52042-001: Central Asia Regional Economic Cooperation Corridors

Environmental Impact Assessment

July 2019

AZE: Central Asia Regional Economic Cooperation Corridors 2, 3, and 5 (Obigarm–Nurobod) Road Project

Volume 2 (Draft) – Annexes (Part 2)

Prepared by the Ministry of Transport for the Asian Development Bank.

This environmental impact assessment 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.

Ministry of Transport of the Republic of Tajikistan

OBIGARM – NUROBOD ROAD PROJECT (ROGUN BYPASS)

TRAFFIC NOISE ASSESSMENT REPORT

Version 3.0

July 2019

Kocks Consult GmbH Stegemannstrasse Koblenz, Germany

Obigarm – Nurobod Road Project (Rogun Bypass)

Traffic Noise Assessment

Table of Contents

1. Introduction 1 2. Purpose 1 3. Project Description 1 4. Fundamentals of Traffic Noise 3 5. Traffic Noise Criteria 5 6. Receptor Selection 5 7. Noise Baseline 5 8. Road Traffic Noise Calculation and Prediction Model 6 8.1 Road Traffic Data 7 8.2 Vehicle Speed 8 8.3 Road Surface 8 8.4 Road Alignments and Terrain Elevation 8 8.5 Limitation 9 9. Results and Conclusion of Traffic Noise Predictions 9

Tables

Table 1 Cross Section Elements for the Project Road 1 Table 2 Change in Decibel Level and Perceived Changes in Loudness 5 Table 3 Noise Level Guidelines 5 Table 4 Ambient Noise Monitoring Locations and Levels 6 Table 5 Traffic Forecasts in AADT 7 Table 6 Traffic Data 2018 7 Table 7 Traffic Data 2025 7 Table 8 Traffic Data 2033 8 Table 9 Vehicle speed 8 Table 10 Noise emission correction values for different road surface types 8 Table 11 Results of Noise Modelling 10

Figures

Figure 1 Typical Road Cross-Section 2 Figure 2 Project Location Map 2 Figure 3 Decibel levels of Common Noise Sources 4 Figure 4 Methodology Adopted for Traffic Noise Prediction 7

Appendicies

Appendix 1 Glossary 12

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Traffic Noise Assessment

1. Introduction

This noise impact assessment was prepared for the construction of the Obigarm – Nurobod road section, so-called Rogun Bypass, which will branch from the M-41 at Obigarm and connects to the A-372 at Nurobod. The noise study will be part of the overall impact assessment process and supplements the IEE (Initial Environmental Examination).

Some of the most pervasive sources of noise in the environment come from transportation systems. Traffic noise is a dominant noise source in urban and rural environments accounting for about 80 % of total noise pollution.

Traffic noise has a variety of adverse impacts on human health. Community noise, including traffic noise, is already recognised as a serious public health problem by the World Health Organization, WHO.

An increase in traffic volumes, vehicle speeds, or the amount of heavy trucks will increase traffic noise levels. Therefore, an assessment has been undertaken to determine future traffic noise levels at sensitive receptors located adjacent to the project roads.

2. Purpose

The purpose of the project noise assessment was to assess potential changes in noise levels due to the Project and to determine if the Project meets relevant noise regulations. The approach for the Project noise assessment was to: ▪ determine the relevant assessment criteria for road traffic noise along project road corridor ▪ predict road traffic noise levels for the Year 2018, 2025 and 2033 at existing noise sensitive receptor locations in the study area ▪ identify the need to provide noise attenuation strategies for existing noise sensitive receptor locations within the study area as part of the project ▪ recommend practical noise attenuation strategies (if required).

3. Project Description

The Obigarm–Nurobod road section is located on the CAREC corridors 2, 3, and 5 will be inundated once the HPP reservoir has filled to operating levels. The realignment of this road section through the river valley is not part of the Rogun HPP project, but a bypass road must be completed and opened to traffic by latest November 2023, the date by which the rising water in the hydropower project reservoir will have inundated several critical sections of the existing M41 highway. No other part of Tajikistan’s national highway network can provide for this traffic, and the only alternative route would represent a deviation of about 500 kilometer.

The proposed project will restore and improve connectivity between Dushanbe, the northeast region of Tajikistan and the Kyrgyz Republic via the M41 highway. The new bypass pass through mountainous terrain will be implemented as 2-lane, one carriageway road with asphalt pavement. The length of the Rogun Bypass is approximately 76 km. Implementation of the Rogun Bypass will comprise the construction of 3 tunnels and 13 major bridges with a total length of 1,057 m.

The cross-section elements are shown in Table 1 below.

Table 1 Cross Section Elements for the Project Road Traffic lane width: 3.50 m Carriageway width: 7.00 m

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Traffic Noise Assessment

Paved shoulder width 0.50 m Unpaved shoulder width 2.00 m Total road width 12.00 m

Figure 1 Typical Road Cross-Section

In settled areas an additional parking lane of 3.50 m width and sidewals of 2.00 m width at both sides will be added.

The below map provides an overview of the Project location.

Figure 2 Project Location Map

For the design of the road the project was divided into 7 design road sections • Design Section 1, Javoni – Kandak, incl. Kandak Tunnel), km 0 – km 12.9 • Design Section 2, Gazakiyon – Sebnok (Lugur) incl.Karagach Tunnel, km 12.9 – km 22.9 • Design Section 3, Hakimi – Siyohgulak incl. Tagikamar Tunnel, km 22.9 - 33.1 • Design Section 4, Mujiharf – Alikhoja, km 33.1 – km 42.5 • Design Section 5, Alikhoja - Tutkhor, km 42.5 – km 52.4 - 2 - Obigarm – Nurobod Road Project (Rogun Bypass)

Traffic Noise Assessment

• Design Section 6, Tutkhor - Kabudiyon, km 52.4 – km 67.7 • Design Section 7, Kabudiyon - Khumdon, km 67.7 – km 75.9 which are combined into three civil work contract packages: ➢ Package 1 (ADB financed) runs from km 0 to km 30.217 (start of Tunnel 3 Portal) ➢ Package 2 (EBRD financed) runs from Km 30.217 to km 75.600 (Nurobod Intersection with A372), with the exception of Package 3 chainagaes ➢ Package 3 (AIIB financed) - Long Bridge runs from Km 72.900 - Km 74.303 (includes some short length of approach roads).

4. Fundamentals of Traffic Noise

Traffic noise is usually a composite of noises from engine exhaust and tire-road surface interaction. Noise is defined as sound that is loud, unpleasant, unexpected, or undesired. Noise levels near roads depend mainly on following main variables: 1. Traffic volume 2. Traffic speed 3. Amount of heavy trucks (as a percent of total trucks) 4. Distance from the roadway 5. Intervening topography

Generally, traffic noise increases with higher traffic volumes (more vehicles means more noise), higher speeds (faster vehicles makes more noise, and more heavy trucks (trucks makes more noise than passenger vehicles).

Sound is the sensation produced in the ear as a result of fluctuations in air pressure, superimposed on the steady atmospheric pressure. The ear responds to these much smaller fluctuations with great sensitivity.

The magnitude of noise is usually described by a ratio of its sound pressure to a reference sound pressure, which is usually twenty micro-Pascals (20 µPa). Since the range of sound pressure ratios varies greatly over many orders of magnitude, a base-10 logarithmic scale is used to express sound levels in dimensionless units of decibels (dB). The commonly accepted limits of detectable human hearing sound magnitudes is between the threshold of hearing at 0 decibels and the threshold of pain at 140 decibels.

Sound frequencies are represented in units of Hertz (Hz), which correspond to the number of vibrations per second of a given tone. A cumulative ‘sound level’ is equivalent to ten times the base-10 logarithm of the ratio of the sum of the sound pressures of all frequencies to the reference sound pressure. To simplify the mathematical process of determining sound levels, sound frequencies are grouped into ranges, or ‘bands.’ Sound levels are then calculated by adding the cumulative sound pressure levels within each band, which are typically defined as one ‘octave’ or ‘1/3 octave’ of the sound frequency spectrum.

The commonly accepted limitation of human hearing to detect sound frequencies is between 20 Hz and 20,000 Hz, and human hearing is most sensitive to the frequencies between 1,000 Hz – 6,000 Hz. Although people are generally not as sensitive to lower-frequency sounds as they are to higher frequencies, most people lose the ability to hear high frequency sounds as they age. To accommodate varying receptor sensitivities, frequency sound levels are commonly adjusted, or ‘filtered’, before being logarithmically added and reported as a single ‘sound level’ magnitude of that filtering scale. The ‘A-weighted’ decibel filtering scale applies numerical adjustments to sound frequencies to emphasize the frequencies at which human hearing is sensitive, and to minimize the frequencies to which human hearing is not as sensitive. When people make judgments of the relative loudness or annoyance of a sound, their judgments correlate well with the A-scale sound levels of those sounds. An A-weighted sound level is described as LA dB.

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Figure 3 below describes typical A-weighted noise levels for various noise sources and shows levels of noise associated with common activities.

Figure 3 Decibel levels of Common Noise Sources Source: A Guide to Noise Control in Minnesota

Decibel Addition

Because decibels are logarithmic units, sound pressure levels cannot be added arithmetically. Under the decibel scale, a doubling of sound energy corresponds to a 3-dB increase. In other words, when two identical sources are each producing sound of the same loudness, the resulting sound level at a given distance would be 3 dB higher than one source under the same conditions.

Human Response to Changes in Noise Levels

Doubling sound energy results in a 3-dB increase in sound. However, given a sound level change measured with precise instrumentation, the subjective human perception of a doubling of loudness will usually be different then what is measured.

Under controlled conditions in an acoustical laboratory, the trained, healthy human ear is able to discern 1-dB changes in sound levels. In typical noisy environments, changes in noise of 1 to 2 dB are generally not perceptible. However, it is widely accepted that people are able to begin to detect sound level increases of 3 dB in typical noisy environments. Further, a 5-dB increase is generally perceived as a distinctly noticeable increase, and a 10-dB increase is generally perceived as a doubling of loudness. Therefore, a doubling of sound energy (e.g., doubling the volume of road traffic) that would result in a 3-dB increase in sound would generally be perceived as barely detectable.

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Table 2 Change in Decibel Level and Perceived Changes in Loudness Change in dB(A) Perceived Changes in Loudness ± 1 dB(A) Not Noticeable ± 3 dB(A) Threshold of Perception ± 5 dB(A) Noticeable Change ± 10dB(A) Twice (Half) as Loud ± 20 dB(A) Four Time (One Fourth) as Loud Source: A Guide to Noise Control in Minnesota

5. Traffic Noise Criteria

The guideline of the International Finance Corporation (IFC) is used for assessing the impacts of noise. This guideline provides criteria and guidance for noise control from a development beyond the property boundaries. The guidance provided relates more to the control of operational noise impacts and is not well suited for the assessment of temporary construction noise effects.

The criteria specifies that noise levels measured at noise receptors must not be 3 dB(A) greater than the background noise levels or exceed 55 dB(A) during the day or 45 dB(A) during the night in residential areas and 70 dB(A) in commercial areas.

Table 3 Noise Level Guidelines One Hour LAeq (dbA) Receptor Day time Night time 07:00 – 22:00 22:00 – 07:00 Residential; institutional; 55 45 educational Industrial; commercial 70 70 Note: For acceptable indoor noise levels for residential, institutional, and educational settings refer to WHO, 1999 Source: IFC, EHS Guidelines, Noise Management

6. Receptor Selection

Receptor locations are selected to reflect changes in traffic noise levels as a result of changes in traffic volumes, speed, composition (trucks and cars), and road alignment (horizontal and vertical). Selected receptors present a typical receptor category in the study area and the noise assessment of these receptors is assignable to adjacent buildings and areas with similar conditions.

The receptors in the study area were identified through interpretation of aerial photography (Google earth) and topographical survey data. Each receptor has been assigned a unique identifier for modelling and reporting purposes.

Since no data of receptors in the project area were provided, only receptors measured during the topographical survey were considered. All receptors are assumed to be one story residential buildings.

7. Noise Baseline

The existing Obigarm – Nurobod road will be inundated when the reservoir of the Rogun HPP will be filled to operating levels. Therefore the Rogun Bypass will be construction mainly on a complete new alignment, but make use of existing garvel/earth roads, in particular in settled areas.

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To determine actual noise levels on the alignment, physical monitoring of the ambient noise has been conducted at seven locations. The locations and results of the ambient noise monitoring are shown in Table 4 below.

Table 4 Ambient Noise Monitoring Locations and Levels Tajik standard Daily Average (dB(A)) Ambient Noise No. Location Latitude Longitude 07:00- 23:00- Min. Max. 23:00 07:00 dB(A) dB(A) 1 Jamoat Obigarm, Gurun 38°45'12.55" 69°42'8.25" 55 45 30.8 44.4 village, School #6 2 Jamoat Sicharog, Lugur 38°47'42.32" 69°45'3.43" 55 45 35.8 45.3 village 3 Jamoat Hakimi, village 38°50'35.77" 69°48'50.03" 55 45 37.9 44.9 Sadokat, 4 Jamoat Mujiharf, village 38°51'59.41" 69°52'44.51" 55 45 42.0 47.5 Mujiharf, 5 Jamoat Komsomolabad, 38°52'45.72" 69°57'45.82" 55 45 45.4 53.5 village Tutkhor, 6 Jamoat Safedchashma (Samsolik), village 38°52'38.97" 69°57'40.89" 55 45 32.2 44.4 Safedchashma, 7 Urban village Darband, 38°54'38.73" 70° 7'15.63" 55 45 31.3 60.0 eastern outskirts, km 152

Noise level calculation for the predicted traffic volumes of year 2018 were compared with the results of the noise monitoring results and will serve as baseline. The calculated predicted day and night time noise levels for the year 2018 are shown in Table 11, Results of Noise Modelling.

8. Road Traffic Noise Calculation and Prediction Model

The noise modelling and planning software SoundPLAN essential, Version 4.0, was used for the development of predictive noise models for the project. SoundPLAN is a widely-used environmental noise modelling and prediction software developed by SoundPLAN GmbH, Germany. The road noise sources and sound propagation model included in the analysis follow German guideline RLS-90 for road traffic noise predictions.

RLS-90 is an effective calculation model, able to determine the noise rating level of road traffic. The RLS-90 model shows a good correlation between the measured and projected noise levels proving to be an adequate tool for road traffic noise prediction. The model requires an input of data regarding the average hourly traffic flow, separated into heavy and light vehicles, the average speed for each group, the dimension, geometry and type of the road and of any natural and artificial obstacles. This model also takes into account the main features which influence the propagation of noise, such as obstacles, vegetation, air absorption, reflections and diffraction. In particular it makes possible to verify the noise reduction produced by barriers and takes into account also the reflections produced by the opposite screens.

Terrain points from the design drawings are imported into SoundPLAN to create a Digital Terrain Model (DTM). The DGM is a digital representation of the ground surface and used in the calculation of the noise level at any receiver point.

The methodology adopted for the noise noise prediction is shown briefly summaried in the following Figure 4.

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Traffic Noise Assessment

Figure 4 Methodology Adopted for Traffic Noise Prediction

8.1 Road Traffic Data

Traffic noise increases with traffic volume and the proportion of heavy vehicles. Traffic forecasts for the base year 2018, and future year 2025 and year 2033 were provided for the project road by the Traffic Engineer. The provided traffic data for the project road are shown in Table 5 below.

Table 5 Traffic Forecasts in AADT AADT Year Small pax LMGVs HGVs TTs Sum 2018 1,695 79 139 12 1,924 2025 2,453 155 224 39 2,871 2033 3,373 263 336 80 4,052

Since the noise impacts are calculated during the one-hour period where the worst-case noise levels occur, the peak hour traffic volumes for day and night time have been devirated from the forecasted traffic volumes based on the hourly distribution of the traffic establishd during the traffic counts.

According to the IFC Guidelines daytime is defined between 07:00 and 22:00 and nighttime between 22:00 and 07:00. Existing traffic count data from nanual classified traffic counts carried out in 2018 have been analised to identify the peak hour proportion of the AADT for daytime and nighttime traffic. The same proportion ratio has been used to determine the forecated peak hour traffic in 2022 and 2033 based on the predicted AADT. The hourly traffic data used for the noice modelling are shown in Tables 6 to 8.

It should be noted that the percentage of heavier trucks is at night time higher than in day time. Considering that the worst hourly noise impact typically occurs when heavy truck volumes are the greatest, the loudness of traffic noise is higher at night time than at day time.

Table 6 Traffic Data 2018 Year: 2018 Day time Night time Light vehicles per hour 85 52 Trucks per hour 3 12 Total per hour 88 64

Table 7 Traffic Data 2025 Year: 2025 Day time Night time Light vehicles per hour 123 79

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Trucks per hour 6 20 Total per hour 129 99

Table 8 Traffic Data 2033 Year: 2033 Day time Night time Light vehicles per hour 170 114 Trucks per hour 10 33 Total per hour 180 149

8.2 Vehicle Speed

The lowest traffic noise for a typical traffic mix occurs at about 30 km/h. Increasing average vehicle speed above this increases traffic noise. Estimated operating speeds are used to predict road traffic noise levels and based on the road characteristic of the designed road. The vehicle speeds used in the noise modelling are shown in Table 9.

Table 9 Vehicle speed Vehicle speed (km/h) Remarks Cars Trucks 50 50 Outside settled areas due to mountainous terrain 40 40 Inside of settled areas and passage through build-up areas

8.3 Road Surface

Different road surfaces generate different noise levels from tyres. The difference in noise emission (correction) between road surface types in accordance to RLS-90 is shown in the Table below.

Table 10 Noise emission correction values for different road surface types Road Surface Surface Correction dB(A) for Permitted Speeds 30 km/h 40 km/h > 50 km/h > 60 km/h* Non-grooved mastic asphalt, asphalt concrete, 0 0 0 0 or stone mastic asphalt Concrete or grooved mastic asphalt 1.0 1.5 2.0 2.0 Block pavement with smooth surface 2.0 2.5 3.0 3.0 Other block pavements 3.0 4.5 6.0 6.0 Concrete with metal broom treatment n/a n/a n/a 1.0 Concrete with smooth texture (burlap cloth) n/a n/a n/a -2.0 Asphalt concrete < 0/11 and stone mastic asphalt 0/8 & 0/11 aggregate size without n/a n/a n/a -2.0 chipping Porous asphalt with more than 15% voids and n/a n/a n/a -4.0 0/11 aggregate size Porous asphalt with more than 15% voids and n/a n/a n/a -5.0 0/8 aggregate size Note: * Outside settled areas Low noise road surfaces should have a referred noise reduction of at least 2 db(A)

For the noise modelling of the project roads an asphalt concrete surface is anticipated as stated in the design documents and no correction factor has been used in the road noise calculation.

8.4 Road Alignments and Terrain Elevation

The road alignment and terrain elevation are imported in SoundPLAN from the topographical survey and road design. Based on the imported terrain and design data a Digital Terrain Model (DTM) were created, which is a representation the topographical reality. Roads are considered as line elements. For the noise calculation, the place of emission is in the middle of the outer

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Traffic Noise Assessment lanes in accordance with RLS-90. The gradient of the project road (rate of climb/decent) is evaluated by SoundPLAN based on the set of coordinates from the road design. The slope of the road influences vehicle noise. As slope increases, engine noise increases because engines need to work harder.

8.5 Limitation

Traffic noise modelling procedures are not applicable in situations where the existing acoustical environment is not dominated by an existing road traffic noise source. Road traffic noise models are not capable of accurately determining existing noise levels where road traffic noise is not the dominant contributing acoustical characteristic. Generally, the procedures are intended for sites that are currently influenced by road traffic noise and will be similarly affected by the proposed road improvement project. In areas dominated by background (non-road) noise sources such as jet, monitored (rather than modelled) noise levels should be used to determine existing worst noise hour levels, thereby accurately representing the existing noise environment.

9. Results and Conclusion of Traffic Noise Predictions

The road noise prediction consists of the project road alignment and forecasted further traffic data. Noise levels for the base year 2018 and future years 2025 (after 7 years from the base year) and 2033 (after 15 years from the base line) were calculated and compared to the relevant criteria. The results of the noise prediction at the selected receptors are presented in Table 11 below.

It should be noted that due to the high truck traffic at night, the noise impacts at night are higher than in day time.

Altough the traffic noise levels at some receptors exceed the desirable level of 55 dB(A) in daytime and 45 dB(A) in nighttime in accordance to IFC standard, it should be noted that the increase of the noise levels between the baseyear 2018 and the reference year 2025 will be less than 3 dB(A) and therefore no additional noise abatement measures are required.

However, prediction of future traffic on a new road is highly uncertain. Therefore it is recommended to monitor noise levels in annual intervals and, depending on the measured noise levels, implement noise abatement measures when the noise level excced the acceptable limits.

Potential noise abatement measures, in case of future exceedance of the noise criteria, could be: • Further reduction of vehicle speeds to 30 km/h • Reduction of truck driving at night time, will reduce the noise level at night

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Table 11 Results of Noise Modelling

Point Location Receptors Permissible Noise Measured Daily Predicted Noise Predicted Noise Predicted Noise Difference Noise Requirement of No. Level IFC Ambient Noise Level in Level 2018 in Level 2025 in Level 2033 in Level 2018-2025 additional noise Guidelines dB(A) 2018 dB(A) dB(A) dB(A) protection measures based on the 3 dB(A) Rule between Base Year and Reference Year 2025 Jamoat Mahalla Structure Usage Owner LAeq LAeq Minimum Maximum LAeq LAeq LAeq LAeq LAeq LAeq in dB(A) day night dB(A) dB(A) day day day night day night time time time time time time time time day night CIVIL WORKS CONTRACT PACKAGE 1 Design Section 1 1 Obigarm Bozorak Building Dwelling Kurbonov Davlatsho 55 45 44.8 48.1 47.1 50.3 49.0 52.3 2.3 2.2 no 2 Building Dwelling Kholov Ihlosidin 55 45 37.6 40.8 39.8 43.0 41.7 45.1 2.2 2.2 no 3 Building Dwelling Rabiev Rustam 55 45 38.2 41.5 40.5 43.7 42.4 45.8 2.3 2.2 no 5 Building Dwelling Faizuloev Fathulo 55 45 42.9 46.2 45.2 48.4 47.1 50.5 2.3 2.2 no 8 Kandak Building Dwelling Jalilov Murtazo 55 45 45.0 48.3 47.3 50.4 49.2 52.5 2.3 2.1 no 12 Building Dwelling Gulov Ayub 55 45 46.3 49.6 48.6 51.7 50.4 53.8 2.3 2.1 no 14 Building Dwelling Saidov Hakim 55 45 33.5 36.8 35.8 38.9 37.7 41.0 2.3 2.1 no 15 Building Dwelling Haydarov Saimidin 55 45 37.7 40.9 39.9 43.1 41.8 45.2 2.2 2.2 no 17 Building Dwelling Yorov Vatansho 55 45 42.6 45.9 44.9 48.1 46.8 50.2 2.3 2.2 no 19 Building Dwelling Salimov Amridin 55 45 44.0 47.3 46.3 49.5 48.2 51.6 2.3 2.2 no 21 Building Dwelling Abduloev Haydar 55 45 52.7 55.9 55.0 58.1 56.8 60.2 2.3 2.2 no 22 Gurun Building School No. 6 n/a 55 n/a 30.8 44.4 40.1 43.4 42.4 45.6 44.1 47.5 2.3 2.2 no Design Section 2 1 Sicharog Shohiaslon Building Dwelling Dustov Mustafo 55 45 44.9 48.2 47.2 50.4 49.1 52.2 2.3 2.2 no 3 Building Dwelling Yokubov Manzardin 55 45 46.1 49.4 48.4 51.6 50.3 53.7 2.3 2.2 no 4 Building Dwelling Kasirov Begmahmad 55 45 33.5 36.7 35.7 38.9 37.6 41.0 2.2 2.2 no Design Section 3 1 Hakimi Javchi Building Dwelling Safarov Davlatbek 55 45 52.1 55.4 54.4 57.5 56.2 59.6 2.3 2.1 no Poyon 2 Siyohgulak Building Dwelling Saidov Hamid 55 45 54.1 57.4 56.4 59.6 58.3 61.7 2.3 2.2 no 3 Sadokat Buidking TBD TBD 55 45 37.9 44.9 44.4 47.7 46.7 49.9 48.6 52.0 2.3 2.2 no CIVIL WORKS CONTRACT PACKAGE 2 Design Section 4 1 Mujiharf Chepak Building Dwelling Sharipov 55 45 50.0 53.3 52.3 55.5 54.2 57.6 2.3 2.2 no Mahmadsho 3 Mujiharfi Building Dwelling Abdulkhaev Izomidin 55 45 44.7 47.9 46.9 50.1 48.8 52.2 2.2 2.2 no 4 Kalon Building Dwelling Rahimov 55 45 48.4 51.6 50.6 53.8 52.5 55.9 2.2 2.2 no Abdurahmon 5 Building Dwelling Zuhurov Muhtoj 55 45 36.4 39.7 38.7 41.9 40.6 44.0 2.3 2.2 no 6 Mujiharf Building TBD TBD 55 45 42.0 47.5 39.9 42.5 42.2 44.7 44.1 46.8 2.3 2.2 no Design Section 5 4 Komsomolob Tutkhor Building Dwelling Jonmahmadov 55 45 37.5 40.8 39.8 43.0 41.7 45.1 2.3 2.2 no o Gulbakhor

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Notes: - Civil Works Package 3 consits only of construction of the long bridge with approach roads from km 72+900 - km 74+303 - Vehcle speed: 40 km/h - In villages the new road will be located mainly in the ROW of the existing gravel/earth road - TBD = To be Determined

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Appendix 1 Glossary

Ambient Noise: All-encompassing noise at a given place and time. This is usually a composite of sounds from all sources near and far, including any specific sources of interest.

Amplitude: The strength or magnitude of the pressure of a sound wave.

A-Weighted Sound Level: Expressed in dB(A). Frequency- weighted sound pressure level approximating the frequency response of the human ear. It is defined as the sound level in decibels measured with a sound level meter having the metering characteristics and a frequency weighting specified in the American National Standards Institute Specification for Sound Level Meters, ANSI S 1.4–1983. The A- weighting de-emphasizes lower frequency sound sounds below 1,000 Hz (1 kHz) and higher frequency sounds above 4 kHz. It emphasizes sounds between 1 and 4 kHz. A-weighting is the most commonly used measure for traffic and environmental noise throughout the world.

Best practice environmental management: The management of the activity to achieve a minimization of the activity's environmental harm through cost-effective measures assessed against the current international and national standards applicable to the activity. dB Decibel, which is 10 times the logarithm (base 10) of the ratio of a given sound pressure to a reference pressure; used as a unit of sound. dB(A) Unit used to measure ‘A– weighted’ sound pressure levels.

Emission Level: A measure of the noise output of a single vehicle. It is the maximum noise level, in dB(A), observed during a pass by of the vehicle at 25 m.

Heavy vehicle: A truck, transport or other vehicle with a gross vehicle weight above 2.8 tonnes in accordance to RLS-90

LAeq,T: Exposure to noise for the duration of a given time interval T (a 24-hour period, a night, a day, an evening) is expressed as an equivalent sound pressure level (measured in dB(A)) over the interval in question

Loudness: The judgment of intensity of a sound in terms of which sounds may be ranked on a scale from soft to loud. On this scale, a doubling of a reference sound energy is barely perceptible to the human ear, a tripling of the sound energy is readily perceptible, and 10 times the sound energy is about twice as loud. Decreasing the sound by the same factors has a reciprocal effect— reducing the reference sound energy to one-tenth of the original energy the sound is perceived as half as loud. Although loudness depends primarily on the intensity of the sound, it also depends on the sound’s frequency and wave form.

Mitigation: Reduction in severity.

Noise: Sound that is loud, unpleasant, unexpected, or otherwise undesirable.

Noise Barrier: A physical obstruction that is constructed between the highway noise source and the noise sensitive receptor(s) for the purpose of lowering the noise level, including stand-alone barrier structures, berms (earth or other materials), and combination berm/barrier structure systems

Noise Contour: An imaginary line shown on a plan along which all sound levels are equal.

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Predicted Existing Traffic Noise Level: The traffic noise level that is determined through the use of the Traffic Noise Model for existing roadway conditions.

Predicted Future Traffic Noise Level: The traffic noise level that is determined through the use of the Traffic Noise Model for the future design year traffic and roadway geometry, including build and no-build alternatives.

Receptor: Most basically defined as any natural or artificial sensor that can perceive, register, or be affected by sound (e.g., human ear, microphone). In the context of a noise analysis a receptor is a single specific dwelling unit or the equivalent of a single dwelling unit.

RLS-90: Guidelines for Noise Protection on Roads (Richtlinien für den Lärmschutz an Straßen), 1990, German Calculation method for Noise Prediction

Sound: A vibratory disturbance created by a moving or vibrating source in the pressure and density of a gaseous, liquid medium or in the elastic strain of a solid that is capable of being detected by hearing organs. Sound may be thought of as mechanical energy of a vibrating object transmitted by pressure waves through a medium to the ears. The medium of main concern is air.

Traffic noise: The total noise resulting from road traffic, including both light and heavy vehicles, steady and intermittent traffic flow and specific events such as the use of engine brakes.

WHO: World Health Organisation

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