures and monitoring measure identified for the construction phase based on construction activities; mainly noise and air/dust pollution, felling of trees, surface and groundwater quality degradation, poor disposal of waste generated from construction works, occupational health and safety concerns, workplace hygiene, working environmental conditions, and social psychological impacts. The mitigation measures implementation is the responsibility of the Contractor, monitored by the PIC and overseen by the RHD, as the implementing agency.

416. Operation Phase: During operation of the project, significant impacts will be on air, noise, surface water and livelihood. These are mostly related to the reinstatement of the site with neat clean up due to demobilize of contractors, noise and air pollution from new road traffic, impacting on local sensitive receptors vehicle traffic across the level crossing and

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community safety. The PIC will supervise and monitor the contractor’s performance during the construction stage and two years defect liability period of project by using performance indicators check.

B. Environmental Monitoring Program (EMoP)

417. The monitoring and evaluation are critical activities in implementation of the project. Monitoring involves periodic checking to ascertain whether activities are going according to plan or not. It provides the necessary feedback for project management to ensure project objectives are met and on schedule. The reporting system is based on accountability to ensure that the environmental mitigation measures are implemented. Environmental monitoring program has the underlying objective to ensure that the intended environmental mitigations are realized and result in desired benefits to the target population causing minimal deterioration to the environmental parameters. Such program targets proper implementation of the EMP. The broad objectives are: • To evaluate the performance of mitigation measures proposed in the EMP • To evaluate the adequacy and validation the environmental assessment. • To suggest ongoing improvements in management plan based on the monitoring and to devise fresh monitoring on the basis of the improved EMP. • To enhance environmental quality through proper implementation of suggested mitigation measures. • To meet the requirements of the existing environmental regulatory framework and community obligations. 418. The significant physical, biological and social components affecting the environment at critical locations serve as wider/overall performance Indicators. However, the following specific environmental parameters can be quantitatively measured and compared over a period and are, therefore, selected as specific Performance Indicators (PIs) for monitoring. They are also selected because of their regulatory importance and the availability of standardized procedures and relevant expertise. A comprehensive monitoring plan for all performance indicators has been prepared for all stages and attached as supplementary table to the EMP. This includes parameters to be measured, methods to be used, sampling locations, frequency of measurements, detection limits, cost and responsibility for implementation and supervision. Performance indicators requiring quantitative measurements are;

• Air quality testing parameters are PM2.5, PM10, CO, NOx and SO2 at selected location • Surface Water quality testing parameters are DO, BOD, Oil and grease, COD, TDS, SS, Turbidity, Alkalinity rivers/streams and water bodies at selected points • Groundwater quality testing parameters are As, Fe, Total coliform, Fecal coliform etc., of tubwell water at selected points. • Noise levels at sensitive receptors (schools, hospitals, religious places) • Survival rates of trees planted as compensatory and additional plantations

419. Ambient Air Quality (AAQ) Monitoring: Ambient air quality parameters recommended for monitoring road development projects are PM2.5, PM10, Carbon Monoxide (CO), Oxides of Nitrogen (NOx) and Sulphur Dioxide (SO2). To establish the baseline condition, these are to be monitored, right from the commencement of construction activity at selected locations of plants and machinery, crushers on sites, excavation works, etc. Tests

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will carry out quarterly in accordance with the National Ambient Air Quality Standards as per ECR notification 2006.

420. Groundwater and Surface Water Quality Monitoring: The monitoring of the water quality to be carried out quarterly during construction and operation phase according to the Surface water quality as per freshwater classification of ECR 1997. Groundwater samples will be collected from the tube wells located in camps site and field project office, and the surface water samples will be collected from the rives at 100m downstream and upstream of the proposed bridges locations.

421. Noise Level Monitoring: The measurements for monitoring noise levels would be carried out at sensitive receptors and construction sites along the project roads and analysis will be done as per Ambient Noise Standards formulated by ECR, 1997 and amendment standard.

422. Vibration Monitoring: Vibration monitoring will be undertaken, and the German Standard Vibration monitoring will be done and the German Standard DIN 4150-3:1999 “Structural Vibration - Part 3: Effects of Vibration on Structures” will be adopted.

423. Success of Re-vegetation: RHD will implement the additional plantation, through strong community participation, and ensure at least 70% survival of trees after 3 years. Semi Annual reports pertaining to the accomplishment and survival will form part of the annual environmental monitoring report to be submitted to the ADB.

424. Records of Accidents: Contractors to keep records/ registered book of all types (construction sites/road accident) of accidents during construction period. During the operation stage monitoring, RHD will maintain records of traffic accidents through their field offices with support from PIC and local inhabitants.

C. Environment Management Budget

425. The total budget of the civil works for 13 contract packages and tentative estimated budget to implement the pollution monitoring and for protection measures under EMP is shown Table 69. The total cost for implementing EMP is estimated at the amount of about BDT 319.57 million (US$ 37.77 mil), of them BDT 179.39 million (US$ 21.20 mil) is for the protection of the environment. About BDT 65.61 million (US$ 7.76 mil.) will be required for environmental monitoring.

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Table 68: Estimated EMP Cost of 13 Contract Packages

Environmental Management Cost Sl Contract Length Cost (in Road Sections Training for No. Packages (km) Cr.) Pollution Mitigation Workers and Total BDT Monitoring Measures Institutional Strengthening 1 DS-1 Katchpur Intersection- Sonpara Bus Stand 18 1055.4 5,276,000 13,432,500 5,720,000 24,428,500 2 DS-2 Sonpara Bus Stand-BSCIS Narsingdi 17 1368.9 5,276,000 13,432,500 5,720,000 24,428,500 3 DS-3 BSCIS Narsingdi-Marco LPG Filling Station 18.5 1093.9 5,276,000 13,832,500 5,720,000 24,828,500 Marco LPG Filling Station-Bhairab Bridge 4 DS-4 14.35 1263.1 5,516,000 14,812,500 5,720,000 26,048,500 West End Toll Plaza After Abdul Kuddus Makhon Chattar- 5 DS-5 15.7 1211.8 6,396,000 16,228,500 5,720,000 28,344,500 Budhani Bus Stand 6 DS-6 Budhani Bus Stand-S M Spinning Mills Ltd 19.1 1039.0 5,396,000 15,488,500 5,720,000 26,604,500 S M Spinning Mills Ltd-Sayestaganj 7 DS-7 18.2 998.2 4,396,000 7,232,500 5,720,000 17,348,500 Bypass BM Auto Gas Filling Station Sayestaganj Bypass BM Auto Gas Filling 8 DS-8 16.4 1236.3 5,036,000 14,672,500 5,720,000 25,428,500 Station-Square Textiles Land Bahubal Square Textiles Land Bahubal-Sadarghat 9 DS-9 18.9 1148.5 4,396,000 13,932,500 5,720,000 24,048,500 Natun Bazar Jame Masjid Sadarghat Natun Bazar Jame Masjid- 10 DS-10 16.8 1586.7 7,396,000 15,652,500 5,720,000 28,768,500 Sherpur Bridge Toll Plaza Sherpur Bridge Toll Plaza-Khasikapon 11 DS-11 14.1 915.1 5,396,000 14,912,500 5,720,000 26,028,500 Bazar Khasikapon Bazar End to Armed Police 12 DS-12 A 11.1 540.7 2,664,000 12,632,500 5,720,000 21,216,500 Battalion Headquarters, Lalabazar Armed Police Battalion Headquarters, 12 DS-12 B Lalabazar to Peer Habibur Rahman 10.7 731.1 3,193,000 13,132,500 5,720,000 22,045,500 Chattar Total 14188.6 65,613,000.0 179,394,500 74,360,000 319,567,500 US Dollar 7.76 mil. 21.20 mil. 8.79 mil. 37.77 million BDT 1= 0.1182 US$ (Rate on 11/01/2021)

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D. Organisational Set-Up to Implement the EMP

The Roads and Highways Department (RHD) is the Executing Agency (EA) for the MFF and will be responsible for ensuring that all the components of the EARF are complied with. The RHD has the primary responsibility to ensure that the investment project follows the legal requirements for environmental assessment.

RHD shall form a team of environmental safeguards experts, one with expertise on environment management of construction projects, one biodiversity expert, and a Health and Safety expert on intermittent basis to provide guidance on occupational health and safety and review health and safety plans. The team will also have 3 environmental safeguards experts who will be assigned 2 work packages each for close monitoring of EMP and EMOP implementation.

The PIU is headed by a Project Director (PD) who is supported by two Additional Project Directors (APD) handling two and four work packages respectively. Each work package will be supervised by a PM supported by a Deputy PM, Assistant and Sub-assistant Engineers and other support staff. At the site level, the Assistant Engineer will serve as the environment safeguards focal person for monitoring EMP implementation on a day-to-day basis. Environment concerns and issues observed on site will be communicated to the national environmental safeguards experts of the respective work packages for appropriate action and monitoring.

The PIC responsible for supervising the civil works contractor will provide support to the respective PIU for day-to-day monitoring and reporting on environment safeguards. The PIC will have a team of environmental safeguards experts who will primarily be responsible for capacity building and reporting on EMP and EMOP implementation. The following section elaborates the detailed responsibilities on environment safeguards:

B. RHD

As the EA for the investment project, RHD will be responsible for ensuring that all the environment safeguard requirements as provided in the Framework Financing Agreement (FFA), this EARF and the respective IEE and EMPs are complied with. Processing and securing project-level environmental clearances and permits shall also lie within RHD and it should take necessary steps to ensure timely receipt of DOE Environmental Clearance Certificate. RHD is also primarily responsible in ensuring that the consultants while carrying out work at site follow the environmental standards and guidelines of RHD and the project. RHD shall also ensure that the EMP and relevant environmental clauses are included in the contractors bidding documents and in the final contract agreements. In case additional components will be proposed for funding under the MFF, RHD shall be responsible in preparing or engaging consultants to prepare environmental assessment reports (IEE/EIA, EMP).

C. RHD PIU Team of Environmental Safeguards Experts

The team of environmental safeguards experts is the unit within RHD responsible for managing environment safeguards for this project. They will not be involved in the day-to-day implementation of safeguards but will provide support and technical guidance on overall environmental safeguards implementation, including review of project policies and plans related to environment, health and safety. Their overall responsibilities are: • Lead and supervise overall environmental safeguards implementation for the project • Review project design, IEE and EMPs and propose revisions, as necessary. • Assigned environmental safeguards experts to guide civil works contractor to prepare contractor’s Construction Environmental Management Work Plan (CEMWP) and sub-plans such as health and safety plan, camp management and layout plan, borrow area management plan, construction debris management plan, traffic management plan, dredging plan, bridge construction plan etc. • Review CEMWP, provide guidance for improvement, and issue subsequent clearance once deemed satisfactory

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• Review sub-plans and identify areas for improvement, as necessary: • The Biodiversity Expert will provide guidance on preparation of sub-plans which cover potential impacts on wildlife and other biodiversity features in the project area (e.g. wildlife crossing monitoring, in-water construction activities, afforestation plans, etc.) • The Health and Safety Expert will ensure that Health and Safety sub-plans adequately cover occupational and community health and safety risks at the site level. • Design monitoring and inspection guidelines for PIU, PIC, and Contractors • Periodically conduct site visits and carry out inspections, as frequent as necessary. • Periodically review the adequacy and effectiveness of mitigation measures in the EMPs and sub-plans and improve/adapt these measures to manage unforeseen impacts, if any • Periodically review and identify problem areas/systemic compliance issues and propose plans of action for improvement, as necessary. • Ensure that necessary corrective actions are taken and IEE and/or EMP is updated as necessary • Provide updates on EMP implementation as part of project progress reports • Review quarterly and semi-annual environmental monitoring report prepared by the PIC for subsequent submission to ADB for review and disclosure • Identify capacity and knowledge gaps and coordinate with the PIC in organizing trainings to project staff on EMP implementation • Participate in ADB review missions and other related meetings to report on environmental safeguards implementation of the project as necessary

D. RHD PIU PROJECT MANAGERS AND ASSISTANT ENGINEERS

The Assistant Engineers under the respective PIU Project Managers will serve as the Environmental Focal Person at the site level. Day-to-day monitoring of EMP an EMOP implementation will be among their key responsibilities as well as timely reporting and timely resolution of complaints and grievances. Their detailed responsibilities are: • Conduct spot checks on-site to monitor contractor’s compliance with the EMP based on the monitoring checklist prepared by the PIU team of environmental safeguards experts. • If there are any non-compliance issues or unanticipated environmental impacts, immediately alert the environment safeguards expert assigned to the work package to ensure that necessary corrective actions are taken and IEE and/or EMP is updated as necessary • Ensure that all grievances and complaints received are addressed in a timely manner and properly documented • Carry out all other activities on environment safeguards on behalf of the PIU as needed on site

E. PROJECT IMPLEMENTATION CONSULTANT (ENVIRONMENT SAFEGUARDS TEAM)

RHD will engage the services of project implementation consultants for the overall management and supervision of construction work for the investment project. In addition to supervising the construction work of the contractor their role will be to check on conformity with the relevant clauses in construction contracts and national legislation and regulations. The PIC will have an environment safeguards team whose primary responsibility will be to ensure that progress and monitoring reports are prepared

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accurately and in a timely manner. Organizing and facilitating capacity building activities will also be primarily the responsibility of the PIC. • Review the IEE and EMPs to understand the key environmental issues of the project • Establish monitoring and reporting protocols for the project in coordination with the PIU team of environmental safeguards experts • Conduct regular (minimum monthly) onsite inspections on implementation of the EMP • Ensure the contractor obtains all clearances, permits, and assist them if necessary • Ensure the contract collects required environmental monitoring data (air, water, noise) as stipulated in the EMOP • Organize training workshops on EMP implementation including PIU, RHD site offices, and civil works contractor • Facilitate smooth functioning of the GRM and maintain records of all complaints received and actions taken for inclusion in the environmental monitoring reports • If there are any non-compliance or unanticipated environmental impacts ensure that necessary corrective actions are taken IEE is updated in coordination with the PIU team of environmental safeguards experts. • Review and approve the monthly progress reports by the contractor and prepare the quarterly environmental monitoring reports which will be consolidated to a semi-annual environmental monitoring report for disclosure on the ADB website • Coordinate and work closely with the PIU environmental safeguards experts contractor’s EHS expert and safety officer, and RHD PIU.

F. CONTRACTOR

The tender for the construction of the project would be national/international competitive bidding contractors. The Contractor is legally mandated to implement the EMP and EMOP and obtain all environment related permits and clearances required for construction. The selected contractor must be compliant with ISO:14001 Environmental Management System, OHSAH 18000 (2007) and related Occupational Health and Safety (OHS) and SA 8000 (Social Accountability).The detailed responsibilities of the contractor on environment safeguards are the following: • Recruit and appoint environmental health and safety expert and safety officers on the construction site • The contractor shall comply with all statutes and regulations concerning the execution of works as mentioned in DOE and RHD environmental guidelines. • Comply with all relevant legislation, ordinances, permitting and clearance requirements related to environmental protection • Obtain all statutory clearances and permits on environment safeguards in a timely manner • Prepared and implement the CEMWP approved by the PIU • Prepare all sub-plans related environment safeguards health and safety plan, camp management and layout plan, borrow area management plan, construction debris management plan, traffic management plan, dredging plan, bridge construction plan etc. as needed and submit for approval by the PIU • Conduct environmental quality monitoring (air, noise, water) as stipulated in the EMOP and in compliance with applicable national and international standards • Take necessary measures to immediately address any complaints or grievances raised by local community or other stakeholders

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• Prepare monthly progress reports on implementation of the EMP for approval by the PIC • The contractor shall be responsible for the costs of cleaning up any environmental pollution resulting from his activities.

G. EXTERNAL MONITOR

426. To help ensure compliance with ADB SPS 2009 and other pertinent rules and regulations, an external monitor will be hired prior to commencement of works to conduct third-party compliance monitoring of environmental safeguards for the project. The external monitor shall not be involved in the day-to-day project activities but shall review progress and monitoring reports prepared by the contractor and PIC which shall be verified through site visits at least quarterly. Through site observations and review of progress reports and other pertinent documents, the External Monitor shall provide points for improvement to the PIU on environment, health and safety issues during construction up to initial years of operation until facility completion report (FCR) is issued. The External Monitor shall prepare semi-annual independent monitoring reports and submit it to the PIU for further submission to ADB.

G. ADB

As a funding agency ADB is responsible for monitoring implementation of environment safeguards, providing technical guidance to the EA as necessary. Specific responsibilities entail the following: a. Review IEE/EIA report including EMP provide feedback and disclose the reports on the ADB website as required by the ADB SPS; b. Provide assistance to RHD, if required, in carrying out its responsibilities and for building capacity for safeguard compliance; c. Monitor overall compliance of the MFF tranches and components with IEE/EIA and EMP through review missions; d. Review semi-annual environmental monitoring reports submitted by RHD, provide feedback and disclose the reports on the ADB website as required by the ADB SPS e. Provide guidance to the RHD and the PIU on issues related to inclusion of new component components, changes in component design, occurrence of unanticipated environmental impacts during component implementation, emergency situations and others as necessary.

1. Performance Monitoring, Evaluation, Reporting, and Communication

427. Environmental Safeguard Monitoring and Reporting: The RHD will be responsible for undertaking environmental due diligence and monitoring the implementation of environmental mitigation measures for all subprojects under respective tranches. RHD will be responsible for ensuring compliance with government’s environment safeguards rules and regulations, as well as implementing of the provisions of documents such as the EMP. Due diligence report as well as monitoring implementation of the environmental management plan needs to be documented systematically. ADB must be given access to undertake environmental due diligence for all sub-projects, if needed.

428. Monitoring during construction is primarily the responsibility of the Contractor through monthly self-reporting and relates to the status of EMP and EMOP implementation including complaints received. The PIU team of environmental safeguards experts and the PIC will be responsible for monitoring the compliance with construction contracts, effectiveness of mitigation measures, complaints, and overall environmental quality from the results of the third-party ambient environmental monitoring hired by the Contractor.

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429. Monitoring during operation will be conducted by RHD to cover EMP implementation and its effectiveness until the FCR is issued. The monitoring reports will document progress made in EMP implementation, with emphasis to compliance with each component of EMP. Quarterly monitoring reports will be prepared by the PIC based on site inspections and monthly progress reports submitted by the contractor. The quarterly monitoring reports will further be compiled into semi-annual monitoring reports for submission to ADB for disclosure on the ADB website. ADB missions will review the compliance of the project through the submitted monitoring reports.

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X CONCLUSION AND RECOMMENDATION

430. The project scope involves improvement of 209.3 km (design lenth) of existing 2-lane Dhaka-Sylhet section of National Highway: N2 into a 4-lane configuration with service road on both sides. The proposed alignment including its 4 realignment sections is not passing through or located nearby any protected/eco-sensitive area. However, the road falls within a notified Vulture Safe Zone (VSZ) where the use, sale, or distribution of veterinary NSAIDs such as diclofenac is prohibited. The road improvement is not expected to negatively impact the local vulture population but mitigation measures during construction and operation have been included to ensure this and also help government efforts in conserving the resident and migrant vultures. The proposed improvement is unlikely to cause any other significant, unprecedented or irreversible impact and therefore categorized as category B in accordance with ADB’s SPS 2009. Whereas, GOB’s Environmental Conservation Rules (ECR), 1997 classifies it under RED19 category.

431. Project corridor traveses mainly through open agricultural land with intermittent semi- urban and few urban centres. The environmental set-up along the corridor is mainly characterized by flat terrain few low lying sections when analysed in regional context and thus vulnerable to flooding during monsoon. However, no incidence of road over topping was reported after 2004 massive flood when some stretches of road section were submerged at isolated locations mainly near major bridge crossing. Adequate mitigations viz raising of embankment height combined with additional CD structures and expansion of ventsize of existing CDs based on 50 yr return period have been considered to avoid any possibility of road overtopping in future. Road corridor intersects numerous perennial rivers/streams. Out of them, river Meghna reported to support few Gangetic Dolphins, a critically endangered species. However, the Bhairab bridge over Meghna river along with its approach of 2.4 km stretch is already 4-lane and is excluded from the scope of the project hence, no impact on Dolphin is anticipated. Previous studies and survey establishes that the project area neither serves as critical habitat nor form a discrete management unit as per ADB SPS and IFC criteria of Biodiversity Conservation and Sustainable Management of Living Natural Resources.

432. Existing RoW of the project corridor varies from 40 to 50 m which will be extended to 65-70 m to accommodate proposed widening and improvement activities necessitating acquisition of approximately 582.51 Ha of additional land impacting significant structures/assets and trees. However, no encroachment of any bio-divesity area with precious ecology, sensitive or protected areas is involved. Diversion of forest land is minimal and limited to a stretch of 100m (km 125.500 to km 126.500 ) for construction of a 743.76 m long via-duct cum ROB along Raghunandan hill forest. This forest patch is devoid of any dense vegetation and any threatened species of flora or fauna.

433. Most of the potential significant impacts viz. large scale use of construction material, its transportation, storage and handling, increase in air pollutants, noise and vibration level, management of construction and demolition waste, siltation of waterways from silt-laden surface runoff, soil erosion and slope destablization of high embankments, traffic obstruction near active construction sites are reversible, co-terminus and concomitant to construction activities/period, consequently localised and short-term in nature. In response to the potential impacts identified in the IEE, necessary mitigative measures have been incorporated in the design and recommended in EMP to address those during all phases of the project cycle. Key design stage measures includes (i) Geometric adjustments to minimise tree cutting and provision of additional plantations on top of regulatory requirement of compensatory plantation to serve as carbon sink.(ii) raising of embankment height, increase in number of CD structures

19 All projects involving (i) Construction/reconstruction/expansion of road (regional, national & international) and (ii) Construction/reconstruction/expansion of bridge (length 100 meter and above) are under RED category as per Schedule-1, Item 67 and 68 of the ECR, 1997.

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and provision of side drains to avert flooding/water-logging (iii) bio- engineering measures to check soil erosion and slope de-stabliozation (iv) protection measures viz retaining walls etc at water bodies (iv) design consideration for climate resilient civil structures, pavement and bitumious surface and others as detailed in separately formulated CRVA report (v) occupational health and safety plan including plan for containment of COVID-19 (v) provision of satety measures for road users and local community etc.

434. During Construction stage, adequate guidance and resources to be provided by RHD to the Contractor to comply with the borrow area, quarry and river-dredging management requirements, suppress dust, control noise, and implement proper closure. Project Implementation Consultant (PIC) will be engaged by RHD to ensure that mitigation and monitoring measures are implemented effectively. As the project will be implemented based on engineering, procurement, and construction (EPC) modality, a number of construction alternatives like location of camp and plant sites, borrow area, source quarries, and even minor geometric realignments to minimize the tree cutting remains to be decided and from which a host of impacts will be assessed. As such, EMP updates will be necessary.

435. Meaningful consultations have been conducted during the project preparation stage and all concerns of the affected persons and stakeholders have been incorporated in the IEE and the EMPs. These consultations were represented by key informants, roadside communities, and related government organizations. A Grievance Redress Mechanism has been formed to receive, feedback, suggestions and complaints, if any, from affected parties and addressing them during the construction stage and operation stage. This IEE report is disclosed on the ADB and RHD websites.

436. The civil works contract package specific EMPs and concomitant costs is part of the bidding documents. The total EMP cost is estimated at amount of BDT 319.57 million (US$ 37.77 mil.). Of them BDT 179.39 million is for the protection of the environment, BDT 65.61 million will be required for environmental monitoring and BDT 74.36 million is estimated for workers training and capacity building of PIU staff.

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H. BIBLIOGRAPHY 1. River Dolphins in Bangladesh conservation and effects of water development.Environ Manage, 22 323-335 Envirn Manage 22 323-335 2. Expanding the Protected Area System to Incorporate Important Aquatic Ecosystems Project. Final Report Atlas on Ganges River Dolphin and Irrawaddy Dolphin of Bangladesh.National Consultant, Professor of Zoology, Jahangirnagar University2019

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Annex 1: Rapid Environmental Assessment

Rapid Environmental Assessment (REA) Checklist

Country : Bangladesh Bangladesh: South Asia Sub regional Economic Project Title : Cooperation Dhaka-Sylhet Corridor Road Investment Project Sector : Transport Division : SARD/SATC

Screening Questions Yes No Remarks

A. Project siting Is the project area adjacent to or within any of the following environmentally sensitive areas? . Cultural heritage site X No cultural heritage site is located within the road right-of-way (ROW) or near vicinity of project alignment. No nationally protected ancient object /site will be affected by the project. . Protected area X Project alignment does not pass through or fall within 5km buffer zone boundary of any protected area of precious ecology.

However, the road alignment falls within one of the two vulture safe zones in Bangladesh, as expounded below. . Wetland X Some portions of the new roads pass along patches of perennial wetlands, particularly in the northeastern districts . Mangrove X The entire alignment is located inland. . Estuarine X The entire alignment is located inland. . Buffer zone of protected area X No part of the alignment falls within buffer zones of protected areas. . Special area for protecting biodiversity X The critical habitat assessment determined that part of the road falls within a vulture safe zone. This is an area covering an identified core zone or breeding area of critically endangered white-rumped vulture Gyps bengalensis, and a 100 km buffer. The area is designated to protect the severely threatened species from further decline, mostly due to ingestion of diclofenac-laced cattle meat. The baseline survey was not able to document the occurrence of this species in the AoA. Collision risk due to increased traffic volumes because of the project road is not expected as this species usually flies at high altitudes in search

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Screening Questions Yes No Remarks of food.

B. Potential environmental impacts Will the project cause…

. Encroachment on historical/cultural areas; X disfiguration of landscape by road No encroachment of historical or archeological embankments, cuts, fills, and quarries? site has been identified but some religious structures (e.g. mosques and temple, Eidgah etc.) are located adjacent to the existing road. These have been considered in mitigation measures in the EMP and compensation in the draft resettlement plan.

. Encroachment on precious ecology (e.g. X There will be no encroachment of precious Sensitive or protected areas)? ecological or similar sensitive area in the project. The nearest protected area (Tilagor Eco Park) is around 5.72 km from the project alignment. . Alteration of surface water hydrology of X The proposed road will pass through several waterways crossed by roads, resulting in increased sediment in streams affected by streams, rivers, and ponds but since the road increased soil erosion at construction site? is existing and improvement will mostly follow the existing alignment, significant alteration of hydrology is not envisaged.

All short-term diversion of channels at proposed cross-drainage structures in perennial water bodies will be conducted during the dry season in such a way that downstream environmental flow is maintained.

Increase in sediment load is anticipated during construction period due to tree felling, land clearing, bridge piling, gully erosion, bank cutting, etc., but planned silt control and soil erosion measures like installation of silt fencing, compaction during construction will minimize the siltation and soil erosion of these bodies of water. . Deterioration of surface water quality due to silt runoff and sanitary wastes from worker- X Deterioration of surface water quality may based camps and chemicals used in occur due to poor camp management, which construction? may lead to runoff of silt and other wastes from workers’ camps into nearby surface waterbodies. Mitigation and control measures to minimize these adverse impacts like septic tank with soak pits for toilets, sufficient and appropriate drains, retention tanks, oil & grease traps, trash cans, spraying of disinfectants etc. are included in the EMP. . Increased local air pollution due to rock X Temporary increase in air pollution during the crushing, cutting and filling works, and chemicals from asphalt processing? construction phase is anticipated from crusher, asphalt plants, earthworks, increase in construction vehicles, material transport and other equipment as well as accidental spills of chemicals from batching plant and asphalt plant processing.

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Screening Questions Yes No Remarks

Adequate mitigation measures, proper siting requirements of hot mix, ready-mix plants and other equipment and water sprinkling for dust suppression, dust screening, adherence to emission standards are addressed in the EMP. . risks and vulnerabilities related to X Workers will be exposed to risks typical of the occupational health and safety due to physical, chemical, biological, and nature of work in road construction. They will radiological hazards during project be provided with PPE and training on safety and health to minimize the risks. construction and operation during project construction and operation? A project COVID-19 plan has been prepared and will be updated periodically during implementation. . Noise and vibration due to blasting and X As the alignment passes through generally flat other civil works? terrain, the road project will not necessitate blasting. This will also be avoided to the extent feasible and monitored during construction, including sites of material sources. However, heavy machinery operation particularly for bridge and viaduct work may increase noise and vibration. Appropriate measures to minimize impacts have been considered in the EMPs. . Dislocation or involuntary resettlement of X Based on the draft resettlement plan, about people 7,079 households (roughly 32,700 persons) . dislocation and compulsory resettlement of X will be physically displaced from residential people living in right-of-way? and commercial land of which 4,679 are titled holders, 2,060 are non-titled holders and 340 encroachments. The draft resettlement plan will subsequently be updated based on the final project design. . disproportionate impacts on the poor, X No disproportionate impacts on vulnerable women and children, Indigenous Peoples or other vulnerable groups? groups is envisaged. The project will not affect tribal lands, and the survey confirmed that no indigenous communities, as defined under the ADB SPS, 2009, is affected. . Other social concerns relating to inconveniences in living conditions in the X Temporary increase in dust and other project areas that may trigger cases of pollutants is anticipated but the residual effects upper respiratory problems and stress? are expected to be minor after the implementation of mitigation measures.

Stress due to dislocation or involuntary resettlement of people by project is anticipated. Adequate compensation payment, job opportunities and livelihood restoration assistance to the affected persons will reduce these problems and social stress. . Hazardous driving conditions where construction interferes with pre-existing X Increase in traffic related incidents is roads? anticipated during construction due to restricted passage, traffic diversions, reduced lane width, safety violations, etc. However, implementation of the Traffic Management Plan (TMP) required for each contract package

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Screening Questions Yes No Remarks

will reduce hazardous driving condition significantly. . Poor sanitation and solid waste disposal in X This is commonly observed in workers’ camps. construction camps and work sites, and possible transmission of communicable However, provisions for sanitation, health care diseases from workers to local populations? and solid waste disposal facilities are included in the contract documents to minimize these and ensure that control mechanisms are in place.

HIV/AIDS/STD and other communicable diseases such as COVID-19 awareness and prevention trainings will be provided to the workers, project personnel and local communities during construction stage. This is also included in draft contract documents and EMPs. . Creation of temporary breeding habitats for X As with above, this may be a potential issue mosquito vectors of disease? but one that is considered in the EMP and standard camp management practices in the country. Regular monitoring will be done during implementation to keep this issue in check. . Accident risks associated with increased vehicular traffic, leading to accidental spills X Increase in road accidents is expected when of toxic materials and loss of life? traffic volume increases. However, road safety is an integral part of the project and has been addressed in the proposed design including traffic speed restrictions, physical road safety features, and capacity building of RHD as covered in the attached TA. . Increased noise and air pollution resulting X Increase in ambient noise levels and air from traffic volume? pollution is anticipated during the operation stage due to projected increase in traffic that comes with road capacity improvement.

Mitigation measures to minimize the noise pollution, through proposed speed restrictions and noise barriers at sensitive receptors per noise modeling results will help address these issues. The project design will ensure compliance with the more stringent of IFC EHS guidelines and national requirements on noise.

. Increased risk of water pollution from oil, X Increased traffic volume will result to increased grease and fuel spills, and other materials from vehicles using the road? risk of water pollution from oil, grease, and fuel spills but the risk will still be relatively low. However, measures to further minimize risks, particularly along bodies of water have been considered in the EMPs. . social conflicts if workers from other regions or countries are hired? X As a standard requirement, most of the workers will be locals. Adequate worker management during construction will be conducted through human resource

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Screening Questions Yes No Remarks

department of the contractor to avoid any conflicts.

. large population influx during project construction and operation that causes X Minimal impact is anticipated as workers will increased burden on social infrastructure be mostly hired locally. Only under exceptional and services (such as water supply and case will the contractor provide skilled workers sanitation systems)? from other places and these will be provided with adequate boarding facilities to avoid conflicts and other negative impacts. . risks to community health and safety due to X Since no blasting is envisaged in the project, the transport, storage, and use and/or disposal of materials such as explosives, safety risks due to transport of explosives is fuel and other chemicals during construction unlikely. Accidental spillage of oil and and operation? hazardous chemicals is also unlikely but has also been considered in the EMPs.

. community safety risks due to both accidental and natural causes, especially X The project design team has considered local where the structural elements or and international standards and best practices components of the project are accessible to in designing the road and ancillary facilities. As members of the affected community or such, the likelihood of risks to the community where their failure could result in injury to due to failure of structural elements or the community throughout project components of the project is unlikely. construction, operation and Appropriate barricading and pedestrian control decommissioning. measures will be employed to restrict access to dangerous construction areas.

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Annex 2. Existing Environmental Standard in Bangladesh ECR, 1997

A. AIR POLLUTION STANDARDS A.1 Ambient Air Quality Standards for Different Categories of Environments

Category of Environment Concentration, µg/m3

SPM SO4 CO NOx • Industrial and mixed use 500 120 5,000 100 • Commercial and mixed use 400 100 5000 100 • Residential and rural 200 80 2,000 80 • Sensitive 100 30 1,000 30 Note: 1. Sensitive areas include national monuments, health resorts, hospitals, archaeological sport and educational institutions 2. Any industrial unit located not in a designated industrial area will not discharge such pollutants which can cause to exceed the ambient air quality prescribed above in the Surrounding areas for the categories ‘residential and rural’ and ‘sensitive’. 3. Suspended particulate matter refers to airborne particulate of 10µm or less in diameter 4. The above values correspond to the maximum permissible amounts/concentrations to be present in randomly sampled air.

A.2 Standard Values for Motor Vehicle Exhaust Parameters/Determinants Unit Standard value

(1) - Black smoke Hatridge Smoke Unit (HSU) (3) 65 (2) - CO 3 g/m 24

percent volume (4) 4 (2) - Hydrocarbon 3 g/m ppm 2 180 (2) 2 - NOx g/m3 ppm 600

Note: (i) measured at two-thirds of maximum rotating speed (ii) whichever is lower out to two values expressed in two different units (iii) for vehicles more than 5 years old, or have completed 80,000 km the standard value is 75 HSU (iv) two and three-wheeler vehicles with engine displacement less than 50cm the standard value is 5 volume percentage, for other two and three wheelers 4.5 volume percentage. (v) When measured, the motor vehicle should be stationery and engine conditions are as follows: • For diesel engine: at maximum rotating speed • For gasoline engine: no-load acceleration at ¾ of maximum rotating speed • For motor cycles: when maximum rotation speed is more than 5000 RPM, measure at ½ maximum rotating speed, when less than 5000 RPM at ¾ of maximum rotating speed.

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A.3 AIR QUALITY STANDARDS* Schedule-2, [See Rule 12]

AIR POLLUTANT STANDARDS AVERAGE TIME 10 mg/m3 8-hour Carbon Monoxide (9 ppm) (Ka) (CO) 40 mg/m3 1-hour (35 ppm) (Ka) Lead (Pb) 0.5 µg/m3 Annual Oxides of Nitrogen 100 µg/m3 Annual (NOx) (0.053 ppm) Suspended Particulate Matter 200 µg/m3 8-hour (SPM) 50 µg/m3 (Kha) Annual PM10 150 µg/m3 (Ga) 24-hour 15 µg/m3 Annual PM2.5 65 µg/m3 24-hour 235 µg/m3 1-hour (0.12 ppm) (Gha) Ozone (O3) 157 µg/m3 8-hour (0.08 ppm) 80 µg/m3 Annual Sulfur di Oxide (0.03 ppm) (SO2) 365 µg/m3 24-hour (0.14 ppm) (Ka) Abbreviation: ppm: Parts Per Million Notes: *In this schedule Air Quality Standards means Ambient Air Quality Standards (Ka) Not to be exceeded more than once per year (Kha) Annual average value will be less than or equal to 50 microgram/cubic meter (Ga) Average value of 24 hours will be less or equal to 150 microgram/cubic meter for one day each year. (Gha) Maximum average value for every one hour each year will be equal or less than 0.12 ppm. “ (Kha) Instead of schedule 6 the following schedule 6 will be replaced. Source: Bangladesh Gazette additional issue of 28.08.1997 and amended by notification SRO 220- Law/2005 of 19, July 2005 http://www.doe-bd.org/aqmp/standard.html

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B. NOISE POLLUTION STANDARDS 2.1 Emission Standards set for Noise Pollution for the Different Land Use (*) Areas Category Unit Standard Value Day Time Night Time A dB(A) 45 35 B dB(A) C dB(A) 50 40 D dB(A) 60 50 E dB(A) 70 60 A: areas where quietness is specially required, such as where there is a concentration of convalescent facilities (hospitals) and educational institutions. B: areas which are used mainly for residential purposes. C: areas which are considerably used for residential purposes and which are also destined for commercial and industrial purposes. D: commercial areas. E: industrial areas. Note: 1. The maximum allowable limit in the working place is 90 dB (A), when working up to 8 hours per day. When working for more than 8 hours the maximum allowable limit is set at 80 dB (A). 2. Ear plug or ear muffs shall be provided by the plant manager/owner to workers who work in a workplace with noise levels exceeding 80 dB (A).

2.2 Standards set for Noise Pollution for the Different Land Use Standard Value Areas Category Unit Day Time Night Time Silent Zone dB(A) 50 40 Residential Zone dB(A) 55 45 Mixed Area dB(A) 60 50 Commercial Area dB(A) 70 60 Industrial Area dB(A) 75 70 GoB Noise Standard ECR, 1997, Noise Pollution Control Rules 2006

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C. WATER QUALITY STANDARDS C.1 Quality Standards for Surface Water Parameter/Determinant Total Coliform Use Class PH BOD (Mg/l) DO (mg/l) Bacteria No./100 ml) 1. 1. Drinking Water Sources, only after 6.5-8.5 2 or below 6 or above 50 or below supplied as bacteria free 2. Use of water for Recreational Cases 6.5-8.5 3 or below 5 or above 200 or below 3. 3. Drinking water source for supplied 6.5-8.5 3 or below 6 or above 5000 or below after traditional treatment 4. Use of water for fish 6.5-8.5 6 or below 5 or above 5000 or below 5. Use of water for different processing 6.5-8.5 10 or below 5 or above and cooling purposes in industries - 6. Use of water for irrigation purposes 6.5-8.5 10 or below 5 or above 1000 or below

C.2 Standard values for Wastewater Discharged from Industry or Project Standard Value Parameter/Determinant Unit Discharge into Discharge into Discharge on Inland Water Public Sewer Land/Irrigation ·Ammonia (NH3) mg/l 5 5 15 ·Aammonical nitrogen (as N) mg/l 50 75 75 · arsenic mg/l 0.2 0.05 0.2 · BOD mg/l 50 250 500 · boron mg/l 2.0 2.0 2.0 · cadmium mg/l 0.05 0.5 0.5 · carbon dioxide (dissolved) mg/l 3 5 na · chloride mg/l 600 600 600 6+ · chromium (as Cr ) mg/l 0.1 1.0 1.0 · chromium (total) mg/l 0.5 1.0 1.0 . chromium (6+) mg/l 0.1 1.0 1.0 · COD mg/l 200 400 400 · copper mg/l 0.5 3.0 3.0 · dissolved oxygen mg/l 4.5-8 4.5-8 4.5-8 · electro conductivity mho/ cm 1,200 1,200 1,200 - · fluoride (as F ) mg/l 2 15 10 · hydrogen sulphide mg/l 1 2 1 . Iron mg/l 2 2 2 . Total Kjeldahl Nitrogen (N2) mg/l 100 100 100 . Lead mg/l 0.1 0.1 0.1 . Manganese mg/l 5 5 5 . Mercury mg/l 1.0 0.01 0.01 . Nickel mg/l 1.0 2.0 na 1.0 mg/l 10.0 20 10 . Nitrate (N2) . Oil and grease mg/l 10.0 5 10 . Phenol mg/l 1.0 8 1 . Dissolved phosphorus (P) mg/l 8.0 to be 8 15 . Radioactive matter ? decided 1 . pH 6-9 6-9 . Selenium mg/l 6-9 0.05 0.05 . Zinc mg/l 0.05 10.0 10.0 . Total dissolved solids mg/l 5.0 2,100 2,100 o 2,100 . Temperature C 40-45 40-45 . Suspended solids mg/l 40-45 500 200 . Cyanide (as CN) mg/l 150 2.0 0.2 0.1 na: no value established

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C.3 Standard Values for (Domestic) Sewage Effluent Parameters/Determinants Unit Standard value BOD mg/l 40 Nitrate mg/1 250 Phosphate mg/1 35 Suspended solids mg/1 100 Temperature o 30 C Coliform count n/100ml 1,000 Note: (i) These standard values are applicable for discharging into surface water and inland streams (ii) Sewage effluent should be chlorinated before final discharge.

C.4 Water Quality Standards for Drinking Water Parameter/Determinant Unit Standard values • Aluminum mg/1 0.2 • Ammonia mg/1 0.5 • Arsenic mg/1 0.05 •Barium mg/1 0.5 • Benzene mg/1 0.01 • BOD mg/1 0.2 • Boron mg/1 1 • Cadmium mg/1 0.005 • Calcium mg/1 75 • Chloride mg/1 150-600 • Chlorinated alkenes mg/1 0.01 • Carbon tetrachloride mg/1 0.001 - 1,1 dichloroethelene mg/1 0.03 - 1,2 dichloroethelene mg/1 0.03 - tetrachlorethylene mg/1 0.09 - trichloroethylene mg/1 0.03 • Chlorinated phenols mg/1 0.03 - pentachlorophenol mg/1 0.2 - 1,4,6 tirchlorophenol mg/1 • Chlorine (residual) mg/1 0.09 • Chloroform mg/1 6+ mg/1 • Chromium (as Cr ) 0.05 mg/1 0.05 • Chromium (total) mg/1 4 • COD mg/1 0 • Coliforms (faecal) mg/1 2* • Coliforms (total) mg/1 15 • Colour n/100ml 1 • Copper n/100ml 0.1 • Cyanide (as CN) Hazen 0.2 • Detergents mg/1 6** • Dissolved oxygen mg/1 1 • Fluoride (as F) mg/1 200-500 • Hardness (as CoCo ) 3 mg/1 0.3-1 • Iron mg/1 1 • Kjeldahl nitrogen mg/1 0.05 • Lead mg/1 30-50 • Magnesium mg/1 0.1 • Manganese mg/l 0.001 • Mercury mg/l 0.1 •Nickel

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Parameter/Determinant Unit Standard values • Nitrate (as N) mg/1 10 • Nitrate (as NO2) mg/1 <1 odorless • Odour mg/1 0.01 • Oil and grease mg/1 0 • Organo phosph compounds mg/1 0 • Aldrin & dieldrin mg/1 0 • Chlordane mg/1 0 • DDT mg/1 0 • Hexachlorobenzene mg/1 0 • Heptachlor mg/1 0.003 • Heptachorepoxide mg/1 0.03 • Lindane mg/1 0.1 • Methozychlor • 2,4,D mg/1 6.5 to 8.5 • pH mg/1 0.002 • Phenolic compounds mg/1 6 • Phosphate 0 • Phosphorous bq/1 12 • Potassium bq/1 0.01 • Radioactive materials mg/1 0.1 • Gross a-activity mg/1 0.01 • Gross b/g-activity mg/1 0.02 • Selenium mg/1 200 • Silver mg/1 10 • Sodium mg/1 0 • Suspended sediment mg/1 400 • Sulphide (as S) mg/1 2 0 • Sulfate (as SO4 ) • Tar not offensive • Taste

• Total dissolved solids mg/1 1000

• Temperature C 20-30 • Tin g/1 2 • Turbidity J.T.U 10 • Zine mg/1 5 na: not yet defined * per 100ml in two consecutive samples ** Desirable1 limit for drinking water Note: where a range is mentioned the lower value may be used for warning and the higher value for initiation of corrective measures

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Annex 3: Base-Year and Traffic Forecast as Daily Vehicle-Km

Vehicle Category Total Total Daily (Excl. NMT Vehicle-Km Year NMT) Heavy Medium Small Large Medium/ Auto Microbus Utility Car Motorcycle Truck Track Truck Bus Mini Bus Rickshaw 2019 461 3726 1244 1567 524 1253 1045 1819 4988 1591 18218 1608 2,441,769 2020 507 4102 1370 1733 534 1363 1145 1994 5714 1851 20313 1688 2,703,183 2021 558 4516 1508 1916 544 1483 1255 2185 6546 2154 22666 1773 2,994,265 2022 615 4971 1660 2119 554 1614 1376 2394 7500 2507 25309 1861 3,318,532 2023 733 5928 1979 2534 628 1910 1636 2847 9022 3104 30321 1955 3,963,023 Baseline Year 2024 781 6312 2107 2706 636 1933 1759 3023 9866 3430 32554 2052 4,231,503 2025 831 6721 2244 2890 644 2043 1867 3209 10790 3792 35031 2155 4,529,973 2026 885 7157 2389 3086 652 2159 1982 3407 11800 4191 37708 2263 4,850,643 2027 942 7620 2544 3296 660 2281 2104 3617 12904 4632 40602 2376 5,195,240 2028 1003 8114 2709 3520 668 2411 2234 3840 14112 5120 43731 2495 5,565,629 2029 1068 8640 2885 3759 676 2547 2372 4076 15433 5659 47116 2619 5,963,825 2030 1138 9200 3072 4015 684 2692 2518 4328 16877 6255 50778 2750 6,392,012 2031 1211 9796 3271 4288 692 2844 2673 4595 18457 6914 54741 2888 6,852,548 2032 1281 10360 3459 4547 700 2988 2820 4846 19993 7561 58554 3032 7,293,019 2033 1355 10957 3658 4821 707 3138 2974 5112 21656 8269 62648 3184 7,763,261 2034 1433 11588 3869 5112 715 3297 3137 5392 23458 9042 67044 3343 8,265,374 2035 1516 12256 4092 5421 723 3463 3309 5688 25409 9889 71765 3510 8,801,618 2036 1603 12961 4327 5749 730 3637 3491 5999 27523 10814 76836 3686 9,374,415 2037 1695 13708 4577 6096 738 3821 3682 6328 29813 11827 82285 3870 9,986,370 2038 1793 14498 4840 6464 746 4013 3884 6675 32294 12934 88140 4063 10,640,278 2039 1896 15333 5119 6855 754 4215 4097 7040 34981 14144 94434 4267 11,339,147 2040 2005 16216 5414 7269 762 4428 4321 7426 37891 15468 101201 4480 12,086,205 2041 2121 17150 5726 7708 771 4651 4558 7833 41044 16916 108477 4704 12,884,923 2042 2243 18138 6056 8173 779 4885 4808 8263 44458 18499 116302 4939 13,739,035

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Annex 4: Justification for Selecting Locations of Ambient Air, Noise and Vibration Coordinates Code Sampling Location Photographs Justification for selecting the testing locations AQ-1, Jamie Komi Arabiya 23°43'20.53"N • Sensitive Landuse. Adjacent to a mosque NL-1, Madrasha, Katchpur, 90°30'48.27"E and highly sensitive receptor. VL-1 Narayanganj • Monitoring is carried out in front of Jamie (Mixed/Industrial Zone) Komi Arabiya Madrasha. Chainage: 2+000 • Located 70 m South-West from the existing Contract Package DS-1 Dhaka-Sylhet highway. • High risk of impact on a huge number of adolescents (students mostly) due to air and noise pollution during construction. • Receptor will expose to the source.

AQ-2, In Front of Mojammel 23°53'53.81"N • Residential Landuse. Monitoring is carried NL-2, Haque’s House, 90°40'59.18"E out at front of Mojammel Haque’s House. VL-2 Baghata, Narsingdi • Located 100 m northeast from the existing (Residential Zone) Dhaka-Sylhet highway. Chainage: 28+700 • Risk prone residential area due to dust, Contract Package DS-1 noise and vibration generation during road construction. • Adjacent to a local market. • Receptor will affect directly.

AQ-3, In Front of Local Market, 24° 3'20.34"N • Sensitive receptor. Monitoring is carried out NL-3, Bhairab Bazar Bus 90°58'57.16"E in front of local market. VL-3 Stand, Kishoreganj • Located 40m north from the existing Dhaka- (Commercial Zone) Sylhet highway. Chainage: 67+000 • Risk of impact on a huge number of Contract Package DS-2 individuals (mostly local businessperson and buyer) due to air and noise pollution. • Lots of activity observed surrounding area • Also adjacent to residential area.

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Coordinates Code Sampling Location Photographs Justification for selecting the testing locations AQ-4, Kari Shafiqul Islam 24° 4'31.17"N • Sensitive receptor. Institution Monitoring NL-4, University College, 91°15'47.52"E held on the playground of Kazi Shafiqul VL-4 Budhanti, Brahmanbaria Islam University College. (Silent Zone) • Located 20 m North-West from the existing Chainage: 99+000 Dhaka-Sylhet highway. Contract Package DS-3 • High risk of impact on a huge number of students due to air and noise pollution during construction.

AQ-5, Daulatpur Ashrafia 24°19'14.22"N • Sensitive receptor. Institution and Mosque NL-5, Madrasha, Bahubal, 91°31'46.16"E • Monitoring done in front of the main building VL-5 Habiganj of Daulatpur Ashrafia Madrasha. Highly (Silent Zone; Rural Sensitive receptor. Settings) • Located 20 m northeast from the existing Chainage: 144+300 Dhaka-Sylhet highway. Contract Package DS-4 • High risk of impact on a huge number of adolescents (students mostly) due to air and noise pollution during construction. • Adjacent to a mosque and a residential area.

AQ-6, Dinarpur High School, 24°30'47.45"N • Severe sensitive receptor. NL-6, Gazanipur, Habiganj 91°35'12.21"E • Monitoring conducted in front of Dinarpur VL-6 (Mixed Zone/Rural High School, Gazanipur, Habiganj. Settings) • Located 50 m Northeast from the existing Chainage: 166+700 Dhaka-Sylhet highway. Contract Package DS-4 • High risk of impact on a huge number of students due to air and noise pollution during construction. • Adjacent to a residential area, mosque and agricultural field.

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Coordinates Code Sampling Location Photographs Justification for selecting the testing locations AQ-7, Sunrise Diagnostics 24°37'39.47"N • Most important sensitive receptor. NL-7, Center, Serpur, 91°40'38.57"E • Monitoring held in front of Sunrise VL-7 Moulvibazar (Mixed Diagnostics Center. Zone) • Located 25 m North-West from the existing Chainage: 185+300 Dhaka-Sylhet highway. Contract Package DS-5 • High risk of impact on a huge number of patients due to air and noise pollution during construction. • Adjacent to an intersection with local market.

AQ-8, Bahapur James 24°49'44.49"N • Sensitive landuse with rural setting receptor. NL-8, Mosque, Lala Bazar, 91°48'58.17"E • Monitoring held in front of Bahapur Jame VL-8 Sylhet (Silent Zone) Mosque. Chainage: 213+300 • Located 50 m southeast from the existing Contract Package DS-6 Dhaka-Sylhet highway. • Risk of impact on the local residence due to air and noise pollution during construction.

Note: AQ-Air Quality, NL-Noise Level; VL-Vibration Level;

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Annex 5: Ambient Air Quality Testing Results

Sampling Locations Testing Parameters IDs Ambient Air Pollutants Concentration in µg/m3 TVOC mg/m3 PM2.5 PM10 CO SO2 NO2 NO O3 AQ 1 Front of Jamia Kowmia Arabiya Madrasha at 30.44 48.9 46.31 27.17 122.9 50.53 47.3 0.052 Kanchpur, Narayanganj AQ 2 Front of Mojammel Haque’s House at Baghata, 23.68 45.36 31.31 26.84 94.37 35.57 37.7 0.036 Narsingdi AQ 3 Front of Local Market, Bhairab Bazar Bus 38.53 69.87 127.3 57.41 105.97 32.59 59.8 0.04 Stand, Kishoreganj AQ 4 Front of Kazi Shafiqul Islam University College 37.97 52.67 80.05 34.81 49.03 21.94 24.74 0.035 at Budhanti, Brahmanbari

AQ 5 Front of Daulathpur Ashrafia Madrashah, 34.2 68.73 357.09 52.85 72.97 34.15 31.64 0.043 Bahubal, Habiganj AQ 6 Front of Dinarpur High School at Gazanipur, 23.86 49.58 64.86 44.36 60.09 30.84 49.89 0.046 Habiganj AQ 7 Front of Sunrise Diagnostics Center at Sherpur, 31.04 63.4 352.77 65.9 44.49 31.73 42.51 0.033 Moulvibazar AQ 8 Front of Bahapur Sylhet National HighwayJame 40.64 82.32 83.73 67.51 38.8 31.82 48.67 0.065 N4osque, Lala Bazar, Sylhet Duration of Testing Hour 24 24 24 24 24 8 8 24 GoB Air Quality Standards, EC& 1997 and amendment in 65 150 10305 365 100 157 2005, (Schedule-2) * World Bank/IFC Standard 25 50 10305 20 200 100

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Annex 6: Photographs of Air Quality Monitoring

Ambient Air Quality (AQ1) Monitoring in Front of Jamia Kowmia Ambient Air Quality (AQ2) Monitoring in Front of Mojammel Haque’s Arabiya Madrasha, Katchpur, Narayanganj House, Baghata, Narsingdi

Ambient Air Quality (AQ3) Monitoring in Front of Local Market, Bhairab Ambient Air Quality (AQ4) Monitoring in Front of Kazi Shafiqul Islam Bazar Bus Stand, Kishoreganj University College, Budhanti, Brahmanbaria

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Ambient Air Quality (AQ5) Monitoring in in Front of Daulathpur Ambient Air Quality (AQ6) Monitoring in Front of Dinarpur High Ashrafia Madrasha, Bahubal, Habiganj School, Gazanipur, Habiganj

Ambient Air Quality (AQ7) Monitoring in Front of Sunrise Diagnostics Ambient Air Quality (AQ8) Monitoring in Front of Bahapur Jame Center, Sherpur, Moulvibazar Mosque, Lala Bazar, Sylhet

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Annex 7: Noise Monitoring at Different Landuse and Results

Sampling ID Location Landuse Coordinates Distance of Sampling Noise Level (Leq) dBA at Receptor Date Receptor Noise Vibration Day Night Lmax Lmin NM 1 Jamia Kowmia Arabiya Mixed/ 90°30'47.70"E, 50 30.12.19 65.1 46.25 78.8 33.6 Madrasha, Katchpur Industrial Zone 23°43'22.15"N Narayanganj NM 2 Mojammel Haque”s House, Residential Zone 90°40'59.46"E, 50 31.12.19 60.4 39.26 68 30.3 Baghata, Narsingdi 23°53'53.98"N NM 3 Bhairab Bazar Bus Stand, Commercial Zone 90°59'1.33"E, 20 01.01.20 74.7 49.75 91.7 32 Kishoreganj 24°3'18.70"N NM 4 Kazi Shafiqul Islam Silent Zone 91°15'46.95"E, 30 03.01.20 55.8 40.46 67.2 30.5 University Collage, Budhanti 24°4'35.14"N Brahmanbaria NM 5 Daulathpur Ashrafia Silent Zone; 91°31'46.75"E, 50 20.01.20 70 53.53 83.8 35.8 Madrasha, Bahubal, Rural Settings 24°19'13.73"N Habiganj NM 6 Dinarpur High School, Mixed Zone/ 91°35'10.36"E, 50 21.01.20 75.1 60.13 94.82 36.2 Gazanipur, Habiganj Rural Settings 24°30'40.28"N NM 7 Sunrise Diagnostics Center, Mixed Zone) 91°40'38.15"E, 25 22.01.20 60.8 51.11 73.06 32.6 Sherpur, Moulvibazar 24°37'39.15"N NM 8 Bahapur Jame Mosque, Lala Silent Zone 91°48'56.35"E, 50 23.01.20 64.7 55.3 77 30.8 Bazar, Sylhet 24°49'44.52"N GoB Noise Standard ECR, 1997, Noise Pollution Control Rules 2006 Silent Zone 50 40

Residential Zone 55 45

Mixed Area 60 50 Commercial Area 70 60

Industrial Area 75 70

Industrial Area 75 70 World Bank/IFC Standard Residential; Institutional; Educational 55 45 Industrial and Commercial 70 70

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Annex 8: Photographs of Noise Level Monitoring

Ambient Noise Level (NL1) Monitoring in Front of Jamia Kowmia Ambient Noise Level (NL 2) Monitoring in Front of Mojammel Haque’s Arabiya Madrasha, Katchpur, Narayanganj House, Baghata, Narsingdi

Ambient Noise Level (NL3) Monitoring in Front of Local Market, Ambient Noise Level (NL4) Monitoring in Front of Kazi Shafiqul Islam Bhairab Bazar Bus Stand, Kishoreganj University College, Budhanti, Brahmanbaria

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Ambient Noise Level (NL5) Monitoring in in Front of Daulathpur Ambient Noise Level (NL6) Monitoring in Front of Dinarpur High Ashrafia Madrasha, Bahubal, Habiganj School, Gazanipur, Habiganj

Ambient Noise Level (NL7) Monitoring in Front of Sunrise Diagnostics Ambient Noise Level (NL8) Monitoring in Front of Bahapur Jame Center, Sherpur, Moulvibazar Mosque, Lala Bazar, Sylhet

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Annex 9: CPRs Alongside the Existing Road and Realignment Sections

Chainage Name of the CPR Type of CPR Structure Distance to end road Distance to end Location as R/L No will be of boundary road of Main side (Going at Road relocated Structure wall by Structure Bhabon Dhaka-Sylhet) &KMZ Meter by Meter 0.1 Kachpur Bus Station Jame Mosque Mosque Relocation 6.112 R 100 Zamir Khan Complex Jame Mosque Mosque Relocation 8.645 11.291 R 200 North Senpara Noor jame Mosque Mosque No Relocation 300 Kachpur Daying Baytul Amman Jama Mosque No 3 R Mosque Relocation 500 New Eastan Jama Mosque Mosque No Relocation 1600 Arifate Tarylion Quran Jatramuha Madrasha Relocation 45 L Madrasa 1600 Jatramura Jama Mosque Mosque Relocation 120 L 1600 Laion Mohamad Mozamel Bhuiyan College Relocation 40 L Karigori SchoolaAnd Collage 1800 Hazi Aklash Uddin Bhuiyan High School College Relocation 235 245 R and College 2020 Rupganj Thana Tablig Markag Mosque No 61 L Relocation 2200 Baitul Mamur Zama Moszid Mosque Relocation 68 L 2300 Bochbar Stan Khanka Shorif Khanka Shorif Relocation 22 L 2800 Borabo Jame Mosque Mosque No 70 R Relocation 2900 Dushtha Shasthuya Kendar Health Relocation Complex 3000 Al Maksud Jame Moszid Khalpara Mosque Relocation Barabo 4300 Baitul Mamun Jame Mosjid Mosque Relocation 2 L 4400 Rupshi Poschim Para Jame Mosjid Mosque Relocation 4700 khadun rupshi khifirpur kabartha jame Mosque Relocation 4 L mosque 5800 Barpa Khandro Jama Mosque Mosque Relocation 2 3 L

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5900 Barpa Bus stand Jame Mosque Mosque No 35 L Relocation 6100 Mosjid E Khaja Baba Faridpuri Complex Mosque Relocation 10 R 6100 Hazi Nur Uddin Ahmmad High School School No 3 7 L Relocation 6150 Mosjind e Khjababa Foried pury Complex Mosque No 25 R Relocation 6200 Aribo Jama Mosque Mosque Relocation 11 R 6200 Al-Aksa Jame Mosjid Mosque Relocation 20 R 6300 Ariabo Uttara Para Panjagana Mosque Mosque Relocation 40 L 6300 Ariabo Durga Mondir Mondir No 20 R Relocation 7200 Baitul Ahad Jume Mosgid Mosque Relocation 0 7750 US Bangla Medical Collage and Hospital Hospital No 3 8 L Relocation 8900 Shahbazpur Bohumukhi High School High School Relocation 0 10400 Tak Bolaikha Jame Moszid Vultha Mosque Relocation 1 L 10400 Balikha Uttar Para Zama Mosque Mosque Relocation 30 R 11100 Sree Sree Rada Madub Mondir Mondir Relocation 25 R 12700 Anik Taxtail Jame Moszid Mosque Relocation 1 2 L 13200 Mahona rimary School School No 30 33 R Relocation 15500 Banti Kazi School School No 20 25 R Relocation 15600 Banti High School School No 50 R Relocation 15700 Madrasa Darul Hadis Salafiah Madrasha Relocation 6 10 L 15700 Banti Nadeyatul Khroun Hafazaiya Model Madrasha Relocation 10 L Madarasa 15800 Hasan Shah Dorbar Sorif Khanka Shorif Relocation 16500 Panchruki Jame Mosjid Mosque No 3 45 L Relocation 17000 Pachrukhi Primary School School Relocation 4 10/30 L 17500 Pachrukhi Central Mosque Mosque No 4 6 L Relocation

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17600 Pachrukhi Begum Anowara Degree Collage No 2 5 L Collage relocation 17700 Pachrukhi Hazi Saheb Ali Fakir High School Relocation 7 10 L School

Chainage No Name of the CPR Type of Structure Distance to end Distance to end Location as R/L CPR will be road of boundary road of Main side (Going at relocated Structure wall by Structure Dhaka-Sylhet) Meter Bhabon by Meter 18200 Sonpara Bus Stand Jame Mosque Mosque No 5 L relocation 18700 Sonpara Govt. Primary School School No 50 R relocation 19700 Kandail Bus Stand Jame Moszid Mosque Relocation 1 1 L 19900 Purinda P. Para Ahledadish Jame Madrasha No 50 L Mosjid & Madrasha Relocation 20500 Purinda Eidgha Eidgha Field 1 40 L 20600 Purinda K S Sadekur Rahaman High School No 30 R school Relocation 21200 Purinda Government Primary School School Relocation 7 10 L

21+500- Realignment at 28+5900=7400 21+500- Madhabdi – 28+900=7400 Passdona Realignment R.Ch. KMZ.Ch. Baghata Bazar Jame Mosque Mosque 15 R 28850 26050 29100 26300 Baghata Sarak Jame Mosque Mosque 1 2 L 29800 27000 Mosjid Modina Jame Mosjid North Mosque Relocation 30 R Baghata 30200 27400 Jameya Islamiy Darul Ulom & Madrasha 4 10 L Etimkhana

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30500 27700 Jameys Islameya Daryl Ullum Madrasha Relocation 8 15 L Madrasha Shaheprotap, Narsangdi 31200 28400 Shaheprotap Uttorpara Baitul Aksha Mosque Relocation 7 L Jama Moszid 31500 28700 Abdul Kader Molla International School School No 4 10 R Relocation 31800 29000 Bangladesh Hakkani Khanka Sharif Khanka Relocation 5 9 L Shorif 32200 29400 Abdul Kader Molla city collage Collage No 5 17 L relocation 32500 29700 Sorok & Jonopoth Mosque Mosque No 5 20 L Relocation 32600 29800 City Hospital Hospital No 3 4 L Relocation 32800 30000 National Jenaral Shisu Hospital Hospital No 3 5 R Relocation 33400 30600 Baitul Ajom Jame Mosjid Mosque Relocation 3 L 33500 30700 Jail Khana Jame Mosjid Mosque No 3 4 R Relocation 33800 31000 Velanagor Bajar Jame Mosjid Mosque Relocation 10 L 34300 31500 Dhakkin Karar Chor Mil Gate Jame Mosque Relocation 4 L Mosque 34800 32000 Amtola Jame Morsid Mosque Relocation 10 R

Chainage No Name of the CPR Type of CPR Structure Distance to end Distance to end Location as R/L will be road of boundary road of Main side (Going at relocated Structure wall by Structure Dhaka-Sylhet) Meter Bhabon by Meter 35300 32500 Mollah Bari Jame Mosjid Mosque Relocation 30 R 37900 35100 Sayed Nagor Madaniya Hafizia Madrasa O Madrasa No 150 R Atimkhana Relocation 39100 36300 Itakhola Bus Stand Jame Mosjid Mosque No 10 L Relocation

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42600 39800 Jamia Rahmania Madrasha And Madrasa Relocation 15 L Eatimkhana 43150 40350 Shaspur Drul Ulom Hosainiya Madrasha Madrasha No 11 R Relocation 43400 40600 Shaspur Jame Madrasa Madrasha Relocation 6 15 R 43900 41100 Gasir Diya Dhakkin Para Government School Relocation 11/16 R Primary School 44000 41200 Baytus Subhan Jame Mosque Mosque Relocation 5 R 44300 41500 Shaspur Jame Mosjit Mosque Relocation 10 R 44600 41800 Gasirdiya Pukur Par Jame Mosque Mosque Relocation 5 7 L 46300 43500 Kundar Para Bastand Jame Mosjid Mosque Relocation 7 9 L 48100 45300 Baroicha General Hospital Hospital Relocation 1 R 48700 45900 Baitul Aman Jame Mosque Mosque Relocation 7 L 49600 46900 Mster Bari Jama Mosqe Mosque Relocation 4 L 49700 46700 Sistigor Bastand Jame Musque Mosque Relocation 2 R 49700 46900 The Peoples University of Bangladesh University No 7 R Relocation 50200 47400 Josor Union Sastho Poribar Kollan Health Relocation 7 L Kendro Center 50600 47800 Baitur Rahman Jame Mosque Mosque Relocation 10 L 50800 48000 Baytul Nur Jame Mosque Mosque Relocation 4 L 52100 49200 Kamartek Bus Stand Jame Mosque Mosque Relocation 1 L 52200 49200 Joshar Union Kind Garden School School No 5 L Relocation 52300 49300 Sobuj Para Collage Collage No 1 35 L Relocation 53300 50300 Joshor Gabtoli Bus Stand Mosque Mosque Relocation 8 10 L 53900 51100 Morjal Bus Stand Jame Mosque Mosque Relocation 0 2 L 54200 51400 Chaitanya Busstand Mosque Mosque Relocation 3 L 54200 51400 Chaitanya M.L. High School School No 4 20 L Relocation 55200 52250 Brahmonerteq Eidgah Eidgah Relocation 3 12 L

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Chainage No Name of the CPR Type of CPR Structure Distance to end Distance to end Location as R/L will be road of boundary road of Main side (Going at relocated Structure wall by Structure Dhaka-Sylhet) Meter Bhabon by Meter 57470 54670 Shippur Bazar Jame Mosque Mosque No 50 R Relocation 57500 54700 Shoyadpur Mohammadiy Fagil Madrasha No 4 10/60 L Madrasha Relocation 56700 53900 Dhukundi Chor Jame Mosjid Mosque Relocation 8 10 L 57000 54200 Dhukundi Shahi Jame Mosque Mosque Relocation 1 6 L 60150 57350 Dukundi Govt. Primary School School No 10 30 R Relocation 60200 57400 Mirajul Muminin Masjid Mosque No 4 R Relocation 62500 59700 Kangaliya Eidgah Eidgah No 3 10 R Relocation 68400 65600 Al Haz A. Rahman Furkania Madrasa Madrasa Relocation 4 R 63200 60400 Narayanpur Bus Stand jame Mosque Mosque No 12 R Relocation 64550 61750 Bagan bari Jame Mosque Mosque No 3 3 L relocation 64900 62100 Nilkuthi Bus stop Jame Mosjid Mosque No 4 R relocation 68900 66100 Paduka Market Mosque Mosque Relocation 5 L 69000 66200 Abedin Hospital (Pvt.) Hospital No 10 R Relocation 69100 66300 Highway Jame Mosque Mosque Relocation 15 L

Chainage No Name of the CPR Type of CPR Structure Distance to end Distance to end Location as R/L Road & KMZ will be road of boundary road of Main side (Going at 50/100m up relocated Structure wall by Structure Dhaka-Sylhet) Meter Bhabon by Meter down

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80700 Madrasatul Islamiya All Aminiya Madrasha Relocation Madrasa 81000 Shekher Chor Jame Mosque Mosque Relocation 81200 Mosque Mosque Relocation 81400 Bissorod Shahe Mosjid Mosque Relocation 3 R Realignment at Sarail 81400- 83100=1700 83350 Markazul quran Nuraniya Hafigiya Madrasha No 45 R Madrasha Relocation 84900 Lal Shah Babar Darbar Sarif Darbar Sarif No 15 R Relocation 85250 Bariura Dokkinpara Jame Mosque, Mosque No 45 R Relocation 85700 Hatir Full Mazar Khankasarif Relocation 3 L 87500 Nure Madina Jame Masjid Mosque Relocation 5 L 87600 Jamiya Islamiya Darululom Shahbazpur Madrasha Relocation 1 R Madrasha 89000 Rajabaria Kandi Jame Mosjid Mosque Relocation 10 12 L 89500 Razabariakandi Sorkary Parimey School Relocation 5 18 L School 89500 Razabariakandi Hafeezya Madras Madrasha Relocation 10 L 90300 Bosiamura Nura Modina Juma Mosque Mosque Relocation 30 33 L 90700 Boisha Mura Govarmant Primary School Relocation 7 11 L School 92300 Rampur Government Primary School. School Relocation 65 70 L 92400 Rampur Jame Mosque Mosque No 20 L Relocation

Chainage Q1_1-1. Name of the CPR Type of CPR Structure Distance to end Distance to end Location as R/L No Road will be road of boundary road of Main side (Going at & KMZ relocated Structure wall by Structure Bhabon Dhaka-Sylhet) 50/100m Meter by Meter up down

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99000 Kazi Mohammad Shofiqul islam University University No 8 52 L Relocation 99100 Jame Mosque Mosque No 8 20 L Relocation 101350 Masjide Belal (R:) Mosque No 10 13 L Relocation 104300 Madhabpur Govt. Primary School School No 30 R Relocation 105000 Syed Sayeed Uddin Degree collage Collage No 10 75 L Relocation 105000 Syed Sayeed Uddin Degree collage Mosque Mosque No 10 12 L Relocation 106300 Poschim Para Baitun Nur Jame Musqud Mosque Relocation 4 6 L 107550 Andiura Ummetunnessa High School School Relocation 8 12 L 109400 Begura Shahi EidGha Math Eidgah No 4 15 L Relocation 109400 Begura Bus Stan Jame Mosjid Mosque No 10 L Relocation 109550 Baitul Aman Jame Mosque Mosque Relocation 0 7 L 110725 Jinnat Pur Jama Mosque Mosque Relocation 0 7 L 111400 Baytun Noor Jame Mosjid Mosque Relocation 13 L

Chainage Name of the CPR Type of CPR Structure Distance to end Distance to end Location as R/L No Road will be road of boundary road of Main side (Going at & KMZ relocated Structure wall by Structure Bhabon Dhaka-Sylhet) 50/100m Meter by Meter up down 118500 Shahpur Biddud Koatar Jame Mosque Mosque Relocation 7 R 120200 Badsha Gate Panjegana Mosque Mosque Relocation 4 R 120400 Haritola Praimari School School Relocation 15 R 121450 Manikpur Pachim Para Jame Mosque Mosque Relocation 30 R 125000 Olipur Mosque Mosque 3 10 L 125+400 to Realignment at 126+300=900 Olipur

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126100 Euneyon Health Complex Health Relocation 18 20 R Complex 128200 Purbonoysgow Jama Mosque Mosque Relocation 75 L 130900 Uttar Kadam toil Jame Mosque Mosque No 3 R Relocation

Chainage Name of the CPR Type of CPR Structure Distance to end Distance to end Location as R/L No Road will be road of boundary road of Main side (Going at & KMZ relocated Structure wall by Structure Bhabon Dhaka-Sylhet) 50/100m Meter by Meter up down 135500 Sattaria Khanka Sharif and Mazer khanka Sorif Relocation 25 L 136100 Mosjide Shiraji Mosque Relocation 50 L 139100 Basina Baitus Salam Jame Mosjid Mosque Relocation 11 L 144100 Doulotpur Ashrafiya Madrasha Madrasha Relocation 8 22 R 144100 Doulotpur Ashrafuya Morshid Mosque Relocation 6 R 149550 Krisnopur Sorkari prathomik Biddaloy School Relocation 48 50 L 151200 Mohisdulong jame morshid Mosque Relocation 2 R

Chainage Name of the CPR Type of CPR Structure Distance to end Distance to end Location as R/L No Road will be road of boundary road of Main side (Going at & KMZ relocated Structure wall by Structure Bhabon Dhaka-Sylhet) 50/100m Meter by Meter up down 152200 Dubaoi sorkari prathomik biddaloy School No 2 20 L Relocation 152900 Amor bin al khatab jame mosque Mosque No 80 100 L Relocation 154200 Putijuri Shahi Idgra Eidgah No 15 R Relocation 154600 Putijuri SoratChandra uccha Biddaloy School Relocation 10 11 R

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154950 Baitur Rahman Jame Morshid Mosque Relocation 15 R 155100 Purijury Radha Gavinda Mondir Mundir No 25 L Relocation 155350 Putijuri kali Mundir Mundir Relocation 6 R 155450 Kalibari Sorkari prathomik biddaly School Relocation 8 10 R 158200 Borchor Shahi Idgha Eidgah No 10 R Relocation 158200 Borchor Jamiya Iaslamiya Darul Ullom Madrasha No 10 R Madrasha Relocation 158700 Rokonpur Dhokinpara Jama Mosjit Mosque No 3 5 R Relocation 159225 Rōkanapur sarakārī Prāthamik bidyālaẏa School No 30 55 R Relocation 159225 Rōkanapur haphijiẏa madrasa Madrasa Relocation 22 R 159800 Baitul mamur jame masajid Mosque Relocation 8 R 160600 Boro Goan Goverment Primari School School Relocation 20 R 160850 Al Modina Jame Mosjid Mosque Relocation 42 R 161075 Paniumda jame mossid Mosque No 7 L Relocation 161075 Rokonpur jame mossed Mosque No 7 L Relocation 161400 Ragib Rabeya High School & collage Collage No 10 100 L Relocation 162250 Kusa jame mossed Mosque No 50 R Relocation 162550 Khursa Jame Mosjid (porsim) Mosque Relocation 5 L 162650 Khursa Miah Gani Jame Mosjid Mosque Relocation 8 R 164000 Ijapur teen mouja Jame Mosque Mosque Relocation 5 R 164250 Shataial Government Primary School School Relocation 37 R 164300 Dinarpur Sataeihal Boro Jame Mosjid Mosque No 7 20 L Relocation 164900 Muraura Boro Jame Mosque Mosque No 4 18 L Relocation 165550 Deupara Baitul Mamur Jame morshid Mosque Relocation 2 R 165600 Dewpara Boro Jame mosque Mosque Relocation 7 9 R 165700 Dinarpur Collage Collage No 7 30 L Relocation

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166375 Jamea Furkania Darul Uloom Gaznaipur Madrasa Relocation 3 8 R Madrasa 166450 Dinerpur High School School Relocation 11 32 R 168100 Joytun jame mossed Mosque No 60 R Relocation

Chainage Name of the CPR Type of CPR Structure Distance to end Distance to end Location as R/L No Road will be road of boundary road of Main side (Going at & KMZ relocated Structure wall by Structure Bhabon Dhaka-Sylhet) 50/100m Meter by Meter up down 170100 Sadarghat Natun Bazar Jame Masjid Mosque No 10 L Relocation 171400 Bigna Bazar jame Mosque Mosque Relocation 15 26 R 172200 Sharofrazpur Jame Mosque Mosque No 12 L Relocation 172700 All Amin Hasemi sunniya Madrasa Madrasa Relocation 11 14 R 176700 Aushkandi Bazar Masque Mosque No 45 R Relocation 178600 Minajpur Govt.Primary School School No 12 100 R Relocation 179900 Madrasha Chatrabas Syedpur Bazar Madrasha No 12 R Relocation 181800 Al hera hafijia madrasha Madrasha No 5 15 L Relocation 183100 Mojlispur o Bhobanipur Madrasa Madrasha Relocation 20 L 183500 Mojlispur Jame Mosque, Eidgah, Mosque Relocation 16 L Graveyard. 184100 Sherpur Jame Mosque Mosque No 4 18 R relocation Realignment at Sharpur 184+100- 185+900=1800 185800 Jameya Islamia kasimul Aorangpur Taitel Madrasha Relocation 7 R Madrasha

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186400 Sayedpur Purbopara Jame Mosque Mosque 8 30 L

Chainage Name of the CPR Type of CPR Structure will Distance to end Distance to end Location as R/L No Road be relocated road of boundary road of Main side (Going at & KMZ Structure wall by Structure Bhabon Dhaka-Sylhet) 50/100m Meter by Meter up down 187100 Sadipur Adarsha High School School No Relocation 19 R 187200 Sadipur Hossain Ullah Govt. Primary School No Relocation 15 R School 187300 Shadipur Bazar Jame Mosque Mosque No Relocation 22 31 L 187700 Shah jalal jame mosjid Mosque Relocation 4 13 L 188600 GOZIA BAITUL AMAN JAME MASJID Mosque No Relocation 5 8 L MUKTAB 189300 Fakira bad shah bahar Ali hafuza madrasa. Madrasa No Relocation 8 R 189300 Fakira bad jame mosjid Mosque No Relocation 7 L 189300 Fakira bad sarkari primary School School Relocation 3.6 46 L 189800 Begumpur bazar jame Mosjid Mosque Relocation 18.2 36 L 190700 Kagos pur jame mosjid Mosque Relocation 35 R 190800 Kagas pur government Primary School School Relocation 35 R 192200 Prothom pasha Bus stand Jamme Mosque No Relocation 26 R mosque. 192600 Prothom pasha Mazar Jame Mosque Mosque Relocation 33 35 R 193800 Brammongram Government Primary School No relocation 4 15 L School 193900 hazi irfan ullah panja gana jame mosque Mosque No Relocation 195100 goala bazar dutto gram jame mosque Mosque Relocation 17.6 L 195200 Kalasara Datagram Jame Mosque Mosque No Relocation 12 L 197000 Elaspur Jame Moszid Mosque No Relocation 2 9 R 197100 Lal koilash Government Praimary school School No Relocation 4 10 R 197700 Jannatul Ferdus Jame Musjid Mosque Relocation 16 44 L 198700 tazpur bazar juma mosque Mosque Relocation 15.5 L

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199300 Tazpur madrasha Madrasha Relocation 4 9 L 199300 Taramiah samsunahar jame moszid Mosque Relocation 1 L 200000 Silmanpur. Govt primary school School No Relocation 5 10 R 200500 Khashi kapan jame moszid Mosque Relocation 11 L 200700 Khashi Kapan Baytul Aman jame Mosque Mosque No Relocation 10 22 L

Chainage Name of the CPRs Type of Structure will Distance to end Distance to end Location as R/L No Road CPRs be relocated road of boundary road of Main side (Going at & KMZ Structure wall by Structure Bhabon Dhaka-Sylhet) 50/100m Meter by Meter up down 202600 Chokatallh Bazar Jame Mosjid Mosque Relocation 5 R 203100 Baytulnur Jama Mosque Mosque Relocation 1 R 203100 Dayamir Abdus Subhan Govment Primary School Relocation 10 28 R School 206000 Nijkurua Kuruabazar Baitun Najat Jame Mosque Relocation 18 20 R Mosjid 206900 Ahamad Nagar Wazid Govermant Primary School Relocation 18 20 R School 207900 Nilima Islam Gono Pathagar Pathagar Relocation 1 R 207900 Joybunesa Grils High School School No Relocation 10 15 R

Chainage Name of the CPRs Type of Structure will Distance to end Distance to end Location as R/L No Road CPRs be relocated road of boundary road of Main side (Going at & KMZ Structure wall by Structure Bhabon Dhaka-Sylhet) 50/100m Meter by Meter up down 213000 Bahapur Zame Mosque Mosque Relocation

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