This document shows you review and analysis of different EIA report of padma multipurpose bridge project in bangladesh.

1. Course code: URP 4210
Course title: Environmental Lab
A Report on
Analysis and Review of EIA of Padma Multipurpose Bridge
Project in Bangladesh
Submission Date: 07 January, 2020
Submitted to
Md. Kamrul Hasan
Lecturer,
Department of Urban & Regional Planning
Pabna University of Science & Technology
Submitted by
Nowshin Rahman (151706)
KH. Zubiada Gulshan (151707)
Farhana Tanvin (151723)
Ritu Saha (151730)
Suraiya Sultana (141734)
4th
year 2nd
semester
Session: 2014-2015
Department of Urban & Regional Planning
PABNA UNIVERSITY OF SCIENCE & TECHNOLOGY

2. 1. Environmental Impact Assessment (EIA)
1.1 Introduction
The pollution in air, water and land has led to ecological imbalance and potential health
hazards. As a result, regulations in the form of laws and policies on environmental
protection were introduced. The Environmental Impact Assessment (EIA) is one such
effort. Environmental Impact Assessment (EIA) is the official appraisal process to identify,
predict, evaluate and justify the ecological, social, and related biophysical effects of a
proposed policy, program or project on the environment. It provides insight on alternatives
and measures to be adopted before any commitment, thus helps in important decision-
making. (Ramchandani, 2010). Environmental Impact Assessment is defined as an activity
designed to identify the impact on the bio-geophysical environment, on man and well-being
of legislative proposals, projects, policies and operational procedures and to interpret and
communicate information (Shah R., n.d.).
Environmental Impact Assessment (EIA) is a critical examination of the effects of a project
on the environment. An EIA identifies both negative and positive impacts of any
development activity or project, how it affects people, their property and the environment.
EIA also identifies measures to mitigate the negative impacts, while maximizing on the
positive ones. EIA also identifies measures to mitigate the negative impacts, while
maximizing on the positive ones. EIA is basically a preventive process. It seeks to minimize
adverse impacts on the environment and reduces risks. If a proper EIA is carried out, then
the safety of the environment can be properly managed at all stages of a project-planning,
design, construction, operation, monitoring and evaluation as well as decommissioning
(Anoynmous, n.d.).
1.2 EIA Goals and Objectives
EIA particularly aims to optimize a trade-off between developmental activities and socio-
ecological losses. It is a management tool linked closely to the project providing
appropriate environmental information within the stipulated time (Ramchandani, 2010).
Objective of EIA:
The objectives of EIA are-
(i) To identify, predict and evaluate the economic, environmental and social impact
of development activities
(ii) To provide information on the environmental consequences for decision
making and
(iii) To promote environmentally sound and sustainable development through the
identification of appropriate alternatives and mitigation measures.

3. 1.3 Advantages of EIA:
EIA is potentially a useful component of good environmental management. It is the
Government policy that any industrial project has to obtain EIA clearance from the Ministry
of Environment before approval by the planning commission. The EIA provides the
following benefits:
 An opportunity for public participation,
 Increased protection of human health,
 Sustainable use of natural resources,
 Reduced project costs and delays,
 Minimized risks of environmental disasters,
 Increased government responsibility.
2. Project Two: The Padma Multipurpose Bridge Project
2.1 Introduction
2.1.1 Project Background
The Padma and Ganges rivers divide the Southwest area of the People’s Republic of
Bangladesh from the rest of the country. Except for the Padma River, the road network
provides good country-wide links, including major bridge crossings over the Jamuna,
Brahmaputra and Meghna rivers. Although the road network of the Southwest area has
been improved, links across the Padma River still rely on ferries.
The transport capacity of the ferry services is very limited and the waiting time at ferry
Ghats is about one hour for buses or light vehicles and two hours for trucks. The banks of
the Padma River are very unstable and the river width changes frequently depending on the
season. Moreover, there is an urgent need to replace existing dangerous ferry or launch
operations between Dhaka and the Southwest region with a safer and more reliable surface
transport system. Overloaded vessels frequently sink in this waterway route passing near
the zone with a high turbulent risk, where the Padma and Meghna rivers meet. The route
from the southwest of Dhaka to Kolkata in India is expected to form part of the Asian
Highway Route No. A-1, intended to connect Asia (Tokyo, Japan) to Europe (Istanbul,
Turkey) via Pusan (Korea), Beijing (China) and Delhi (India) under the United Nations
Economic and Social Commission for Asia and the Pacific (UN ESCAP). That’s why
Bangladesh Government took decision for the construction of bridge on the Padma River.
The Padma Bridge is a multipurpose road-rail bridge across the Padma River to be
constructed in Bangladesh. When completed it will be the largest bridge in Bangladesh and
the first fixed river crossing for road traffic. It will connect Munshiganj to Shariatpur and
Madaripur, linking the south-west of the country, to northern and eastern regions. Padma
Bridge is the most challenging construction project in the history of Bangladesh. The two-
level steel truss bridge will carry a four-lane highway on the upper level and a single track
railway on a lower level (Munima, 2014). With 150 m span, 6150 m total length and 18.10
m width it is going to be the largest bridge in the Padma-Brahmaputra-Meghna river basins

4. of country in terms of both span and the total length (The Daily STAR, 2016). Padma
Bridge, when commissioned, is expected to boost the GDP of Bangladesh by as much as
1.2 percent.
2.1.2 Aim and Objectives of the Project
The Padma Multipurpose Bridge Project (PMBP) aims to remove the last major
physical barrier in the road connection between Dhaka and the Southwest and South Central
regions of Bangladesh, home to about one quarter of the Bangladesh population. The
distance from Dhaka to nearly all major destinations in the southwest region will be reduced
by 100 kilometers or more, that will bring considerable savings in passenger and
commodity movement time and costs, as well as vehicle operation and maintenance costs,
while lengthening the useful life of vehicles, savings in fuel consumption, and reducing the
air emission.
Development Objectives of the Project
The objectives of the project are:
 The construction of the Padma Bridge will replace the unreliable and unsafe ferry
connection with a reliable and safe fixed river crossing.
 This would remove an important obstacle in the development of National Highway 8
(Asian Highway no 1) that will connect Dhaka with the Southwest and South Central
regions of Bangladesh.
 The provisions for a railway line on the Padma Bridge will make it possible to construct
a new railway connection between Dhaka and the Southwest within the framework of
the Trans Asian Railway network.
 Padma Bridge will also include options for major utility connections to the Southwest
including gas, power transmission, and communication lines.
 By constructing the bridge, economic development of the southwest will promote
industrial and commercial activity and improve economic and employment
opportunities for local people.
2.1.3 Project Design Details
The project has a number of major components under which there are several sub-
components listed below:
 Main Bridge
 Transition structures (Road and Railway viaducts)
 River Training Works
 Approach Roads
 Approach roads on both sides
 Approach road viaducts on both sides
 Small bridges on approach road at Janjira side

5.  Culverts on approach road at Janjira side
 Road junctions and underpasses on approach road at Janjira side
 Bridge-end Facilities
 Toll plaza on both sides and spare toll plaza at Janjira side
 Service area on both sides
 Railway
 Provision of railway on the lower deck of the bridge, with railway via duct, and
future station and docking facilities
 Utility Crossings
 Provision of high Pressure Gas main on the bridge
 High Voltage Transmission Line either on the bridge or running parallel or away
from the bridge
 Provision of optical Fiber Telecommunication Cable
 Resettlement Sites
 Two resettlement sites at the Mawa side and Janjira side.
2.1.4 History of the project
 The Bangladesh Bridge Authority (BBA) invited the pre-qualification tender for the
project in April 2010. Construction of the bridge was expected to commence by early
2011 and be ready for major completion in 2013 (Road Traffic Technology, 2010).
 After allegation of corruption by some people associated with project preparation the
World Bank withdrew its commitment and other donors followed. The Government of
Bangladesh then decided to fund the project from its own fund (The Daily STAR,
2016).
 China proposed building the bridge on the build-own-transfer (BOT) basis by investing
$2 billion or 70 percent of the project cost. Four companies i.e. China Major Bridge
Engineering Company, Daelim-L&T JV and Samsung C&T Corporation—purchased
the tender papers. But only the Chinese company submitted their financial proposal on
24 April 2014.
 On 17 June 2014, an important progress has been made in construction of Padma
Bridge. A construction firm, China Major Bridge Engineering Company Ltd, has been
selected to construct the long aspired bridge on the river Padma. The 6.15 km bridge,
costing an estimated ৳91.72 billion (US$1.1 billion).

6. 2.1.5 Project Financing
The detailed cost estimate of the project is done during scheme design; the current estimate
is about US$2.4 billion (Table 1-1). Government of Bangladesh has been in discussion with
various co-financiers to participate in the investment of the Project. A number of co-
financers has already showed interest and extended their commitments. These co-financiers
include the Asian Development Bank (ADB), the World Bank (WB), the Japan
International Cooperation Agency (JICA), and the Islamic Development Bank (IDB). In
addition to the Co-financiers, Government of Bangladesh will also contribute in the
implementation of the Project.
Table 3.1: Estimated Project Cost
Project Component Estimated Cost
(USD million)
1. Construction Cost
Main Bridge 907.5
Services on the Main Bridge 41.4
Approach Roads 131.6
Road Viaducts 60.5
Rail Viaducts 7.8
Rail facilities 36.8
Bridge End Facilities 68.3
River Training Works 597.4
Ferry Route Adjustment 8.0
Construction Yard 57.5
Total Construction Cost 1916.8
2. Engineering Cost 46.4
3. Administrative cost 4.6
3. Land Acquisition & Resettlement & EMP cost 210
4. Physical Contingency 85.9
5. Duty Tax (VAT etc.) 155.3
Total Project Cost 2,419
Source: Bangladesh Bridge Authority (BBA), Project Cost Estimate, April 8, 2010
2.2 Overview of the Project Area
2.2.1 Project Location
The Padma Bridge will provide various benefits to the entire country of Bangladesh. The
Project area is located in the south-central part (Munshiganj, Shariatpur, and Madaripur
Districts) of Bangladesh. The specific area at north side (Mawa) of the Padma Bridge
comprises Lauhajang and Srinagar Upazila in Munshiganj District whereas at south side
(Janjira) of the bridge comprises Janjira Upazila under Shariatpur District and Shibchar
Upazila under Madaripur District. The influence area in north and south is determined to
cover the area of the Project direct components (service areas and landing of transition
structures). The farthest component service area in Mawa side is located 4km from the

7. Riverbank and in Janjira side the approach road is about 3km from the River bank. In
addition, based on the morphological study for structural intervention, it is identified that
for different types of channel development due to the construction of river training works,
some could be vulnerable to erosion and the extent and magnitude are considered
indicative.
Source: www.google.com
Figure 2.1: Location of the Project
Four crossing sites for the Padma Bridge are proposed at the narrow width sections of the
main stream of the Padma River within the project area.
 Site 1: Paturia-Gualando
This is a narrow river section located downstream of the Jamuna–Ganges confluence to
connect Paturia ferry port on National highway N7-at left bank in Manikganj district with
Goalando ferry port on National highway N5 at the right bank in Rajbari district.

8.  Site 2: Dohar-Char Bhadrasan
This proposed site for the Padma Bridge is located at the narrow section of the Padma River
strip downstream of Site 1. No national highway or regional road network is developed at
both sides of this proposed landing site.
 Site 3: Mawa-Janjira
The proposed site is located at narrow section of the Padma River close to Mawa ferry Ghat
to connect National highway N8 on both banks.
 Site 4: Chandpur-Bhedarganj
This site is located at the narrow river section at downstream of the Meghna- Padma
junction at Chandpur to connect R140 at left bank and R860 at right bank.
Source: JICA, 2005
Figure 2.2: The covered areas of Padma Bridge

9. 2.2.2 Environmental Conditions of the Project Area
The natural environment comprises of Physico-chemical and ecological aspects of the
existing environment. Physico-chemical characteristics include the meteorology,
topography, geology, soil, seismic characteristics, and hydrology. The ecological resources
of the project area comprise of forest, vegetation, fisheries and wildlife.
Source: www.google.com
Figure 2.3: Environmentally Influence Zone of the Proposed Padma Bridge
 Topography and Geology:
The topography of Bangladesh is characterized by its flat and low lands. The elevation of
the Study Area is 3 to 8m. Most of the land in Bangladesh is on the alluvial plain (Bengal
Plain) formed by thick sediment deposited during the Tertiary and Quaternary periods. The
thickness of the sediment covering the Study Area amounts to 12 to 14 km above the
basement rock.
Source: www.google.com
Figure 2.4: (a) Topography map (Paturia-Goalando) and (b) Area (Mawa-Janjira)

10.  Climate and Hydrology:
The climate of Bangladesh falls within the tropical monsoon zone, which has distinctive
seasonal variations; namely, a rainy monsoon from July to October, a cool winter from
November to February, and a hot and dry summer from March to June. The mean annual
rainfall in the Study Area is about 2000 mm of which 70 to 80% is concentrated in the
monsoon season. Reflecting greater rainfall during the monsoon, a higher runoff occurs
during the period July to September. December and January are the coldest months with
average monthly temperature of about 180
C, while April to September are the hottest
months with average monthly temperatures ranging from 28 to 300
C. Annual average
relative humidity at Dhaka is 73%. Generally all months have the days with a monthly
maximum humidity of more than 94% in both Dhaka and Madaripur. The lowest daily
humidity recorded is 6% in Dhaka and 15% in Madaripur (table-2.2).
Table 2.2: Maximum and minimum monthly humidity at Dhaka and Madaripur
Source: Bangladesh Meteorological Department, 2009
Maximum wind speed and direction recorded at Dhaka and Madaripur stations for the years
2005-2008 are given in Table 2.3. The wind direction at Dhaka station is generally towards
south-east direction, while the wind direction at Madaripur is towards southern direction.
Maximum wind speed recorded in Dhaka is 22 knots in the eastern direction (October
2007). Maximum wind speed recorded at Madaripur Station is 70 knots in the direction of
north-east (November 2007).

11. Table 2.3: Maximum wind speed and direction at Dhaka and Madaripur stations
Source: Bangladesh Meteorological Department, 2009
 Agriculture lands:
Agricultural areas tend to cover large areas and usually comprise monoculture (e.g. rice
paddy). Paddy, nut jute, sugarcane and pulse are main crops within these project areas. On
the left bank in addition to paddy, chilies, potatoes and vegetables etc. are also grown in
the plain lands and char lands within project areas.
 Flooding
The recorded maximum flow of the Padma at Mawa (60 km d/s of confluence at Goalando)
is 115,700 m3/s and at Baruria transit (about 5 km d/s of confluence at Goalando) is 141,900
m3/s during 1998 flood. The maximum water level at Mawa and Goalando transit are
6.34m PWD and 10.21 m PWD, respectively. The river width was ranged from 2 to 4.92
km at Mawa and 2.44 to 5 km at Goalando during past 30 years.
Source: www.google.com
Figure 2.5: Flooding conditions around project site

12. 2.3 Environmental Impacts of Padma Multipurpose Bridge Project
2.3.1 Impacts on Natural Environment
 Impact on Regional hydrology and Flood Pattern
The confinement effect of the bridge may increase flood level of the river. Such higher
water level along with the impact of the approach road may disrupt the regional hydrology
for the study area, which is located in a deeply flooded region.
Japan International Cooperation Agency (JICA) Study Team conducted a separate
Hydraulic Modelling with IWM and simulated ‘without project’ and ‘with project’
conditions for the design floods of 25 and 100 years return periods. Simulated highest water
levels and maximum discharges at Mawa and Arial Khan Bridge are listed in Table-3.9.2.
In general, differences in water levels between ‘without project’ and ‘with project’
conditions are approximately 0.1 m. The confinement effect is not significant, as RTW will
not confine the normal flow of the river. Therefore only confinement effect is due to the
piers of the bridge, the total width of which is 1% of the river width (The Feasibility Study
of Padma Bridge in The People's Republic of BANGLADESH, 2005).
Table 2.4-Simulated Water Levels and Discharges
Highest Water Level
Return Period Mawa
(m, PWD)
Arial Khan Bridge (m,
PWD)
Without Project With Project Without
Project
With
Project
25-year 6.93 7.02 7.10 7.23
100-year 7.49 7.55 7.76 7.78
Maximum Discharge
Return Period Mawa
(m3
/sec)
Arial Khan Bridge
(m3/sec)
Without Project With Project Without
Project
With
Project
25-year 117,000 118,000 3,700 3,300
100-year 134,900 134,800 3,900 3,900
Source: JICA Hydraulic Modeling Study, 2005
The maximum flooding depth in the flood plains around the proposed bridge site were
estimated by the highest water level distributions superimposed on DEM for each return
period. The relative comparison of maximum flooding extent by depth between ‘without
project’ and ‘with project’ conditions is shown in Table-2. In general, the maximum
flooding extent becomes slightly larger in the ‘with project’ condition.

13. Table-2.5: Comparison of Maximum Flooding Extent by Depth
Without Project
Return Period Accumulated Flooding Extent by Depth (km2
)
Over 2.0m Over 1.5m Over 1.0m Over 0.5m Over 0.0m
25-year 888 1,074 1,162 1,188 1,196
100-year 1,087 1,163 1,190 1,197 1,197
With project
Return Period Accumulated Flooding Extent by Depth (km2
)
Over 2.0m Over 1.5m Over 1.0m Over 0.5m Over 0.0m
25-year 932 1,094 1,168 1,190 1,196
100-year 1,088 1,163 1,190 1,197 1,197
Source: JICA and JMBA, 2005
It is seen from the above analyses that the bridge will not have any significant impact on
the regional hydrology and flood pattern in the vicinity of the bridge site. This is mainly
due to the fact that the constriction effect of the proposed bridge on the river is minimal.
 Drainage Congestion
Some impacts on drainage may be anticipated by the proposed approach road embankment
with a length of 12 km running on the flood plain on the right bank. The approach road will
cross two rivers, four khals and one low-lying area. The impacts on flooding were assessed
by simulations in terms of changes in flooding duration and water level. Table-2.6 shows
the changes in flooding duration at the selected locations upstream and downstream sides
of the proposed approach road on the right bank. Flooding duration only changed the impact
a little between ‘without project’ and ‘with project’ conditions.
Table-2.6: Water Level of Local Channel at Crossing of Proposed Approach Road on
Right Bank
Without Project
Return Period No.1 No.2 No.3 No.4 No.5
25-year 6.93 7.06 7.26 7.28 7.39
100-year 7.49 7.64 7.83 7.85 7.95
With project
Return Period No.1 No.2 No.3 No.4 No.5
25-year 7.01 7.1 7.33 7.34 7.47
100-year 7.55 7.66 7.87 7.88 8.01
Source: JICA Hydraulic Modeling Study, 2005
The above data show that there will be only some minor drainage congestion in the right
bank due to the approach road.

14.  Impact on Landscape
Without monitoring, there is a chance that undesired structures will be erected at undesired
locations. The project when completed will attract settlements near the bridge and along
the connecting roads. A part of these will be industrial establishments and commercial
facilities. Without proper control, unplanned establishment will deteriorate the pleasant
landscape. There is also a possibility of growth of squatter settlements on those acquired
lands that may become surplus and which have no specific use once the construction is
over.
2.3.2 Ecological Environment
 Impact on Agriculture
The project has potential negative impact on agriculture. The approach road, especially on
the right bank (Janjira) passes mainly through agricultural land. Paddy including Aman and
Aush, is the main crop in the project area. Other important crops are Rabi crops such as
onion, groundnut, pulses and garlic. A study of Japan International Corporation Agency
and Jamuna Multipurpose Authority was found that, total crop loss is 2,396 MT. It also be
noted in this report, in the Mawa side, out of the total land lost 12% is agricultural, on the
other hand, in the Janjira side, 83% of the lost land is agricultural. Total agricultural land
lost is 231 ha (The Feasibility Study of Padma Bridge in The People's Republic of
BANGLADESH, 2005).
 Tree Cutting and Plantation
The trees that will need to be cut for construction of the project are of homestead and road
plantation variety. A study found that total 327,868 trees of various sizes and species are
going to be affected. Out of which, about 107,689 large, 75,150 medium, 75,171 small and
rest are saplings (The Feasibility Study of Padma Bridge in The People's Republic of
BANGLADESH, 2005).
 Impact on Water Bodies and Fisheries
 During Construction: Construction on and by the river might create some disturbance
to fish. However, this impact is minimal and reversible.
 After Construction: The pattern of migration of riverine fishes is controlled by the
seasonal flooding following monsoon rains. Fish movement and migration
longitudinally, upstream or downstream, occurs at various times of the year. Any barrier
to the normal movement will affect the life and reproductive cycles. It has been
observed that Hilsa is a major species in the study area. Hilsa is the national fish and
has a very special place in the Bangladesh diet. Hilsa of Padma is additionally famous
for its taste. There will be two large bridges in place on the Padma-Ganges River and
the cumulative impact on Hilsa may be significant. Hilsa and other fishes which

15. seasonally migrate up and down the Padma River, are not expected to be affected by
the project. Fish which migrate laterally onto floodplain may be impacted by the
approach road on the left bank. The floodplain is an important fisheries ground. The
natural khals especially the Naodoba khal maintain connectivity between Padma River
and inland water bodies.
However, it is to be noted that construction activities, especially the pile driving, will
hamper fish migration, which is unavoidable but temporary in nature. In case of culture
fish production there will be some loss. The estimated loss of water bodies) is 4.18ha
(pond) and 2.66ha (ditch). The types of fish that are cultivated in the water bodies are
tilapia, carp, pangas, migrigal, rui, aire, boal, pabda, katla, tengra, chala, koi etc. The
total losses of fish production within affected ponds and ditches are 2.62 MT/year and
8.92 MT/year valued at Tk. 235,800 and 739,380/year at Mawa and Janjira sites,
respectively.
Source: www.google.com
Figure 2.6: Hilsa fish of Padma River Figure 2.7: construction stage of Padma Bridge
 Impact on Wildlife
Wildlife habitats in the project area are very limited. This is due to the natural environment
in this area being already under stress from human habitation, agriculture, grazing,
navigation and other human activities. The Padma River is a secondary habitat to two
critically endangered species, namely Ganges River Dolphin (Plantanista Gangetica) and
Gangetic Gharial (Garialis Gangeticus). Their main habitat is the Ganges River upstream
of confluence of the Ganges and Jamuna rivers at Paturia and seldom found at the project
site Mawa – Janjira. After the construction, as there will be insignificant constricting effect,
therefore no impact on wildlife is anticipated. After construction, wildlife living situation
will actually improve with closing of the Ferry Ghat which will stop oil pollution.

16. Source: www.google.com
Figure 2.8: Plantanista Gangetica Figure 2.9: Garialis Gangeticus
2.3.3 Environment Pollution
 Surface and Ground Water Quality
The quality of surface and ground water may be reduced by the discharge of liquid or solid
wastes, sewage, dredged materials or by accidental spillage of fuels and chemicals during
the construction. Groundwater pollution by liquid wastes can have serious effects on the
quality of drinking water. Dredging operation, disposal of dredged materials during piling
activities, materials from superstructure formworks and other activities, and solid
waste will deteriorate water quality in the river especially local turbidity at cutter
heads. The indiscriminate disposal of dredged material in the river water will increase
turbidity in the downstream water, which might cause significant damage to breeding
and spawning of fish and may pose threat to other aquatic species. Post construction rapid
urbanization will put serious stress on water quality.
 Air Pollution
 During Construction: In and around the construction site, air pollution occurred
through the use of vehicles and machinery, the asphalt and aggregate plants, and
burning of bituminous and other materials. Dust generated by construction vehicle
movement, crushing and handling of aggregates, and earth works will also be
sources of localized air pollution. Traffic using the road following construction may
deteriorate air quality.
 After Construction: It is rather difficult to predict the future air quality after the
opening of the bridge. This is because the future ambient air quality not only
depends on the future vehicle emission, but also on the air pollution caused by future
nearby traffic and surrounding industries. In addition, development of engine
technology and change in government emission standard are also highly uncertain.

17. As the ambient air quality also depends on flow velocity and direction, temperature
and humidity, a complex, expensive and time consuming dynamic three
dimensional mathematical model is required for future air quality prediction.
However, total pollution load from the future vehicle operation is provided below.
To estimate future air pollution load from the future vehicle operation, the following
emission factors are considered.
Table 2.7: Emission Factors for different vehicle types
Unit: gm/km
Category CO NOX SO2 SPM
Light Vehicles 25.0 1.0 0.05 0.27
Diesel Trucks and Buses 12.7 21.0 1.5 3.0
Sources:
1. Light Vehicle: from VAPIS-Dhaka Model, World Bank SE Asia Unit, April, 1998
2. Diesel Trucks and Buses: Air Pollution from Motor Vehicles, World Bank, 1996
Based on the projected traffic assignment on Padma Bridge in 2025, the future air pollution
is shown below:
Table 2.8: Future air particulates estimate by JICA
Unit: kg/km/day
Category
Traffic volume
in 2025
CO NOX SO2 SPM
Light Vehicles 7,340 183.50 7.34 0.37 1.98
Diesel Trucks and Buses 34,210 434.47 718.41 51.32 102.63
Total 41,550 617.97 725.75 51.69 104.61
Source: JICA, 2005
 Noise and Vibration
 During Construction: Due to construction activities, the noise and vibration levels
were increased in the project area. Sources of noise include pile driving, rock crushing,
dredging, electricity generation and transportation. The ambient noise level already
exceeds the DoE standards of 60 dB for some sampling points. Sources of existing noise
pollution are passing vehicles using hydraulic horns, ferries and speed boat.
 After Construction: To predict the future noise level after opening of the bridge, an
existing noise profile must be prepared during detail design stage. The cumulative noise
of existing profile and the maximum expected noise from the future traffic must be
compared with the standard and locations should be identified where the cumulative
noise exceeds the standard. The source of noise from a traffic stream can be divided
into two components. The first is generated by the engines, exhaust system and
transmission, and is the dominant noise source when traffic is not free flowing,

18. particularly from heavy vehicles, which contribute most low frequency noise. Noise
levels will vary according to engine speed rather than vehicle speed. The second noise
source component is generated from the interaction of tires with the road surface and is
the dominant noise source under free flowing traffic conditions at moderate to high
speeds and contributes a significant proportion of high frequency noise. Noise levels
will vary dependent on vehicle speed, the road surface and whether the surface is wet
or dry. The noise from a stream of traffic at a reception point at any one instant is an
aggregation of noise from each of many vehicles at various distances. Among factors
which influence a basic traffic noise level are traffic flow, speed and composition (i.e.,
percentage of heavy vehicles), road gradient and road surface characteristics. The noise
level at a particular reception point will also be affected by other factors among which
are distance from the noise source, the nature of intervening surface and the presence
of obstructions.
Noise prediction 2009 Noise prediction 2025
Noise prediction 2036
Source: (Environmental Assessment Report, 2014)
Figure 2.10: Noise level predictions without trees
 Soil Contamination
Deterioration of soil quality at the construction site is a possibility through accidental
spillage of chemicals, bituminous materials, fuel and prolonged storage of such materials.
Another potential source of soil contamination is through disposal of solid and liquid

19. wastes. Huge quantities of sand will be dredged and will be used for the construction of
approach roads and other facilities at both sides of the bridge.
 Pollution due to Waste
During construction huge quantities of construction waste (such as dredged spoil,
construction materials etc. and general waste generated and as a result, soil, air, water and
project worker affected.
A network diagram showing the proposed development activities after completion of the
PMBP (especially widening of Dhaka – Mawa Highway and railway network development)
and induced impacts from these developments is given in Figure 2.9.
Source: (Sharmin R. et. al, 2014)
Figure 2.11: Impact assessments for induced development
3.4 Review of the Process of Environmental impact assessment (EIA) of
Padma Multipurpose Bridge Project
1. This project’s EIA report is prepared by based on some environmental laws such as
Environmental Pollution Control Ordinance (1977), Environmental Policy (1992),
Environmental Conservation Act (1995), and Environmental Conservation Rules

20. (1997). The department of Environment (DoE) approved this project without any
violation of above rules.
2. The Padma River is famous for Hilsa fish. Every year, a lot of fishes export in foreign
countries and it is a great source of economy. According to the environment impact
assessment (EIA) report for the bridge project, migration of juvenile Hilsa will be
seriously hampered during the construction. The Padma is an important migratory route
for the national fish and the construction activities may result in temporary changes in
the migration pattern, it reads. “Because Hilsa is very sensitive to noise and vibration.
“The report, however, does not say anything about the long-term effect on the fish.
3. Due to the construction of Padma Bridge, there will be a lot of vehicle emission,
increase of traffic that leads to air pollution. These have a long term effects on natural
environment and human being. The report does not say enough about the long-term
effect on air pollution.
4. During construction of bridge, a lot of workers who are involved in bridge construction,
Any EIA report not found about the study of workers health and safety.
5. Post construction rapid urbanization will put serious stress around the project area. Any
EIA report did not found about the environmental impacts due to this How to control
this unplanned urbanization.
6. A Standard Environmental Code of Practice (ECP) has been prepared to address
all general construction related and environmental impacts of the PMBP. The
ECPs will provide guidelines for best operating practices and environmental
management guidelines to be followed by the contractors for sustainable management
of all environmental issues. There are a number of environmental laws and regulations
in Bangladesh. These include:
ECP 1: Waste Management ECP 10: Air Quality Management
ECP 2: Fuels and Hazardous Goods
Management
ECP 11: Noise and Vibration Management
ECP 3: Water Resources Management ECP 12: Protection of Flora
ECP 4: Drainage Management ECP 13: Protection of Fauna
ECP 5: Soil Quality Management ECP 14: Protection of Fisheries
ECP 6: Erosion and Sediment Control ECP 15: Road Transport and Road Traffic
Management

21. ECP 7: Top Soil Management ECP 16: River Transport management
ECP 8: Topography and Landscaping ECP 17: Construction Camp Management
ECP 9: Borrow Areas Development &
Operation
ECP 18: Cultural and Religious Issues
Source: (Environmental Assessment Report, 2014)
If all laws and regulations are properly followed, this project will be a one of the feasible
project in Bangladesh.
3.5 Environmental Management and Monitoring Plan
 Agriculture Production Loss
 Demonstrate measures for changing cropping pattern to compensate the loss of crop
production including development of demonstrating plots
 Provide training program for the farmers and technical support to them
 Bring fallow lands under agricultural cultivation
 Water Supply
 Establish safe water supply system for the construction workers.
 Depth of tube well should be minimum 300m. All wells should be tested for arsenic,
iron and manganese before installing of casing. If the quality is found not suitable
further deepening is required.
 Drains
 Strict adherence to design standards and dimensions.
 Reduce infiltration of contaminated drainage through storm water management
design
 Plantation
 Plantation should be done around the construction yards
 Selection of tree species and space between the trees should be maintained
 Water all plants regularly
 Mobilization of equipment and Materials through road
 Implement ECP 15 on Road Transport and Road Safety Management.
 Ensure that all construction vehicles observe speed limits on the
construction sites and on public roads
 Provide adequate signage, barriers, and flag persons for traffic control.
 Maintain all existing roads in traffic worthy condition ensuring maintenance
of uninterrupted movement of traffic.

22.  Temporary bypasses to be constructed and maintained (including dust control)
during the construction period particularly at bridge crossings.
 Repair the damaged local roads to their original condition after project
completion.
 Each vehicle related to the construction has to have valid “Emission Permit
for motor vehicle” during construction.
 Vehicular traffic through communities will be avoided as far as possible. Vehicle
speeds will be kept low if they should pass through communities.
 Water, Air and Noise Level Monitoring
 Visual inspection to ensure good standard equipment are in use
 Water quality parameter should be tested once a year.
 Hourly, day and night time noise levels (dB) monitoring using noise meters.
 Soil Pollution
Visual inspection that dredge filling is through several compartments in accordance
with dredge material management plan.
 Flora and Fauna Monitoring
Monitoring of flora and fauna resources will be performed once in a year. Once the remote
sensing image of that year become available, classification of the ecosystems will be done.
Ecosystems found from the images will be visited and a species assessment will be
made as described in the design phase.
 Wildlife monitoring
Part of the faunal monitoring Gangetic Dolphin will also be monitored
once in a year. Counting number, occurrence assessment, and presence of infants
will be monitored within 2 km buffer area from bridge location.
 Hilsa Migration
 Monitoring of Hilsa will be conducted using similar method followed in
the design phase to make sure that the results can be comparable. Catch assessment
survey/occurrence, Length-weight analysis, Age analysis will be used to monitor
Hilsa migration in the bridge site.
The operation of the Padma Bridge will result in significant economic changes to the
southwest region. There will be changes in the relative prices of production of goods and
services, relocation of economic activities, and generation of new activities other than
related to transport sector. It is foreseen that industrial growth would be elevated due to the

23. Bridge but these will be long term development impacts. Besides of some environmental
negative impacts, this bridge will be contributed a lot in our future national economy.
References
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bd.com/2014/10/14/60991
Ramchandani, C. P. (2010, July 17). The Role and Importance of EIA. Retrieved from Ezine
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