E-236 VOL. 2 - Documents & Reports - All Documents | The …€¦ · · 2016-07-17ENGINEERING SCIENCE LTD., BANGLADESH ... flooding incidents and design requirements in some of

GOVERNMENT OF THE PEOPLE'S REPUBLIC OF BANGLADESHMINISTRY OF COMMUNICATIONROADS AND HIGHWAY DEPARTMENT

REHABILITATION OF DHAKA - SYLHET ROAD

CONSOLIDATED ENVIRONMENTAL MANAGEMENT PLAN

E-236 VOL. 2

March 1998

L.G. MOUCHEL & PARTNERS LTD.,UK Consolidated by:

M. Mastallerin association %ith

BECA WORLEY INITERNATIONAL, NEW ZEALANDTRANSROUTE INTERNATIONAL, FRANCEENGINEERING SCIENCE LTD., BANGLADESH

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FOREWORD

This review is based on the preliminary environmental assessment, completed in Septemberis by its nature an Initial Environmental Examination (IEE), and the draft EnvironmentalManagement Plan for the Rehabilitation of Dhaka-Sy,het Road compieted by Mouchel &Partners Ltd. in February 1998.

Following the mandate given by the Bank and the Client the other two RRMP3 componentsreferring to the Environmental Management Plans for both Feeder Road A and Dhaka-Sylhet Road were reviewed and consolidated. The review was undertaken following theBank's and the Client's instructions and guidance by the environmentalist seconded byDHV Consultants BV.

Due to absence of the Environmental Expert of Mouchel & Partners Ltd. who previouslywas occupied with the IEE and EMP it was not possible to ensure cross-reference and shareresponsibilities for concluded matters.

The consolidation efforts for this component included (i) focusing on additionalinvestigations on specific alternatives and/or points of environmental sensitivity (ii) givingconsideration to a broader the scope of impact analysis wherever considered necessary, (iii)consulting and cross-checking, including field inspections, with the engineer team andhydrologists to address the most significant concerns relating to possible options for eithernew alignments in the proposed corridor, (iv) analyse the trade-off between land-acquisition, resettlement needs, flooding incidents and design requirements in some of themore sensitive sections (v) addressing to the maximum extent possible the need to mitigatethe impacts commonly associated with extraction of large quantities of fill material, bothfrom borrow pits in flood-prone lowlands and in hil sites.

Thorough consideration was given to the possible need of further environmental anddesign studies as well as confirming the environmental category of this project component.

Additional recommendations were included relating to institutional strengthening of theTechnical Wing / Environmental Unit of RHD in view of the countries further need toassess and monitor environmental impacts associated with road constructions.

Dhaka, 9 March 1998

I

Dhaka - Sylhet Road Rehabilitation Environmental Management Plan 8 March 1998

TABLE OF CONTENTS - ENVIRONMENTAL MANAGEMENT PLAN

PageForeword iTable of Contents ii

Acronyms and Abbreviations v

Executive Summary vii

1. INTRODUCTION I

1.1 Background I1.2 Review and Consolidation I1.3 EIA Level of Effort and Relationship to Other Reports 21.4 Response to Actions Concerning Environmental Issues 31.4.1 Action to be Taken by the Client 31.4.2 Certification of the Environmental Category of this Project 3

2. THE PROJECT 4

3. SUMMARY OF POTENTIAL IMPACTS 63.1 Screening and Scoping 63.2 Possible Impacts on the Project Caused by the Environment 63.2.1 Flooding and Erosion 63.2.2 Seismic Activities 73.3 Pre-Construction Impacts 113.3.1 Land Acquisition 113.3.2 Diversion of Services 113.3.3 Loss of Roadside Trees 123.3.4 Other Impacts 123.4 Construction Impacts 123.4.1 Construction Materials 123.4.2 Construction Traffic 133.4.3 Employment 143.4.4 Other Impacts 143.5 Post-Construction Impacts 153.5.1 Accident 153.5.2 Air Pollution 1 53.5.3 Increased Economic Activity and Induced Development 163.6 Impacts Which are Unlikely to Occur if Properly Mitigated 163.6.1 Impacts on Hydrology 163.6.2 Impacts on Biological Resources: Wetlands, Fisheries, Forests 163.6.3 Impacts Unlikely to be Caused by the Project 173.7 Residual Impacts 18

II

Dhaka -Sylhet Road Rehabilitation Environmental Management Plan 9 March 1998

4. ENVIRONMENTAL MANAGEMENT AND MI'TIGATION PLAN 194.1 Purpose and Contents of the Plan 194.2 Management & Mitigation Measures During Pre-Construction Phase 204.2.1 Mitigation Measures Relating to Land Acquisition 20

4.2.2 Alignment Design 2 1

4.2.3 Safetv 2

4.2.4 Hydrology 26

4.2.5 Seismicity 28

4.2.6 Navigation 28

4.2.7 Cultural Heritage and Archaeology 344.2.8 Services 354.2.9 Infrastructure Enhancement Measures 354.3 Management & Mitigation Measures During Construction Phase 364.3.1 Controls on the Contractor 36

4.3.2 Borrow Pits - Site Selection and Possible Post-Use 394.3.3 Employment Opportunities and Public Relations 434.3.4 Tree Planting Programmne 44

4.4 Management & Mitigation Measures During Post-Construction Phase 504.4.1 Maintenance Work for Roadside Plantations 504.4.2 Road Maintenance 504.4.3 Other Post-Construction Activities 5 I

S. ENVIRONMENTAL MONITORING 525.1 Rationale 525.2 Compliance Monitoring 535.2.1 Pre-Construction 535.2.2 Construction 545.2.3 Reporting 555.3 Effects Monitoring 55

5.3.1 Pre-Construction 555.3.2 Construction 55

5.3.3 Post-Construction 5 7

6. EMPLEMENTATION OF THE EM[P 596.1 Embedding of the EMP in the Organisational Framework for the

Dhaka-Sylhet Road Project 59

6.2 Responsiblities and Phasing 61

6.6.1 Pre-Construction Phase 616.2.2 . Construction Phase 62

6.2.3 Post-Construction Phase 646.2.4 Summary of Management Measures and Responsibilitics 646.3 Staff Requirements 67

iii


6.3.1 RHD: Dhaka-Sylhet Project Implementation Unit 676.3.2 The Construction Supervision and Monitoring Consultant (CSMC) 676.4 Institutional Strengthening 686.4.1 - Taking Organisation Changes within RHD into Account 68

6.4.2 Technical Assistance and Training 686.5 Environmental Management Action Schedule 69

7. ENVIRONMENTAL MITIGATION AND MONITORING COSTS 737.1 General Conditions 737.2 Cost Estimate for Borrow Pit Rehabilitation Programme 737.3 Support to NGO Managers 747.4 Costs of an Independent Environmental Review 75

8. REFERENCES 76

ANNEX A Inventory of Trees to be Removed

ANNEX B RHD Arboriculture Unit Guideline for Lease Agreements for Roadside Afforestation

ANNEX C Identification of Suitable Sites for Borrow Pits

I

I


LIST OF ACRONYMS AND ABBREVIATIONS

AC Asphalt ConcreteBCBOA Bangladesh Country Boat Owners' AssociationBEBOA Bangladesh Engine Boat Owners' AssociationBELA Bangladesh Environmental Lawyers AssociationBIMP2 Bridge Improvement Project, Phase 2BIWTA Bangladesh Inland Watervays Transport AuthoritvBOQ Bill of QuantitiesBRAC Bangladesh Rural Advancement CommitteeBRTA Bangladesh Road Transport AuthorityBWDB Bangladesh Water Development BoardCCDB Christian Commission for Development in BangladeshCOPA Conditions of Particular ApplicationCSMC Construction Supervision and Monitoring ConsultantDBST Double Bituminous Surface TreatmentDC District CommissionerDEPC Department of Environmental Pollution ControlDFID Department for Intemational DevelopmentDOE Department of EnvironmentDPHE Directorate of Public Health EngineeringEA Environmental AssessmentEAP Environmental Action PlanECA Environmentally Critical AreaEIA Environmental Impact AssessmentEMP Environmental Management PlanEP Entitled PersonEQS Environmental Quality StandardFAP 5 Flood Action Plan 5: South East Region Water Resources Development ProgrammeFAP 6 Flood Action Plan 6: Northeast Regional Water Management ProjectFCDI Flood Control, Drainage and IrrigationFIDIC FJdJration Intemationale des IngJnieurs-ConseilsFPCO Flood Plan Coordination OrganisationFS Feasibility StudyGOB Govemment of BangladeshIBRD Intemational Bank for Reconstruction and DevelopmentICB Intemational Competitive BiddingIDC3 Third Institutional Development Component of RRMP3IEE Initial Environmental ExaminationIUCN World Conservation UnionJIV Joint On-Site Inventory and Verification TeamJMBA Jamuna Multipurpose Bridge AuthorityLGED Local Government Engineering DepartmentRg Microgramme


MAAP Micro-computer Accident Analysis Package

MOEF Ministry of Environment and ForestNEMAP National Environmental Action PlanNGO Non-Governmental OrganisationOD Operational DirectiveODA Overseas Development AdministrationQA Quality AssurancePAH Project-Affected HouseholdPAP Project-Affected Person or PeoplePCWD Project Civil Works Director

P1O Project Implementation OfficePPRDP People's Participatory Rural Development ProgrammeRAP Resettlement Action PlanRDP6 Rural Development Project 6RHD Roads and Highways DepartmentRMSS Road Materials and Standards StudyRRMIMP2 Rural Roads & Markets Improvement and Maintenance Project 11RRMP Road Rehabilitation and Maintenance ProjectRRMP2 Second Road Rehabilitation and Maintenance ProjectRRMP3 Third Road Rehabilitation and Maintenance ProjectSAPROF Special Assistance for Project FornulationSDC Study and Design ConsultantSRIP Second Road Improvement ProjectSTD Sexually transmitted diseaseTA Technical AssistanceTk TakaTRL Transport and Road Research Laboratory

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Dhaka - Sylhet Road Project Environmental Management Plan

DHAKA-SYLHET ROAD PROJECT

ENVIRONMENTAL MANAGEMENT PLAN

1. INTRODUCTION

1.1 BACKGROUND

This Environmental Management Plan (EMP) is part of the environmental documentation for theImprovement/Rehabilitation of the National Road between Dhaka, Sylhet and Tamabil on the bordcr.This Project is a component of the Third Road Rehabilitation and Maintenance Project (RRMP3) of theRoads and Highways Department (RHD) of the Government of Bangladesh (GOB).

This document has been prepared following two studies of the route - Second Road ImprovementProject Feasibility Study (SRIP: Renardet et al. 1991) and Special Assistance for Project Formulation:Route 2 Improvement Project (SAPROF: 1994) - RHD commissioned a consortium of Consultants ("to update the earlier studies for a 256 km section of the route from the Sitalakhya Bridge near Dhaka asfar as Sylhet (Figure 1), and to prepare detailed engineering designs, cost estimates and tenderdocuments for rehabilitation of the road.

The decision for the present route choice is based on cost-benefit analyses taking into account trade-offsbetwveen political preferences, travelling time, economic return, linkage of commercial centers. socio-economic as well as environmental impacts.

The project is being sponsored by the World Bank ("the Bank"), and therefore must comply withrelevant Bank policy and procedures with respect to environmental issues, as well as domesticregulations in Bangladesh. In line with the two key Bank Operational Directives OD 4. 01:Environmental Assessment and OD 4.30: Resettlement (World Bank 1991a, 1990), the Terms ofReference for the study specified the preparation of an Environmental Assessment. an assessment ofresettlement requirements, a detailed Environmental Action Plan and a Resettlement Action Plan.

1.2 REVIEW AND CONSOLIDATION

The Environmental Management Plan wvas reviewed and consolidated, as requested by the Bank and theClient, by the environmentalist seconded by DHV Consultants BV. The review was undertakenaccording to the Bank's instructions and guidance. Review methodology included consultation andcross-checks with environmental specialists, sociologists, hydrologists, engineers and botanistsaffiliated with the consortium of Consultants ("), DHV Consultants, Surface Water Modelling Centerand the University of Dhaka. In addition, environmental analyses of regional/project relevancewere consulted, such as FAP-6 and FAP-15 studies relating to FCDI. hydraulic modelling.ecology, fisheries, remote sensed information and socio-economic conditions.

( The Consultant referred to in this Report is: L.G. Mouchel and Partners Ltd. (U.K) in association withBeca Worley International (New Zealand), Transroute (France) and Engineering Science Ltd. (Bangladesh)

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1.3 ELA LEVEL OF EFFORT AND RELATIONSHIP TO OTHER REPORTS

As required by the Terms of Reference, environmental and social considerations have been integratcdinto project design through the preparation of an environmental assessment. an assessment ofresettlement requirements, an Environmental Management Plan. and a Resettlement Action Plan. Thesetasks have been undertaken by subject-matter specialists working as an integral part of the overalldesign team during both phases of the study - Feasibility Studv Update and Detailed Design.

The environmental assessment was completed in September 1997 and is prcsented as Volume 2.Environmental Aspects, of the Feasibility Study Update (Mouchel er al. 1997b). As a preliminaryenvironmental assessment it largely reflects the format suggested by applicable domestic guidelines foran Initial Environmental Examination (IEE), -and includes an outline Environmental Management Plan,together with recommendations focusing on additional investigations on specific alternatives and/orpoints of environrnental sensitivity.

The assessment of resettlement requirements was presented in Volume I of the Feasibility StudyUpdate (Mouchel et al. 1997a), essentially as a cornparative analysis of social disruption and costbetween the various routes then under consideration. .A Preliminarv Resettlement Action Plan is underpreparation as a separate volume of the Final Report.

T-his report is an Environmental Management Plan (:EMP) for the Dhaka-Sylhet Road RehabilitationProject, intended to fulfil the requirements of the Consultant's Terms of Reference for an"Environmental Action Plan .... in accordance with Wiorld Bank Operational Directives..." (Task B. 1during Detailed Engineering). The document is a systematic description of the measures to be takenduring project construction and operation to avoid, minimise or compensate for significant adverseimpacts, plus the actions to be taken to implement the measures,.

A major drawback affecting the timely completion of the Environmental Management Plan relates tothe fact that the final choice of route referring to the alignment in the decided corridor were not madeuntil mid October 1997. Accordingly, surveys including sorne specific environmental examinationscould not be performed earlier. This refers particularly to those aspects described in Annex C of thisdocument.

However, given the scope of examinations that could be performed during this consolidation process itis concluded that this document represents the consolidated EIA, including the consolidatedEnvironmental Management Plan for the Dhaka-Sylhet Road Project. This EMP also includesenhancement measures, actions *which although not essential to the project will. at lowx cost. bringappreciable social, environmental or developmental benefits.

Much of the contents of this EMP have already been integrated into other project documents submittedto the Client, such as (i) designs into the Technical Specifications, (ii) Drawings, (iii) Bill of Quantities.(iv) controls on the contractors into the Conditions of Particular Application; (v) costs into the overallproject budget.

Items not discussed or presented elsewhere, being addressed in this report include:* the organisational framework for environmental management,

* roadside tree planting* borro%Npit rehabilitation measures* environmental monitoring* institutional strengthening programmes.

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Dhaka -Sylhet Road Project Environmental Management Plan

It needs to be stressed out that the most significant direct impacts of upgrading the road relating tosocial aspects, caused bv land acquisition are described and assessed in detail in the project'sResettlement Action Plan (RAP) during the early implementation phase. In this EMP a number ofsocial and socio-economic impacts as well as mitigation and management measures associated withland acquisition and income-generating possibilities linked with the project design are not dealt with indetail, as these matters are subject to be consolidated along with the RRMP3 Resettlement Action Plan(RAP) currently under preparation by a contracted NGO. However. in the interest of complcteness.these matters are briefly referred to where appropriate.

Presently onlv indicative figures and assumptions on people affected and extend of land acquisitions arcavailable, currently prepared under a document called "Preliminary Resettlement Action Plan" beL.G.Mouchel & Partners, to be submitted with the Final Project Design Report due in near future.

1.4 RESPONSE TO ACTIONS CONCERNING ENVIRONMENTAL ISSUES

In addition to a variety of tasks to be carried out during Detailed Design, the PreliminarnEnvironmental Assessment identified further actions to be followed up. These actions need to beaddressed partly because they relate to loan conditions, partly to the critical path and the budgetting ofthe project.

1.4.1 Actions to be taken by the Client

1. Since it is on the project's critical path, RHD should establish a task force to developappropriate project-specific land acquisition and compensation procedures and an implementationprogramme. This item concerns resettlement policy and practice in Bangladesh, which continue toevolve. A entitlement and compensation policy has recently been developed by a NGO (CCDB) andaccepted by RHD as being valid for RRMP3. Following discussions with the Bank, RHD has prepareda compensation policy matrix to direct the land acquisition and compensation process during RRMP3.

2. Unless incorporated in the institutional strengthening programme for RHD in junction wvithRRMP3 this project does not include any provisions for tackling the growing sectoral problems of airand noise pollution, or for enforcing roadside development controls. A decision should be made as tothe extent to which responses to indirect effects should be incorporated in the rehabilitation project:prime candidates are (i) road safety; (ii) roadside development control. Indirect effect monitoring alsoinclude noise and reduced air quality, driver behaviour. Such problems commonly related directly andindirectly to road construction and to traffic performance, but which can only be partially mitigated bygood road engineering. RRMP3 includes a Road Safety Programme, specifically for engineering wvorksfor traffic calming on main roads and to improve accident blackspots.

Accordingly, decisions are required on the extent to which the project should be used as an opportunityfor capacity building, particularly within RHD (as described in this report, Chapter 6.4). Primecandidates are (i) land acquisition procedures; (ii) bioengineering: (iii) road maintenance and (iv)environmental monitoring, e.g. air and noise pollution, accident frequency, success/failure of roadsideplantation schemes. At this stage, the EMP recommends the inclusion of an independent environmentalreview, as outlined in Chapter 6 and costed in Chapter 7.

1.4.2 Certification of the Environmental Category of this Project

In previous meetings, as well as stated in the consolidated EIA submitted on 18 October 1997 it wasindicated that it needs to be clarified to which extent both the Bank's environmental guidelines and ne%Ngovernment regulations on environmental assessment apply to this project. and therefore whether aformal IEE and/or EIA should be prepared.

Pagc 3

Dhaka - Svlhet Road Project Environmental Management Plan

The present report is assumed to facilitate the decision to obtain domestic environrnental clearance. It isunderlined that the consultants, after thoroughly consulting the key adverse impacts likely to occur incontext of this project came to the conclusion that this project can remain under categorv B once thefocal points flagged out in this report are properly and timely addressed. It is ascertained that with thecountermeasures and discussed altemnatives described in the managcment and mitigation plan the needto reduce, limit and offset the identified key adverse impacts (mainly in section 109 and 115) issufficiently addressed to justify this project remaining under environmental category B.

2. THE PROJECT

The geographic setting and delineation of the six contract sections are illustrated in Fig. 1. 1.

Major engineering activities along the approved, shortened alignment (221.5 km) would be:

* Raising of embankment crest levels to provide protection from I in I 0-vear floods.

* Widening of embankments to achieve the required crest widith (15.8 m). and flattening of side slopcsto achieve stability.

* Minor realignrment to improve sight lines and reduce the radius of curvature on sharp bends.

* Construction of bypasses around towns, bazaars and busy road junctions.

* Construction of railway overpasses.

- Rehabilitation and/or replacement of existing culverts and bridges.

* Pavement improvements.

* Roadside plantation as integral part of the project design.

Table 2.1 Construction Packaging and Staging

Length Dura- COST COST PERCONTRACT SECTION LOCATION (kim) tion ESTIMATE STAGE

(Months) (Millions or Taka) (NMillions of Taka)

YEAR 1 4054

1A 101 Daudkandi to 33.2 30 1087Narsingdi Junction

1B 108 & 112 Mithapur Jct to Sylhet 44.6 36 1417

IC 103 & Ashuganj (Ferry Ghat) 42.7 36 1550104A to Jagadishpur Jct

YEAR 2 3930

2A 115 Mirpur Jct to 34.5 36 1714Mithapur Jct

2B 109, 114 & Jagadishpur Jct to 28.3 30 1142-104C Mirpur Jct

2C 102 Narsingdi to Bhairab 382 30 1074_______________ (Ferrv_G hat) _ _ _ _ _ _ _ _ _ _ _ _ _ _

Total t22 7984 -

Source: Consultants' revised cost estimates November 1997. excluding costs for resettlement.borrow pit rehabilitation and roadside plantation

Page 4

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The overall project will be divided into 6 construction packages varnin, from 28 to 44 km eachConstruction in the different sections wvill bc in twso stages (T-able 2.1). The contract duration %xill be36 months. It is likely that contracts IA. IB. IC. and 2C are implemented first. whilc Contracts 2Aand 2B wvould possibly nced prior to commencement additional environmcntal investigations or evenidentification of alternative alignment surveys within the selected corridor due to considerations outlinedin this document. The same holds true for identifying additional sites for excavation material. bc it inlowland floodplain or hilly environs.

The construction work wvill bc supcrvised by international consultants and carricd out under contractslet followving National Competitive Bidding.

The construction documents are in FIDIC format, with Conditions of Particular Application tailored tosuit local conditions. Contractors have been invited to prequalify, tenders will be invited, and contractswill be awarded followving normal GOB procedures for World Bank contracts.

Rehabilitation of the remainder of the highNvav from immediately south of Sylhet as far as Tamabil onthe border wVith India is the subject of a separate study.

Closely-related transport infrastructure projects include:

* Reconstruction of 4 of the bridges on the route under the UK-funded Bridge Improvcment andMaintenance Project Phase 2 (BIMP2) (ongoing).

•Construction of a major road bridge over the Meghna River from Bhairab to Ashuganj, the BhairabBridge (project under appraisal by the UK's Department for International Development [DFID.formerly ODA]).

* Upgrading of the road from Sylhet to Tamabil on the border with India including a possible Sylhetbypass (study recently commnenced wvith funding frorn Kuwait).

*Improvement to the district road from Habiganj to Mlithapur Junction by RHD wvith GOB funding.

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Dhaka - Sylhet Road Project Environmental Managemcnt Plan

3. SUMMARY OF POTENTIAL IMPACTS

3.1 SCREENING AND SCOPING

If not mitigated, the project could have a number of significant environmental impacts, particularix intwo of the six sections). Impacts of different nature and magnitude are likely to occur at differcnt stagcsof the project. These are shown in the Impact Matrix (Tab. 3.1) and summarised below. together w-ithnotes on other potential impacts which rcquire action by thc projcct. Chcckboxes wNhich have bccn leftblank indicate that the impact analysed wvere identified as non-significant.

As the project crosses at some sections a major floodplain and hill area with substantial run-offs duringpeak rains, it is expedient to address also potential adverse effects which could bc causcd by theregional hydraulic regime. The project is also located in an area prone to earthquake.

3.2 POSSIBLE IMPACTS ON THE PROJECT CAUSED BY THE ENVIRONMNIENT

3.2.1 Flooding and Erosion

The major portion of the Dhaka-Svlhet road is located in or at the margin of large loz%-lying floodplainswvhich are subject to regular flooding and drainage congestion. Accordingly. waterlogging. embankJmenterosion and inundation of rural roads are common impacts known for this region.

Temporary transport and depositing of fine sediments in the coursc of flash floods in some of thecrossed rivers and irrigation canals can be a significant source of impact in some of the road sectionswvhich will newvly be established along rural district roads (i.e. Section 109 and 1 15). In those sections.villagers commonly report ponding of water between the existing rural road (the currentlx assumedalignment) and the foot area of the hill chain running parallel to this road in case peak rain condition.Ponding is aggravated by flash floods running through deep-trenched gullies from the adjacent hillchain, carrying peak loads of lateritic and fine sand sediments towards the nearby rural road andadjacent paddy lands.

Should it be decided to upgrade and raise the height of the existing road to the required flood level andhighway standard the risk of increasing the above described effects of water ponding are likely toincrease, even Xwhen more culverts and drainage openings wvould be included. Community severanceand suffering from prolonged times of inundation in local bazaars and other public places includingmosque terrains would almost certainly occur. It is anticipated that such conditions. even if pertainingfor several days only, are largely met with disapproval by the public. Thus. where necessary. roadembankment alignment and levels %vill be need to be adjusted to avoid unacceptablehydrological/hydraulic impacts from potential increased ponding levels.

It is therefore recornrmended to re-examine specifically these sections along road sections # 109, 114.104C, 1 15 and 112 with respect to the hydraulic regime and risk of inundation and ponding. It needs tobe studied wvhether the mentioned environmental impacts can be mitigated by either shifting theproposed alignment in respective sections westwards into the lowxlands. or bypassing locations whichmay be identified as critical in terms of flooding, ponding and erosion.

Other technical mitigation options would include extensive erosion protection works. It is recommendedto undertake a detailed hydraulic modelling study referring to the most critical locations in order toavoid public hardship and costly future damage corrections.

Another special concem is the likely event of embankment break of Khowai River near Shaistaganj(CH 159). Investigations may be necessary to identify the inclusion of embankment rehabilitationworks in this section in order to protect the highw%ay against flooding hazards.

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Flooding occurs at some road sections in extreme situations as indicated in the following table:

Table 3.2 Road Sections Subject to Flooding, and Mitigation Recommendations

Additional Measures now proposedChainages Road Environmental Measures measures by RRMP HII study

Section Problem included in SRIP proposed bySAPROF

From To _ _ _ _ _ _ _ _ _ __ _ _ _ _ _ _ _ _ _ _

96.6 108.0 104 Some road sections Pavement raised, wate- (none) SRIP recommendationssubject to inundation iway openings increased should be adequate

Some works have alreadybeen done

136.5 137.5 104 Road inundation due Waterway opening to be (none) Bndge Str No. 198 hasmainly to insufficient increased at structure No. been recently recon-waterway openings 198 and pavement raised structed

slightly _150.0 159.5 105 Road inundated in 1993 Some pavement sec-tions (none) SRIP recommendations

due to failure of Khowai to be raised, water-way should be adequate.River embankments, and openings increased and Some works have al-readyflooding from Korangi several new culverts been done. Bridge Str.River proposed No. 222 urgently requires

replacement172.0 174.2 105 Road subject to Pavement raised, water- (none) SRIP recommendations

inundation way opening s to be should be adequate.increased at Str. Nos. 264 Some works have alreadyand 265 been done

181.5 182.5 106 Road inundated in 1988 Waterway opening to be SRIP works No further action requiredincreased at Str. No. 283 completed,

no floodingreported in1993

194.5 197.5 106 Low lying area. Road may (none) Further consi-have flooded in 1993 deration need

=_____ ___________________ in detail design225.0 225.5 108 Approaches to the Bridge at St,. No. 343 to (none) New bridge currently

floating bridge were be replaced under construction (BIMPflooded in 1993 11)

252.0 256.0 108 Some section of road Bridge at Str. No. 363 tco (none) SRIP recommendationsmay have been inun- be replaced with a wider should be adequate.

___l__ dated in 1993 opening _

Source: Hydrological Design Memoranduin, Mouchel & Partners, 1997, and Special Assistance for Project Foniation(SAPROF) Report, 1993

3.2.2 Seismic Activities

The north-eastem zone has experienced in the past earthquakes of moderate to high intensity. The great

earthquake of 1897 which had its epicentre in the Shillong Plateau of India caused widespread

damages. Two other major earthquakes, the Bengal earthquake of 1885 and Srimongal earthquake of1918 caused severe damages on limited areas surrounding their epicentres.

According to BNBC (1993) Bangladesh is located in zones of different seismic activities. all of whichcan have substantial impacts on infrastructures, particuIlarly on bridges, culverts and high embankments

associated wvith road construction.

The Dhaka-Svlhet Road Project Area falls within the limit of two zones X ith moderate and medium

seismic activity respecively (Fig. 3.1). The south-wvestern part of the Project Area fall in Zone 2. i.e.moderate seismic zone. The The northern half of the Dhaka-Sylhet Road lies within Seismic Zone 3. i.e.moderate to medium seismic zones with regular shocks tci be observed.

Page 7


Fig. 3.1 Seismic Zoning Map of Bangladesh

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Source: DHV 1996, Environmental Baseline Study, Nalka-Hatikamrul Bonpara Ncw Road Construction

Page -

Dlhaka - Svltct Road Project

Ernrironorcnptal MN;lnagcliicrl Phl,

Table 3.1 Dhaka - Sylhet Road Project: Potential Impacts Matrix

PO.=tTIALLV AFFECTEDt I IRONrIENr-AL CO1LotifErS,LUot IMPACT CnIARACTERIJSTION EVALUATIO-

ieee~~~~~~~~~~~~ Wofe sorts' orzt[sn ret.nJ Qurttitet yesivlrr frebtot re *tbniSe 'h.n-tn Ar-tdot area lt eeed IrRCeoore-e p a-. InF resetlemettnt areas it tmber and water extracton by newly re.ettled personWlexpected V. Eo

PECONSTRUCTION PHASE ~ ~ ~ h' ~ ~ E to St rtta'itis fOr be to a aB Meoremplo cota erandentidrncnlotopn

srrtiuaonbte rrted waber_ and l cOO _ ter _ I I I ntyr re O ntor road lr mact

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WLoss ofan o dsplacerffenttfrom arf trer t s s l AAl||||*| .J * . icutat ndlssesti roldbe significantinsectons Id09eadle1.and

orpeI5o o ae esrsmedt o erta bproblemsorlr dry ptaeds i _ bt_cio roetyprte

Vitbaemontrtlron bus Ine skoonnrincrllres _ pre a a _ ltentia !sproeminesiss af, r ytr ttectedinsomesecfonsortheroad

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Dsacemttente coEgstr&ed saftytes . _ L 1 I pI I* ' * 1d tentialprobleUneses weflapelannedueisitieLosscufturrl ltttt I J I J Unlkelyanyculuralherttag affectedbylandacesibon.Watchngbrief to

NIs I stroarefotsecerneiti Maeoketreeonlarcaneolecgysprio to cronyseions tOera

Lostatotfoensdeor rehat_It Iesive/rare habitzts Mtidenttedwthin nitediate rrea afrected ba the

Lnte f e ree wl serviesI fre P e r j I * * 1 | hone, electricity. gaswater ines nea rtheiroadtmanysectnsEtriracem fpresstreoinresetstement trers _ I * * 4 jtmbereand*waterexactonbynewyreseteed r

ttcntt ctorsefmpasem t ~~~~~~~~~~~~~~~ 1 ; t, W /t tS i E E >eP pricdsalwA-ploperlycontrboelo'. pMdtdaty henprperycotrold

ppO es forcgEpo"tontoys anrepeerottrerttnoction at r Bni|bfntitetwteen lm%>ortetwDsrkefs nd lcal cornimLities of wIK lor e 4 I}}}i| I be * inzowrocW;NredivealTy,lnaevt. bier hno, impact

Increaetsed pressrLre on bcat services (e.q hosPt l ) gi{ji{]j{C3tgSft. 0 i | Adioal esrrnb2hospitaUan wa ce racit_ potiace n t sr ifAry C ndotherwasletshpiliages p ' S C j * * * I a r a |-nor rigr o Siate anl faciliaes inadequat e

aConsptorrtecti e :siatetiaara erttorone; i t i 't | s | | | ar@1; j| _ )i ji i || -i Potentalproblem cnryseasonr ress astractiotnpropery ph aevr

tE usefn cook fires - 1 == - tt I Potential prLoblemannt atme tue pro viemsOctul dedItheiebaotfshsntswiDdifl byrworkforce I j L , IIIIII*1 11It*_I I_ I *1- 1II*11*1 11*1 1 LmRdkof increah efistvi- ar- uret culverts _

|Stt~~~~~~ceared sanotrlnnotporeydrdrnm0nOnent |o ;|ten a pr j j .t fernun$iess§ -Fconscocntroled||lndutcentFeniOffreffjecoeston &road shlety hazards ; t t | t j I { | t : | . i 1< I t . >1 i | I . I 1. | 1 j . |Potenetialtpebleme unesseweptot anned banaged

Crearnc. wtsithin Rightelfway : rxFK}X'.,gt.i..e i iILoss of Veesatotact tto istirrcead _ -a + - - |% i f 11 1 0 -nl tartc ncmp necessary onmn sections of lh.road

sConcefmstrt leth atriance 9ro,tanitt .E ........................ :, compre wU ote construc...........................on..... cl"i

Ftfa AAATRIi XL eentserf vrr 2i2i\3oss oShtfOitt ot -spaePLrP from prodlutta etd 0 Ml occo s 8 seeton sixe bt rt

9 Lteitt ome 6sease rsksistfetyewrOaFdnwn |u tX , }t ii ' - + - + - F Total number of waefe-brtiedareas ntnrae +iCte owever |X __ - ___, I_ _| _i I 1 s I I 1_ _ _ L Wl---6--2E -{z1 t I :--|s!Ytetrect ssocl_dprobluheamesefectsnndoasociaedtprblemnnot g_ |A

I atsertlacontintarndsctioer utlhJsF} g** j j0§!s-Z I.^ ,|-)IS* *' Mneteftf rstope nbaloss W, dDanyanTr;e--

Pagc 9

Ftile MATRIX-1 XLS Pdiintiet On 2/28,f9e

tr^<et t j r r-l , , , -I

hllilka bylhrl Road Projcct1 Elloinicnal Mariagcmeni Plan

POTENTIALLY AFFECTED ENV'IRONNENTAL COMPONENTS/VALUES IIP'ACT CRARACTERISATION EVALUATION

Air W.. Lland Ft A fa Haan o. O,al.y of Ie Type Eled 03tIo IChln wthrod a lealron

ACTIVITIES AND ASSOCIATED POTENTIAL INIrACTS

jae ~~~~~~~~~~~~~~~~~~~~~~~~~~~COMNIIENTS

P>OTErNTIALLY A ETDENV'IRONVIENTAL CONIPONENT5S(ALUES DIPACT CHARACTERISATION EVALUATION

Cons xtlon tmftk ~ ~ ~ ~ ~ ~ ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~el Sirfons ee

.~~~~~~~~~~A Wala Land Fbna E huen HIkean one Qoae y of ife Type Ell.d Oveebon Change ewlew ,nigi,ono lv

ACTIVITIES aND ASSOCIATED POTENTIAL IMPACTS itS b 9 * g | . .g COMMhENTS

Damage to road pavement 6 stuctures S _ _ a a 0 IIossible effect but niTonity of hmos Ikely to be shortIncreased braMcl conesVion & road safet hazards H aaa a S oaisdpolm; needs controlGeneration of nolse. dusand air poktn a a a Ia a I I S V olume of helM ae bratfic key to cause some loCallsed Impact

ErosloeVsedmentatiohornfm cut, I i i 1 * S 1 I * 0 a I0 tA Iembankments constructed of erodble matelatTemporalry agricItatla sMtabllty of land at dversions _ _ _ _ _ _ TShort-erm problem: can be conpensatednitbgaed by corresponding

tObsbRtlon of fiohirigaion bya _ _ _ _ _ _ _ Embankments already vdst; project wil increase openings for cross-demo ne- and fish ...... e

icCrelIC withl kn gaton stems a aa s a Iriin esou-aeradItntedmerence ndtitnabh al dnage patterns _ _ _ Roadaready edsts; raising embanlonent may affect extreme flows In

* a aO ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~?some locatistConscti ofbd ge herm ajorsctuces 1.. .. f . . .-.11..- 1 ri::5g : : * f l -f g B .. g ':_ x . .f:.:.g .:

DIsturbance to watercoLrses bynvler works _ _ _ * - 0 L S * Relaivey ronor In-river works; low ipact If controfedkAyrupton to navigaton caured o~~~~~~S S 0 5 S a S NPotential nInor Problem on Some waterway used by countr boats

Notseenavtbrabon9gen bUSeraUon from e works _ _ _ + _ + + _ _ | | F } } | *M \ | < t I I w t I g |NNI acsas bored les used

BJr polAon from asphaft plants ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~Potential localsed prblem urdoess plants property sited and maintained.S^lrpoltuttonfrombispanen lans * | S * 0 6 I__ I I I I md.1 ! I I ! I e t 1 * I I f a appropriatefierstnslaled

Deplelon of fuetaood through use In tar-bolters U Use of tar boilers nil be excludedDepleton of fuelvood Srough use In brick bdins Potential problem urless fuelwood proNbiton for lin operaaon enforced

OPERATION & MAINTENANCE PHASE * 9f._

ancreasedeconmcactvity fromeimpl vedaccess T 1 I I aa a a a I| P i cialuerosi- e-o- r dc' t niInduIced deve I a 0 Si aIi S S a .4 _ cl uncertain end beyond predltblywtrnh IIncrease in aIr potbon levels from Increased traffic I I * a 7 * Post-project traffic levels tikely lobe hgh enough for eventual sgnicant

______________________________________________ pact In urban areas~~~~~~~~~~~~~urbaarea|cesinseeetr Increased traffic 1 t X 4 t tl S t: S I I f I S $ t S t t | | tl |Post-pect Ptraic levels ikely lobe high enough for eventual sigNfi cant

______________________________________________ impact In urban areas~~~~~~~~~~~~~~~~~tben reaI ueb nCeSed aetfic i I i I a a a * | A Senerance lkely to be a sigmficant Impact unless al setlements bypassed

Loss of business. comnmmuty isolalon trough Bafflc I Dinersionof long-islance trotric onto bypasses untikety to cause blss ofbusiness

IeWedance ID navigalon due b lw brdge sa!ti I I. a a a a aPossiblbprobtem on al navigable waterways crossng the project area

$q, Vs 0 0~~~~~~~~~~~~~~~~~~~~~~, , No ne. accens created. butf upgradlng foad maymIcrease prices in someIncreased access treats to tradbonal conarseites O. . I ; INO dverse impact foreseen since no new access wil be createdIncreased employent opponLnibes an moad and treeeneficial impact vit respect to b __e_m employ_en_

rice ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~atcarcrty for thre lardess and weomenllnr^s d ds.fetV hazards from kicrased tr."ictt tvef . tHIgher speeds a ndtralficb lels kkety to IncreaSe Seerity of accidents|andspeeds l i i W ! : l l l i I ; e l I I I I__ neleSsdnverbehavourimproves

titYSKA t<ky adverse npact denotes urcintyKS Kay,benefibOaimp~act

Pagc JO

File MATRIX I XLS Pnntedon 2i'2895

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3.3 PRE-CONSTRUCTION IMPACTS

3.3.1 Land Acquisition

Given the actual alignment, the project will have significant land acquisition requirement - estimatedsome 250 ha. The exact amount phvsically needed wvill not be known until completion of detailed designand final choice of alignment. At the time being the amount of land requiring expropriation isconsiderably less than the total land physically required since much of it falls within the formal RoadReserve. Nonetheless. the number of PAHs is likelv to be verv high. It is assumed that the extent ofimpact will be higher than in the Nalka-Hatikamrul-Bonpara New Construction Project due to the muchhigher population density and the fact that the rehabilitated road section traverses built-up areas.

Land acquisition associated with this project would occur in the following instances:

* Widening the existing 5.5 m pavement to 7.4 m with an additional paved non-motorised vehiclelane of 1.5 m on either side, for a total paved width of 1[0.4 m in accordance with RMSS designstandards for a Type B National Road.

• Raising the existing embankment where it is presently inundated by high floods, including afreeboard determined by the hydrologist accordine to the I in 10 yrs flood level.

* Widening the embankment base to accommodate the extra pavement width and additional height.

- Re-aligning the route in certain sections along existing rural roads to give a shorter overall distancebetween Dhaka and Sylhet (saving 34.5 km).

* Bypassing congested areas.

* Railway overpasses.

* Replacing bridges and culverts as necessary.

In case any further land acquisition is required in conjunctioni with the project's Resettlement ActionPlan, together with numbers and location of households affected. reference is made to the respectivedocuments under preparation.

Problems associated with loss of landholding

As for land acquisition and individual losses in those sections xvhere substantial widening. heighteningof embankment and bypasses are foreseen (e.g. sections 115, 109, 114 and 104C) it is anticipated thatonly a relative small portion of the individual's landhcilding is affected. In analogy to Feeder Road Bprojects it is presumed that in those sections which are somewhat comparable about (i.e. 2A and 2B)two-thirds of affected households will lose less than 5% of their holding, about one-third less than 10%and only 1.5% more than 20%. As for the other sections, no data were available yet from the socio-economic survey at the time of this reporting.

3.3.2 Diversion of Services

There is a large requirement for diversion of existing services (the majority electricity and telephone.with some water and gas reticulation) to accommodate road wvidening and embankment raising

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3.3.3 Loss of Roadside Trees

Road widening and embankment, raising will necessitate removal of a large number (>27.000) matureand semi-mature roadside trees. These havc economic, biological. ecofunctional and aestheticsignificance, with a few (banyans: Ficus spp.) having some cultural importance. An inventory of treesrequiring removal is attached at Annex A.

RHD's Arboriculture Unit estimates a possible 9-month duration for official trce enumeration.acquisition of felling permits, auctioning, felling and disposal, and points out that trce enumeration wasa line item in the RRMP2 loan.

3.3.4 Other Impacts

Other potential negative impacts during the pre-construction phase include:

- inducement of uncertainties and stress in roadside residents associated with surveys and thesubsequent land acquisition and compensation procedures;

- stimulation of new construction purely to obtain (fraudulent) compensation.

3.4 CONSTRUCTION IMPACTS

3.4.1 Construction Materials

Tlhe project ,xill have substantial earthworks requirement in the range of 6.2 million m3 (almost entirelyfill materials for embankment), plus some 1.5 million m3 of coarse and fine aggregates for pavementconstruction and concrete. In addition, there is a need for steelwork for the major structures andbitumen for paving.

Fill for the embankments will be supplied by the contractors from outside the Road Reserve. A pre-selection of borrow sites is listed in ANNEX C. Borrow pits alongside the road shall generally beruled out, mainly to protect vulnerable embankments and to avoid unresolved future user conflicts.Sources for fill material could include extended road cuttings, agricultural land, khals, river banks anddredgings. It needs to be investigated to which extent surrounding hill material (near Mirpur and nearNawapara) could be used, last but not least to reduce the amount of crushed bricks and stoneaggregates imported from Dhalai River north of Sylhet (see below).

Invariably, impacts associated with borrow pits will be site-specific and need to be carefully addressedwhen extraction sites are confirmed. The same holds true for disposal of unsuitable waste material inlowland areas exposed to seasonal or chronic flooding.

The total area of borrow pits will depend on the average depth excavated and whether any is sourcedfrom dredging; as an illustration, if the average depth were 5 m, the total borrow would comprise a lossof agricultural production from 100 ha, unless the pit was subsequently used for fisheries.

Associated impacts could include temporary loss of livelihood for tenants and agricultural labourersand land damage from access tracks. Shallow borrows (max. 1.5 m) are likely to have less or nopermanent effect on cropping since soils are deep and uniform, and the reduced field levels mightslightly improve irrigation water availability in some locations. The disadvantage of shallow borrows.

Pagc 12


however, is that a much larger number of land will be affected, including more complicated and lengthynegotiations with land owners. Apart from that, flish floods and other erosive processes may causefurther undesired development in the shallow borrow area, rendering them less suitable for crop culture.

Fine aggregate in the form of sand is generally readily available from floodplain deposits and riverchannels. Wherever possible, dredging is recommended as extraction method which most likely willcause the least environmental impacts.

For economic considerations, coarse aggregates used in this project will include both crushed brick andcrushed stone. Brick wvill be used for sub-grade, and crushed stone for sub-base and base. Bricks willbe sourced locally, creating employment, but with potential negative impacts due to the illegal use ofwood as fuel. Unless strict controls are exerted during the contractor's supervision the widespread illicituse of timber in brick kilns will accrue the already critical deplction of forest resources, particularly inthe nearby border area with India where uncontrolled. cutting and smuggling of timber into Bangladeshis causing major environmental hazards. The following table illustrates the likely impact of brickmaking assuming that 50% of the required aggregates (total 1.5 million m 3 ) Will crushed brick.

Tab. 3.3: Potential Impacts Caused by Brick Making

Production Fuel Source required forSource of Fuel Unit (kg) Output 750.000 m3 aggregates

Timber 60 to 75 1 m3 45 million to 56.25 million m3

equivalent to approximately12 to 14 million mature trees

Coal 25 to 30 1 ni3 12.5 million to 15 million m3

equivalent to approximately11.000 to 15.000 m3 NO and SO, emissions

Even when coal is used as prescribed by Government Regulations for firing the kilns, the land used forbrick making will be largely unsuitable for future agricultural uses. In addition, air pollution from coalfiring kilns may cause locally substantial interference with public health and traffic safetv. At present.no data for emissions from coal-fired brick kilns are available.

As for stone aggregates the main source is likely to be the quarry is at Bholaganj (Jaflong) on thealluvial fan of the Dhalai River north of Sylhet. By extracting additional material from these quarries.the project %xill accumulatively contribute to adverse environmental and other impacts associated wviththe ongoing activities, being (i) increase of fine siltation, (ii) change of current pattern and increase ofriver current, (iii) increased downstream bank- erosion, and (iv) border and user conflicts.

3.4.2 Construction Traffic

The project is large, and will temporarily generate large volumes of heavv traffic. In addition to noiseand dust, this traffic could create or exacerbate safety hazards, and could seriously damage feederroads if used by heavy vehicles.

Transport of embankment fill materials and brick will be by truck, unless distances are verv short (upto 200 m), in which case labourers with head pans or other local transport means might be used. Thereis a potential for severe damage to any district or feeder roads used by haul trucks since these are notdesigned or built to carry heavy traffic.

Pagc 13


Transport of coarse aggregates is likely to involve both river and road transport, with trans-shipmentbeing carried out at the nearest site convenient to the works.

3.4.3 Employment

It is assumed that the labour force employed will be fairly large. probably at peak construction timCssome 24,000 - 36,000 spread between the six contractors. This large amount of temporary employmentmav causc several impacts and social conflicts. Major labour camps are anticipated to be located atbypass construction sites, such as Madhabdhi (#101), Nowapara (#109). Shaistaganj (#114) andBahubal (#1 15).

Anticipated adverse impacts of low to moderate magnitude caused .b. tbis labour force concentrationwould include

sanitation problems and pollutiondrinking water shortageincreased pressure on local markets and food supplyincreased insecurity and social imbalance in among the local residents

* increased crime rate* friction and individual conflicts

Additional employment of skilled wNill be created in the suppliers' industries (steel, cement, bitumenetc.), and in services.

3.4.4 Other Impacts

Other low or possibly moderately significant short-term, localised and/or reversible impacts associatedwith the construction phase have been identified as:

e increased pressure on local services;

* fuelwood depletion;* loss of income, fuel and construction wood from roadside trees:

increased fishing efforts at culverts, and impeded fish migration;

increase of stagnant wvater areas being potential breeding places for waterborne disease vectors:temporary land take for camps, stores, diversions;land unsuitability on at contractor's sites if not properly cleared/restored after use,interruption to navigation during bridge construction;relocation of some cultural assets;interference with schools (noise, accident risks, air pollution);

* air and soil pollution from asphalt plants and use of bitumen.

All these impacts are prior to mitigation. It is assumed that all of the above mentioned impacts are ofsuch nature that they can be controlled to an acceptably low level through the adoption of suitablemitigation measures outlined in this document. Residual impacts (see Section 3.7) are expected to belowv in most cases, providing that the proposed mitigation measures are fully adopted.

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Dhaka - Sylhet Road Project Enivironrnentat Management Plan

3.5 POST-CONSTRUCTION LMPACTS

3.5.1 Accidents

*The increased width and, in particular. the smoother surface of the ncew road .ill encourage highcrspeeds. In addition, the embankment will be higher. Thus. * hcn accidents do occur. a proportion w-illbe more severe than at present.

Upgrading the road through approximatcly 140 settlements or bazaars will also increase accidentrisk, especially to pedestrians. In Dhaka pedestrians accounted for two-thirds of all reported roadaccident fatalities in 1996 (195 out of 308). and are thought to have a high involvement ratc in ruralareas as well (National Road Safety Council 1997). Unless driver behaviour changes radically. overthe long term accident frequency on the road wvill increase in line with increasing traffic levels (around 8% p.a.) and expanding roadside development.

3.5.2 Air Pollution

More important in the long terrn will be the impact of vehicle emissions on air quality in congestedareas. The pollutants of most immediate concern are lead, which has yet to be phased out inBangladesh, smoke (from excessive oil in twvo-stroke engine fuzl mixtures and unburnt diesel), and verysmall-diameter airborne particulates from diesel engines which carry carcinogenic compounds.

Although air quality is becoming a major pollution issues in urban areas in Bangladesh, there are fewreliable data, and virtually none on air qualitv pararneters for non-urban areas. The onl physicalmeasurements obtained by this study wvere carried out recently along the Dhaka-Chittagong Road aspart of an EIA study for a new power station at Meghnaghat (Mott Ewbank Preece et al. 1996).Ambient air quality monitoring for sulphur dioxide and nitrogen dioxide at 8 locations, almost all either30-50 m from the main road or in small villages wvith "very little traffic", recorded levels of these twopollutants generally well wvithin permissible limits (Table 3.4).

Table 3.4 Results of Ambient Air Quality Monitoring on Dhaka - Chittagong Highway

Pollutant Averaging Ambient Concentration Bangladesh World Bank GuidelinePeriod (gWm3) Standards (Wg/m3) (4grm3)

NO2 annual 12 - 19' 10024 hour 11228 hour 1563 80 (NOJ

1 hour 2854 400 (200 not to be cxceeded >7 timeslvr)

SO2 annual 27 -41' 80 (annual median)24 hour 2422 250 not to be exceeded > 7

times/yr8 hour 3363 801 hour 6154

Notes: 1. Estimated from 3-month monitoring study2. Ratio of 24 hour to annual average is approximately 5.9 during stable conditions3. Ratio of 8 hour to annual average is approximately 8.2 during stable conditions4. Ratio of I hour to annual average is approximately 15 during stablc conditions5. Source: DOE Environmental Quality Standards

Source: Mott Ewbank Preece et al. ( 1996): Table 5.8

Page I S


These data are not thought to represent actual exposure conditions for road travellers or roadsideresidents due to the distance of the sampling locations from the road. In manv locations it is obviousthat air quality experienced by roadside residents and shopkeepers is unacceptable and a probablehealth risk. At the same time, these risks must be placed in perspective. the context being the numerousother health hazards experienced by the public in Bangladesh.

Control of vehicle emissions is a complex sectoral issue which must be based on hard data. and %%hichrequires action at national levcl on a wide variety of inter-related issues such as fuel and engine type.vehicle maintenance standards. education, taxation and enforcement.

3.5.3 Increased Economic Activity and Induced Development

The road is likely to result in increased economic activity - and indeed is intended to. However. oneconsequence of the improved access is likely to be accelerated unplanned roadside devclopment in someareas, since building controls in Bangladesh are weak and easy to circumvent.

One obvious location for such development is Sherpur on the Kushiyara River, a strategic inlandwaterway. As noted in the FAP 6 Water Transport Study (SNC et al. 1993), Sherpur could become agrowth centre due to the juncture of main road and waterway.

3.6 IMPACTS WHICH ARE UNLIKELY TO OCCUR IF PROPERLY MiTIGATED

3.6.1 Impacts on Hydrology

The present assumption forvarded by the Consultant's EIA Expert is that this project is consideredunlikely to have significant negative effects on hydrology, since, except for the 15.5 km of newbypasses, it follows existing alignments.

Raising the existing embankments will increase the tendency of the road to act as a dam in extremefloods. This has been taken into account in the design of the new bridges and culverts, which will havea larger xvaterway area than the present drainage structures (Table 4.4).

Erosion of lands, adjacent to the road and belowv the road bed, receiving concentrated runoff from opendrains from nearby hill chains may be relevant for some sections of the Dhaka-Sylhet road. It needs tobe stressed out that additional information may be needed to mitigate ponding between the (existinglow) road embankment and the adjacent foot hill area within the Section betwveen Mirpur Bazaar (CH151+3) and Chota Barak River (CH 179). Under unfavourable flood and wveather conditions theadditional raising of the embankment in the respective section may lead, in spite of insertion of culverts,to backponding within the village sections entrapped between the new (raised) embankment and thenearby hill chain.

3.6.2 Impacts on Biological Resources: Wetlands, Fisheries, Forests

The project is expected to have no significant direct effects on biological resources - wetlands. fishmigration, foresis - although in some locations there will be minor losses to fisheries due to the partialor complete filling in of some roadside ponds (previous borrow pits). Howvever. this loss could bepartially or completely offset by the potential for fish culture in the project's borrow pits as designed inthis EMP. Fish migration may be marginally improved due to the improved cross-flows possible afterreplacement and enlargement of the culverts and bridges (Table 4.4).

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Dhaka - Sylhet Road Project Ehvironmental Management Plan

It is probable that fish resources will be subject to increased harvesting pressure during receding floodswhen intensive netting is done by most fishermen at culvert sites where fish tcnd to concentrate.

The approved alignment is a considerable distance from either of the two hoor (wetland) areasidentified bv Flood Action Plan (FAP-6) surveys as bcing of international importancc undcr RamsarConvention criteria, Hail Haor and Kawadighi Haor (see SNC et al. 1995). and will not affect them.The project does not cross significant forest areas.

Betwveen Jagadishpur and Shaistaganj the currently approved alignmcnt affects a very small area ofplantation (eucalyptus, rubber and teak) and highly degradcd natural forest. Land take here for theroad's only cuttings will not be significant either ecologically or economicall-.

3.6.3 Impacts Unlikely to be Caused by the Project

Depending on where and how they are built, roads are commonily associated with a long list of negativedirect and indirect effects. The Dhaka-Sylhet Road F'roject is considered unlikely to cause anv of theimpacts or accelerate any of the processes listed in Table 3.5.

Table 3.5 Impacts which are Unlikely to Occur as El Result of the Dhaka-Sylhet Road Project

Direct

* Major increase in sediment in streams affected by erosion at construction sites and fresh road cuts.fills and waste dumps: almost no cuttings on route; embankment fills will be vegetated.

* Major landslides, slumps, slips and other mass movements in road cuts: the planned road does nottraverse hilly terrain, although it passes nearby in some sections.

M Alteration of overland drainage (where road cuts intcrcept perched water tables, springs. etc.): notrelevant - road does not traverse hilly terrain.

* Destruction or damage to terrestrial wildlife, habitats, biological resources or ecosystems thatshould be preserved: none traversed by road.

* Alteration of hydrological regimes of wvetlands by causeways with harmful effects on theseecosystems: road follows existing alignments across floodplains.

* Interruption of migratory routes for wvildlife and livestock: not relevant.

* Increased collisions with wild animals: not releva-nt - large mammals are extinct in the area.

* Transmission of communicable diseases from workers to local populations and vice versa: a goodportion of workers will be local; STD's from prostitution around camps are a special case.

* Creation of temporary breeding habitats for mosquito vectors of disease. e.g., sunny. stagnant poolsof water: many exist already.

* Creation of transmission corridor for diseases. pests and weeds: road already exists.

Palge 1 7

Dhaka - Sylhet Road Project Environmcntal Management Plan

Indirect

* Unplanned or illegal timber cutting: minimal natural timber resources in area; precautions requiredto control the use of timber illegally used for brick manufacturing.

* Unplanned or illegal land clearing: all land is already utilised or clearly owned and managed.

* Long-term or semi-permanent destruction of soils in cleared areas not suited for agriculture: nonew areas to be cleared.

* Unplanned development and illegal invasion of homelands of indigenous peoples by squatters andpoachers causing serious social and economic disruption: not relevant.

. Destruction of or damage to terrestrial wildlife habitats, biological resources or ecosystems thatshould be preserved, by induced development: these areas are already under extreme pressure.

Source: Consultant's assessment; checklist derived from World Bank's Environmental AssessmentSourcebook (World Bank 1991b).

3.7 RESIDUAL IMPACTS

Among the positive and negative long-term impacts of residual nature the following have beenidentified:

- Uncertainties with Land Acquisition: Adoption of the policies and the principles set out abovewill go a long way towards minimisation of impact, but is not expected to provide totalmitigation, and there will probably be some residual adverse impact for most affectedhouseholds, especially those who need to move house or substantially rebuild the remains ofhousing.

-Uncertainty remains to which extent the borrow pit rehabilitation proposal will meet fullsupport by the implementing agencies Provided that the mitigation measures outlined above areimplemented, residual impact is considered to be low. If no satisfactory solution to reshape andreinstate the large and deep borrow areas into productive agricultural (aquacultural) land.environmental, socio-economic and public health aspects wNill remain a subject of majorconcem.

Improvement in living conditions is very likely in some towns and villages due to constructionof bypasses, or by sympathetic road design through built-up areas;

Further benefits may be accrued from a revised management of roadside tree plantations toinclude ownership by or benefit sharing with local communities and user groups; The proposedplanting programme should result in a significant increase in the number of trees along theproject roads, to the benefit of all roadside communities. It w&ill also make a significantcontribution to local employment opportunities for the poor, the destitute and women.

the larger, faster road will make living conditions worse in some places, in particular byincreasing communitv severance, the creation or intensifying of a physical and psychologicalbarrier between two halves of some 140 communities;

an expected increase in air pollution and noise in areas which remain or becomc congested astraffic levels increase.

Page 18


4. ENVIRONMENTAL MANAGEMENT AND MITIGATION PLAN

4.1 PURPOSE AND CONTENTS OF THE P]LAN

The project's overall environmental strategy has the following main components:

> Impact avoidance: changing project location, design and construction methods to avoid impacts

> Impact minimisation: where impacts cannot be avoided. implementing mitigation measures toreduce the impacts to acceptable levels.

= Compensation: where impacts cannot be avoided or sufficiently mitigated, arranging compensation.for example cash and other services for people affected by land take; extensive roadsidc treeplanting to replace lost trees.

E Enhancement: measures which at little cost to the project give appreciable social or developmentalbenefits, e.g. the provision of bus stops and institutional strengthening.

The Environmental Management Plan has been elaborated in the highlight of the different projectphases - design, construction and post-construction. Table 4.1 sumrnarises the main activities describedin the remainder of this Section.

Table 4.1 Environmental Management Activities by Projecit Phase

PHASE ACTIVITY

Pre-Construction * Environmental impaict assessment.i Development of an E.nvironmental Management Plan (this report).

Preparation of detailed designis which give due consideration to impactavoidance and minirnisation, and benefit enhancement.

* Inclusion in the tender and construction contract documentationconditions and specifications which minimise and allow control overimpacts arising from construction activities.

* Preparation of a Resettlement Action Plan (RAP), to be implementedduring acquisition of land and property needed to accommodate theworks.

Construction * Control of the contractors' operations through application of thecontract provisions (compliance monitoring and enforcement).

* Roadside tree planting.* Borrow pit rehabilitation.

Post-Construction * - Management of roadside plantations.

* Management of modified borrow pits for fish culture.

Related and Optional * Institutional development.Activities * Road maintenance.

* Road safety programme.* Roadside development control.* Fisheries extension.* Effects monitoring.

Pagc 19


4.2 MANAGEMENT & MITIGATION MEASURES DURINGPRE-CONSTRUCTION PHASE

4.2.1 Mitigation Measures Relating to Land Acquisition

Impacts which are likely to be of considerably less importance but need to be observed, last but notleast because of lessons leamed in the past and/or other RRMP2 and RRMP3 projects refer to theinducement of uncertainties amongst the local population, regarding such matters as w-hether or notland and other assets will be subject to compulsory purchase by government. the extent to which the%will be affected, the form and adequacy of compensation arrangements. and the date by w%hich affectedland and property will have to be vacated. all of which disturb family life and can promote socialunrest: the consequences of the latter being directed larglyv towards the officials involved in theacquisition process and contributing to making the process more difficult and time-consuming.

Another typical problem associated with land acquisition is the stimulation of new construction solelywith the aim of fraudulently obtaining compensation, which commonly has the effect of reducingcompensation payments to those with genuine entitlement, either on this project or indirectly on others.as a result of constraints on the available budget.

For both problems, the mitigation measures would include:

(i) Minimise the area of land needed in connection with the works, as acceptable to designstandards.

(ii) Raising the embankment to heights less than the I to 10 yrs flood level, i.e. accepting certainrisks that this national highway to be flooded for certain periods.

(iii) Timely announcement of land acquisition, and accurate and relevant information promulgatedthrough the NGO appointed by RHD, in close co-operation with the local authorities

(iv) Timely, accurate and published documentation (photo, video) of existing settlements andassets which will be affected by land acquisition and/or construction w orks. Suchdocumentation will be used to refute any fraudulent compensation claims. Provided that theexistence of the visual record is publicised by both the NGO and local authorities, and it ismade clear that fraudulent claims will not be entertained by the authorities, and may beconsidered as grounds for legal action, it is expected that the incidence of such claims willbe low.

Mitigating problems incurring to smallest landholders and sharecroppers

The high level of agricultural landholding fragmentation over many sections in the Dhaka-Sylhet road isexpected to result in land acquisition having only marginal effects on all but the smallest landholders.sharecroppers and the relatively few people who rent agricultural land. The incomes of mostagricultural labourers are also unlikely to be affected significantly, partly as a result of fragmentationof the holdings on which they work, and partly because labour is normallv draun as needed from alarge floating pool of workers, and few labourers have permanent relationships with specific parcels ofland. In addition, many agricultural labourers derive a large part of their income from work outsideagriculture.

As for mitigation measures, payment of compensation for acquired land and other assets is expected toreduce the financial effects on PAHs to an acceptably low level, provided that the compensation paidtruly reflects the financial losses incurred, whether these relate to wealth (in the form of asset loss) or

Page 20


income, or subsistence. Support to PAHs, in various forms, will be provided under the RRMP3 RAPprogramme, which will include elements relating to families, individuals and groups who are bothdirectly and indirectly affected by the land acquisition process. The plan. which is currently underpreparation, shall be designed to make specific provision for identifving and supporting vulnerablegroups, including women, the poor, the destitute and the landless.

Resettlement and provision of income-generating opportunities for PAP's

Resettlement issues, closely related to land acquisition, are not dealt with in this rcport. however thereis a linkage between environmental considerations, choice of alignmcnt altemativcs whcre applicableand, consequently, the number of PAPs. infrastructure and services that are affected. Accordingly, thcreis vast need for co-ordinating the management and mitigation measures, not onlv in terms ofcompensation but also in view of developing temporary and long-term income-generating opportunitiesand structures that could be associated with this project. Prime candidates for the latter are

- Social Forestry Schemes

- Development of integrated aquaculture schemes in rehabilitated borrow pits

as described in separate sections of this document.

4.2.2 Alignment Design

Alignment design measures adopted on this project to avoid and minimise environmental impacts andsocial disruption include:

* Following existing roads rather than creating new alignmentsMinimising land acquisitionNot raising embankment height through some built-up areas

. Bypasses* Widening one side only where feasible* Avoiding interference with cultural heritage assets

(i) Following existing roads rather than creating new alignments

The final route for detailed design between I)haka and Sylhet was approved by RHD inOctober 1997, and follows existing roads throughout. Of the 221.5 km between the project'sstart and end points, 154.9 km (70 %) is along the existing busy main road, although theremaining 66.6 km (30 %) follows much smaller and quieter district roads.

(ii) Minimising land acquisition

RHD owns the land under and to a varying extent on both sides of the existing main road.although not the land under the district roads. As far as possible - given geometric constraints -the widening works have been contained within RMD's ownership boundaries where these couldbe confirmed from road reserve maps or other records.

Page 2 1


(iii) Not raising embankment height through some built-up areas

One of the road design criteria is improved protection against flooding, necessitating raising ofthe embankment in most locations. In many built-up areas raising the grade to these new levelswould result in an unworkable situation with the road one or morc metrcs above the roadsideshops and houses, causing a safety hazard and drainage nuisance and exacerbating noise andair pollution. The design team's solution to this potentially serious impact was to retainexisting grades through some settlements which would othenvise have been affected.

Note:This issue has still to be resolved as it require to decide between trade-offs, i.e.

retaining the standard FL height throughout Dhaka-Sylhet highwvay not to allow temporary flooding,or

accept to certain degree flooding where the embankment would be lowered in densely populated arcaswhere villages/bazaars are transgressed.

It therefore remains to decide upon a revised alignment in certain sections.

(iv) Bypasses

The road passes through some 148 settlements of varying sizes Some of these are heavilvbuilt-up and congested, either on market days or throughout the week. To minimise socialdisruption, reduce compensation and resettlement costs, and for safety reasons, the busiest ofthese areas are to be bypassed. The total length of bypass is 17.7 km (Table 4.2).

Table 4.2 Schedule of Bypasses

Locality Road Section Length of BvpassMadhabdi . 101 Junction of Dhaka-Sylhet Road -Narsingdi Junction 1.4 km

.................... ............................................................................................................. ;Nowapara Bazaar 109 Jagadishpur Junction -Nasratpur Junction 2.6 km

---4 ........................................................ I........................................................................Shaistaganj . 114 Nasratpur Junction - Shaistaganj Junction 5.8 km.......................................................................................................................... ........................................ ........... ...........................................

Mirpur Bazaar 115 Mirpur Junction - Auskandi Junction 1.5 km.............................................................. ............. .................................................................................................................

Bahubal .115 Mirpur Junction - Auskandi Junction 3.4 kmDebpara 115 Mirpur Junction - Auskandi Junction 2.0 km

......... .............................. ...........................................................................................................................................................................Auskandi . 115 Mirpur Junction - Auskandi Junction 1.0 km

:

Source: Consultant

(v) Widening one side only where feasible

Road widening can be carried out on one side of the road. or on both sides equally. In theonrwidening on only one side of the road gives environmental benefits by reducing the number ofhouseholds affected and allowing retention of the trees on the unaffected side. The same holdstrue for sparing a considerable number of trees of both economic and ecological significance

Pagc 22


However, in practice, the centre line of the widenecl road is largely controlled by the manyexisting bridges which are to be retained, and at which the new centre line has to match the oldin order to avoid unsafe road geometry. In acldition, in many locations central widening can becarried out without the need for formal land acquisition by RHD, since the toes of the widencdembankment remain within the-road reserve. This is not the case with onc-side w idcning.

These over-riding practical considerations nzcessitated adoption of ccntral widening as thebasic design philosophy, but with a flexible approach allowing widening on one sidc where thisis practicable.

4.2.3 Safety

In terms of road hierarchy and function, the Dhaka-Sylhet Road is a primary distributor. but has man,facilities located along its length and also serves social purposes, e.g. as market and meeting place.During severe flood conditions the highway is likely to serve as refuge, with temporary settlement ofpoor people at the crest of the road.

The Dhaka-Sylhet road, like many other highways in Banglaclesh, suffers from a major but commonconflict betwveen mobility - movement along the road - and local access. This conflict has implicationsfor road safety, and can only be partially resolved by engineerirng measures at reasonable cost. In somecases design features will only provide full safety benefits when combined with changes in driverbehaviour; for example, priority junctions and bus lay-bys need to be properly used.

The most important safety-related features incorporated in the engineering design (l) are:

Improved road geometryImproved junction layout

* Segregation of rickshaws* Provision for pedestrians

* Modified road designs in built-up areas* Bypasses* Bus stops• Traffic signs and road markings* Railway overpasses

(i) Improved road geometry

- At present both the horizontal and vertical geometry of the road are sub-standard in somelocations, particularly where tight curves and steep bridge approaches combine to -createhazardous conditions. The project will remove these hazards, and will also improve sight linesand provide superelevation on bends where needed.

(ii) Improved junction layout

The new road will include a number of major and minor road junctions. Additional junctionswill be created due to the construction of bypasses. Each junction has been purpose-designedas a priority intersection to permit safe traffic access and i. -raction, including staggering(offsetting) of cross-roads where feasible and widening to allow protected turns.

1) A goGd review is Towardns Safer Roads in Develosping Countries: a Guide for Planners and Enigineers (TRL 1991).

Page 23


(iii) Segregation of rickshaws

The existing road is too narrow to permit passage of two large vehicles at speed when there is arickshaw on the carriageway. This is highly dangerous. RickshawNs will be in use on surfacedurban and rural roads in Bangladesh into the foreseeable future '2 In responsc, the project'sapproved carriageway design (RMSS Type B) includes 1.5 m sealed rickshaw lanes on eitherside of the 7.4 m, two-lane central carriageway. Thcsc lanes will remove rickshaw-s (but not 3-wheeled auto-rickshawvs ("baby taxis") from the central traffic lanes on the fast. open strctchesof the highwav between built-up areas, permitting two buses or trucks to pass in oppositedirections or overtake without being obstructed by rickshaws. '3

The rickshaw lanes will be continued over the new road's culverts. which will be extended asnecessary. However, despite the Consultant's recommendation, they will not be continued overthe road bridges since, firstly, the 35 existing bridges which wvill be retaincd are too narroxwand secondly because the project has been directed to design the 59 new" arid replacementbridges in accordance with current RHD standards which do not allow for rickshawk lanes, andinstead have a narrow (1200 mm) raised footway on each side.

For safety reasons it would be preferable to avoid building-in these long-term constrictions. Itremains our recommendation that bridge decks should be sufficientlv wide to carry the maincarriageway and the rickshaw lanes (10.4 m plus any clearances), together wvith provision forpedestrians (see below). The preferred design solution would be to place the pedestrianfootway outside the main bridge deck to give physical separation betwveen road traffic andvulnerable pedestrians and livestock.

(iv) Provisionforpedestrians

For longitudinal movement, the embankment cross-section provides an 1.8 m wide strip ofshoulder doxvn each side which can be used by pedestrians. All replacement bridges will have apedestrian footway on each side, although in accordance with RHD standards these are narrow(1200 nmm), unguarded, and provide no physical separation between high-speed traffic (e.g.buses at around 100 kmlhr) and persons on foot (see above). This is dangerous andintimidating.

For transverse movement, as yet no decision has been taken on specific engineering features toassist pedestrians in crossing the road at grade. In rural areas sight lines will be good and safecrossing a matter of pedestrian judgement. In built-up areas, it can be observed that anypedestrian crossings wvhich are established by road markings are completely ignored by bothdrivers and pedestrians. A useful physical feature would be pedestrian refuges betweenopposing traffic streams, but at present the road design for built-up areas does not includecentral barriers in wvhich to place refuges. Decisions on these small but important designelements can still be taken during project implementation.

Grade separation may be possible in some locations by providing a berm under bridges or inculverts to allow drv-season pedestrian and livestock access through the embankment under theroad. Again, decisions can be made on a site-specific basis during project implementation.

42) See The Rickshaws of Bangladesh (Gallagher 1992) for an introduction to the rickshaw ectonom% and ultur,

03) Improved stretches of the Dhaka - Arichd road demonstrate the benefits of rickshda lanes.

') The 4 bridges under construction by BIMP2 (included in the 35 -extsing') have, been destgned s) that thefootwdys can be removed to create rickshaw lanes. with pedestrians catered fhr yv cdntileverang fnotwivyoutside the main truss.

P;igc 24

Dhaka - Sylhet Road Project Environmental MaCnagement Plan

(v) Modified road designs in built-up areas

In built-up areas the rickshaw lane will be widened from 1.5 m to 2.7 m to give an increascdallowance for non-motorised vehicles.

Countermeasures against increased traffic speeds through built-up areas could include w%arningsigns, rumble strips, and road humps and road narrclwing. No decision on implementation ofthese measures has been taken at present, given the large number of villages/bazaars w%hich thisnational highwav still traverses after rehabilitation and. new alignment will be completed. In thiscontext it needs to be noted that bumps and rumble strips are often a matter of conflicts onnational highways as villagers tend to construct these speed limiting devices on their owndiscretion after fatal accidents occur. Governrent (RHD) efforts to remove these unauthorisedand poorly marked structures are commonly met with disapproval by the local communities.

(vi) Bypasses

Six bypasses wvill be built - see Section 3.2.2 and Table 3.2 above. Access points to the newbypasses will be limited, to discourage use by local trafic.

(vii) Bus stops

At present buses stop on the main carriageway to pick up passengers. This obstructs thehighway and is a safety hazard. The project includes provision for bus stops to be built asrequired, comprising a lay-by with single or rnultiple bus bays and a bus shelter. Bus stopswill be located after rather than before intersections to maintain intersection visibilitv toapproaching traffic. The lay-bys will give a physical opportunity for safer bus operation. but,as noted, their benefits will only be felt if drivers can be persuaded to use them, a matter ofeducation and enforcement.

(viii) Traffic signs and road markings

The project includes provision for both traffic signs aund road markings. Signs will includekilometre posts and advance waming of bridges, junctions and other potential hazards.Markings will comprise centre and edge lines on the main road and stop lines at junctions.Delineators (marker posts) will be used on the outside of curves.

For improved safety at night, all signs and markings wvill be reflectorised, including reflectiveplates on bridges and other hazards.

(ix) Railway overpasses

The road crosses railway lines at grade in five locations, four of which are single-track mainlines and one a single-track local line. At present some of these crossings are unguarded.These grade crossings will be replaced with overpasses which will improve safety for cars.trucks and buses. Rickshaws and baby taxis tend to have difficulty negotiating inclines (uphill:inadequate power; downhill: excessive speed resulting in stabilitv and braking problems), andare likely to continue to use the old crossings at grade. The design should therefore takerehabilitation, where necessary, of separate level crossings for rickshaws etc. into account.

Page 25


4.2.4 Hydrology

The road design includes numerous features to accomnmodate various aspects of hvdrology:

* Prevention of overtopping* Prevention of saturation of formation* CrQss-drainage* Protection against scour* Wave protection

(i) Prevention of overtopping

As mentioned in Section 3.2 (see Tab. 3.2) the existing Dhaka-Sylhct road is subject toovertopping in some locations in extreme floods. The new road grade has been set in relationto a theoretical I in 10-year flood based on probability analysis of extreme events from gaugingstations ("High Flood Level"). As confirmned by available data and discussions with localresidents, this level is generally slightly above the 1987 flood and below that of 1988.

Once embankment height is adjusted to the required level the road will be safe againstovertopping by a much more severe flood, since the Finished Road Level (crown) has been setwell above the 1 in 10 year flood level to protect against capillaritv and wave action (scebelow).

(ii) Prevention of saturation offormation

The road formation (sub-grade, sub-base, base and pavement) is a major investment, but wvilllose strength and may suffer from damage if sufficiently wvetted. Water can penetrate theembankment and affect the formation through capillarity and as a result of wave run-up. Toprevent this, the Finished Road Level has been set 1.5 m above the High Flood Level. Thisdecision, however, is subject to the trade-off in some sections with other set-backs related to theclose vicinity of built-up areas, bazaars, houses etc., all in level vith the louer embankment(see Box, p. 22).

(iii) Cross-drainage

The road includes many cross-drainage structures of three basic types: pipe culverts. boxculverts and bridges. Of the 372 structures on the approved alignment, some 250 requirereplacement (Table 4.3). The remainder are in fair to good condition and of adequate width.and wvill be repaired and/or extended as necessary (some of the culverts will require extensionsbecause of the widened embankment).

Table 4.3 Number and Type of Structures Requiring Replacement

Structure Type Existing Replace

Bridge 94 60

Box Culvert 224 140

Pipe Culvert 54 50

Total 372 250

Source: Consultant's estimates

Page 26


As noted in Chapter 3.2, raising the embankments will increase the tendency of the road to actas a dam in extreme floods. In designing replacement structures the need for generousprovision for cross-flows is paramount. Tle new bridges and culverts will have a largeraggregate waterway area than the present cross-drainage structures (Table 4.5).

(iv) Protection against scour

Scour is a major hazard to bridges and drainage structures in Bangladesh ovwing to the abscnceof strong materials in riverbeds. In addition to the construction of foundations of adcquatcdepth, all replacement bridge openings have been designed so as to limit water velocitics to 0. m/s, or under exceptional circumstances a maximum of 0.8 ni/s. and will be protected againstscour by rip-rap.In specific, road design will select where necessary among the following types of protectiveworks (Tab. 4.4)

Table 4.4 Types of Protective Measures against Scour Problems

Protection Situation Description of Protective Countermeasures..................................................................... ....... ..................... .................................................... .....................

Approaches Brick rip-rap strengthened by reinforced concrete beamswith a concrete cut-off wall at toe

Abutments Mattresses and gabions.......................................................................... ................................... ..............................................Wingwalls (Bridges) Reinforced concrete toe-wall together with brick rip-rap

strengthened b.y reinforced concrete beams.............................. ......................... .............................................................................................................

Aprons (Bridges) Mattresses with gabions to act as cut-offs both upstreamand downstreaim

WingwalIs (Culverts) Mattresses with gabions to act as cut-offs both upstreamand downstream

*..ros.(....erts) Reinforced concrete aprons with inte ral cut-offsCollapsed River Embankment Gunny bags tc; re-build the slope together with mattresses

to provide a flexible protective structure

Source: Consultant; Hydrological Feasibility Update Report, Feb. 1998

Water velocities safe against scour of fine materials (typically less than 0.8 m/s) pose nodifficulty for fish passage.

Table 4.5 Existing and Planned Total Waterway Openings by Road Section

Total Existing Total Planned PercentageRoad Section Opening Opening Increase

(m2) (m 2) (%)

101 Junction of Dhaka-Sylhet Road - Narsingdi Jct. 1198 1257 449

102 Narsingdi Junction - Bhairab (Ferry Ghat) 7140 7229 1.2

103 Ashuganj (Ferry Ghat) - Brahmanbaria Junction 1135 1145 0.9

104A Brahmanbaria Junction - Jagadishpur Jct. 4573 4666 2.0

109 Jagadishpur Junction - Nasratpur Junction 753 960 27.4

114 Nasratpur Junction - Shaistaganj Junction 44 82 87.6

104C Shaistaganj Junction -Mirpur Junction 1314 1932 47.0

115 Mirpur Junction - Auskandi Junction 3142 3708 18

112 Auskandi Junction - Sherpur Bridge 490 498 1.8

108 Sherpur Bridge - Sylhet 2992 3096 3.5

Source: Consultant's estimates

Pagc 27

Dhaka - Syihet Road Project Environmental Management Plan

(v) Wave protection

In some areas the road embankment will be subject to erosion from wave action. The designincludes two responses:

- a minimum increase in embankment height of 750 mm to allo%x for wave height andslop (run-up), based on a 10 km fetch over open water 2 m deep.

- inclusion of a variety of hard and soft slope protection measurcs in the TechnlicalSpecifications and Bill of Quantities. Thesc will bc installed as required. The basicprotection will be a full, vigorous grass cover. Further studies and/or comparison withother RRMP-3 design solutions will be made to idcntifv grass species that have provenprotective properties. Where neccssarv, wave protection mcasures will also includerip-rap or concrete block protection. In extreme cases, and based on detailed fieldsurvey, provision of an additional berm might bc considered.

In addition, the roadside tree planting programme which will bc carried out after constructionwill allow the establishment of purpose-designed erosion control plantings should these benecessary or have other benefits. As for plant species selection and their specificproperties/functions and usefulness in embankmnent protection, reference is made to the otherRRMP-3 Project being the "Nalka-Hatikamrul-Bonpara New Road Construction".

4.2.5 Seismicity

Since the project lies in a seismically moderately active area. an appropriate factor of reasonable safetyagainst seismic acceleration has been incorporated in the design of all structures.

4.2.6 Navigation

The road crosses numerous rivers, streams and canals (khal) used by boats during part or all of theyear. Where bridges are to be replaced b) the project, appropriate navigational clearances for countryboats (1) have been determined by:

* Field survey• Consultation with competent authority* Consultation with boat owvners' organisations

(i) Field survey

At this stage, no navigation traffic counts on the waterways crossed by the project havc beenconducted.

According to RRA and surveys conducted by the sociological team, villagers in Banti, Barpa.Golakandail (all located in Section #101), Protom Pasha (Section #108), Jagidashpur (Section#109), Hamid Nagar (Section #115), and Andhiura (Section #104A) claimed that there iscurrently at least one bridge too low and the navigation of country boats during monsoon ishampered.

See Jansen el at. (1989) dnd National Oceanographic and Maritime Institute (['94) for an introdu,tion t),

Bangladesh's country boat economy and culture. SeeSNC ct al. (1993) for a survey Of water trdn.p,rrt in Use northrasL

PaIge 2X


All bridges and culverts scheduled to be replaced bv the project have been inspected in the fieldto assess the need for inclusion of navigational clearance. In some locations clearances arecontrolled by nearby railway bridges. However, 27 watervavs were considered in need ofnavigational allowances. the amount of clearance depending on the typc and size of boat traffic(see Tab. 4.6).

In smaller channels a minimum clearance of 1.5 m above flood level will provide for passage oftraditional fishing and country boats.

(ii) Consultation with boat owners' organisations

The interests of the non-formal inland water transport owners and operators are looked after byhvo parallel organisations with the same staff, one registered as an NGO and the other as acommercial organisation. These are the Bangladesh Country Boat Owners' Association(BCBOA) and the Bangladesh Engine Boat Oners' ASsociation (BEBOA).

Senior officers of these organisations recommended that, in the absence of other information, ablanket approach of a 3.00 m clearance from high water levels on channels used by countr-boats should be sufficient to provide for the largest boats wNhcn unladen.

(iii) Consultation with BITWA

No data about navigation traffic in waterways affected by the project are available.

The agency in charge of inland water transport is the Bangladesh Inland Water TransportAuthority (BIVWTA). Inter alia, the authority classifies major rivers and establishes minimumnavigational clearances for each class, together with recommended minima for non-classifiedrivers. The project is replacing a bridge over only one classified river, the Bijna Gang at Km29+250 on Section 115, Mirpur to Mithapur. This river is BIWTA Class IV and qualifies fora 5.00 m minimum clearance above Standard HEigh Water Level.

Followving discussions with BIWTA officers and the field survev, BIWTA was asked to supplyminimum navigational clearances and the associated Standard High Water Level for ten riversconsidered by the environmental team to be of potential importance as perennial watenvavs.As yet this information has not been received, and bridge design at these sites is proceeding onthe basis of a 3.00 or 5.00 m clearance, as appropriate.

Pagc 29

Dhaka - Syihel Road Project Environmental Management Plan

Table 4.6 Schedule of Bridges Requiring Consideration of Navigational Clearances

NOTE: This schedulc excludes bridges currently under construction by RHD and BIMP 2.

RHD iPROJECi LOCATION INAME OF NAMEOFi BRIDGE SPAN REMARKS BRIDGES SCHEDULED FOR BRIDGES NOT PRESENTLYSeriali T Serial RIVER BRIDGE (m) REPLACEMENT BY PROJECT, SCHEDULED FORNo. No. from Nov. '97 schedule REPLACEMENT (Nov. '97):

CHECK ONLY IF THESE ARETO BE REPLACEDSTATION from i CHAINAG i i i SINGL E i DOU.LE Check BIWTA Make Check BIWIA Make allowance

E Z i Projects i from start:L iE clearance & Standard allowance for clearance & for countrySchedule of of Sectioni igh Water Level sinci country boats Standard boats aboveBridges (km) i river is important for above flood High Water flood level(km + m) navigation andlor level Levelcountry boats

Section 101 Junction of DhakalSylhet Road - Narsingdi Junction 33.2 km17 i16+432 (wrong) j 16.43 ij Sonakhali i 56.0 i1952 brick and steel; re- 1

place by60m; 1988 flood iiwas 600 mm below soffit

Section 102 Narsingdi Junction - Bhairab (Ferry Ghat) 38.2 kmNil

;:Section 103 Ashuganj (Ferry Ghat) - Brahimanbaria Junction 12.00 km96 74+083 0.00 19.6 Retain I? ? 12.00 Road likely realigned at

Junction: need to ensureclearances for small boats

________ under all new bridges .Section 104A Brahmanbaria Junction - Jagaoishpur Junction 30.7 km

125 97+017 Madha Gang . 49.5 Replace by 50 mMaiganga N.'

. . .. . ... ..................................... ......... ... . . . .. .. .. .. .I . . .. ................... .............. ..................... ............ ....................._-..................................... ............................ ............ ...................... ................ ............. .............................126 97+705 Baliajun 35.0 Retain128 100+952 Lohar 49-5 Replace by 50 m

13411 137 108+330 Sonai 67.4 Retain but if bazar(Madhabpur) isbypassed,will need to be replaced

Pagc 30)

Dhaka - Sy'lhet Road Project Environmental Management Plan

RHD PROJEC . LOCATION NAME OF *NAME OF: BRIDGE SPAN REMARKS BRIDGES SCHEDULED FOR BRIDGES NOT PRESENTLYSerial T Serial I RIVER BRIDGE (i) REPLACEMENT BY PROJECT, SCHEDULED FORNo. No. from Nov. '97 schedule REPLACEMENT (Nov. 97):

CHECK ONLY IF THESE ARETO BE REPLACEDSTATION from CHAINAG S;NGLE . UBLE heck BIWTA clearance Make Check BIWTA MakeProject's from start: , , , Standard High Water allowance for clearance & allowance forSchedule of of Section, Level since river is country boats Standard High country boatsBridges (km) mportant for navigatio above flood Water Level above flood(km + m)

andlor country boats level level152/1 138 110+003 ,Kachan 11.9 'Replace by 12m culvert':however, residents report iis too low for some boats: Ireplace by bridge withadequate clearance;,......... ................. ................... s.-.---.--------.........-------.-- ......................... .................... .--- . . . !- '' .' .......... ' ..... ........... '''"'''' ........ .......... ..... ..... .......... ...

151/1 139 110+790 Boali 34.0 Retain14912 . 140 112+955 Koitta v 205 Replaceby22m;used

by small boats149/1 141 114+633 Gopat 17.3 Replaceby20m:used

by small boats147/2 142 114+824 Kata Khal I 36.8 I Replace by 40m m................

.... . . ... .. ;.1471 143 . 115E907 Inzury 17.4 Replace by 20 m; used

_ _ _ _ _ _ _ _ _ _ _ _ _ _ _ .by small boats *Section 109 Jagadishpur Junction - Nasratpur Junction 17.8 km42 15+100 15.10 Sutang 62.0 Replace by 64 m.

Note: clearance need not *exceed that of railway

I bndge 600 mdownstream

Section 114 Nasratpur Junction - Shaistaganj Junction 5.3 kmNil

Section 104C Shaistagani Junction Mirpur Junction 5.3 km: . . 5.3 .Gudlal Khal . .Mirpur Bazar requires .* . . , , , . , ~~~~~~~~~~~~~~~~~~bypass which will entail .*..* * , . .~~~~~~~~~~~~~~~~~~~new bridge.

Page' 311

Dhlaka - Sylhet Road Project Environmiiental Management Plan

RHD .PROJEC LOCATION NAME OF NAME OF BRIDGE SPAN REMARKS BRIDGES SCHEDULED FOR BRIDGES NOT PRESENTLYSerial T Serial RIVER BRIDGE (i) REPLACEMENT BY PROJECT, SCHEDULED FORNo. No. from Nov. '97 schedule REPLACEMENT (Nov. '97):

CHECK ONLY IF THESE ARE TO::BE REPLACED

STATION from CHAINAG S heck BIWTA clearanc Make Check BIWTA Make allo wancejProject's from start N .A. Standard High Wate. allowance for clearance & for country

Schedule of Section Level since river is country Standard High boats aboveBridges (km) portant for navigatio. boats above Water Level flood level(km + m) andlor country boats flood level

Section 115 Mirpur Junction -Mithapur Junction 34.5 km6 3+100 3.10 Shashyakhal 27.3 Replace by 32 m*10 6+100 6.10 Korangi Nadi 48.3 I Replace by 64 m: used .

I by country boats < 6 t~~~~~~~~~~~~~~~~~~~............. I.... .................. ........48 19+650 19.65 .Bara Chara 41.3 I Replacement bridge *

under construction by; ; ji ; LGED; used by small

boats. ........... .. ........ ....... .. ....... .... ............. ..... .... .... ....... .105 28+800 28.80 43 0 I Replace by 48 m; used

by country boats106 29+250 29.25 Bijna Gang Bijna 111.6 I Replace by 144 m: used BIWTA ClasslV IV

Bailey by boats < 20 t 5.00 min clearance..................................................................................... ...................................................................... ................................................ ....................................... . .. .. .IS 107 107 29+550 29.55 ! Gopla Gang 31.0 Replace by 48 m; used

9 ? E ii ; ; ; i; ; ; by country boats109 30+850 30.85 I Gopla Gang 21.0 Replace by 32 m. Is at

cross roads; ensure smallboat access under anynew embankment

110 * 31+300 31.30 ; ; ; 90 Replaceby16m;used Iby small boats.. .. .. . . .... . . . .. . . . . .. . .. .. . ... .. . . . . .. .. . .. .. . . .. .. .. . . .. . .. ... . ... . . . . . . . . . ... . .. . . .. .... . ... . .. . . .. .. ....... ...... . .... . .. . . . .. .. . -..-........................ ....... ... ... . .. .. . .. . .. . . . . . . .113 32+200 32.20 Shaha Barak 43 1 Replace by 48 m: usedby boats < 5 t. . . . ..... .. . . . . . . . . . . . . . . .............. ..................................... . . . . . . . . . . . ........................................... . . . . . . . . . . . . . . .. . . . . . . .. . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .116 33+000 33.00 Hati Mara 21 0 Replace by 24 m; used

;________ _______ .by small boats

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Dhaka - Sylihet Road Project Environmental Management Plan

RHD PROJEC . LOCATION NAME OF NAME OF BRIDGE SPAN REMARKS BRIDGES SCHEDULED FOR BRIDGES NOT PRESENTLYSerial T Serial RIVER BRIDGE (i) REPLACEMENT BY PROJECT, SCHEDULED FORNo. No. from Nov. '97 schedule REPLACEMENT (Nov. 97):

CHECK ONLY IF THESE ARE TOBE REPLACEDSTATION from CHANAG SINGLE DUL ,heck BIWTA clearanc Make Check BIWIA Make allowanceProJectCs E from L L Standard High Wate; allowance for clearance & I for countrySchedule of start of Level since river is country boats Standard High boats aboveBridges Section portant for navigatio. above flood Water Level flood level(km + m) (km) andlor country boats level

Section 112 Mithapur Junction - Sherpur Bridge 9.04 km02 1+640 1.64 Tributary of 42.7 Will have to be replaced;

Ara Barak . used by country boats....... ..... I.......... ........... ........................ ........... ..... ...................... ................................................................. ............................... .......................... .... ............... .....................................................07 4+040 4.04 I Digar Khal I 43.5 Will have to be replaced;important for country .boats..... ... ...... ...... .,..,,.,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,. ............................... ... ....... ............... ..10 5+640 5.64 12.3 .Retain' (this may be aduplicate entry in the.schedule). Will have to breplaced; used by countryboats

1 1 7+790 797a 9 00 Replace; used by couniry*_ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _Iboats

Section 108 Sherpur Bridge Sylhet Railway Crossing 35.5 km32/2 334 229+558 5.11 Khagojur 45.0 Replace by 40 m

Bailey27/1 338 235+559 6.85 m Retain

culvert~~~~~~~... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .............. ......... ............. . . . . . . ....................... .......................................... I............. ............... ....... .............. ......................................................................STR ? ?10

15/1 346 247+464 . NazilBaza. 12.7 Retain & extend ....................... ................................. ............. ................................................... . . . . . .. . . .. . .. . .. .. .. .... . . . .. . . . .. ... . .. ... . . .. . .. .. . . ... . .. . . . . . . . . . .. . . .. . . . . . .. . . ... . . . . . . .. .. . . . . .. . . . ... . .. . . . ... . . . . .13/1 347 249+333 18.9 Retain &extend 0.......... .................... I................I................. ....................................... ........... . .. . . .. . . .. . . . . . . . ... . . . . . . . . .. . . . . . . . . .. . . . . . . . . .. . . . . . . . .,. . . . . . . . . . .. . .. . : . . . .. .. . . . . . . .. . . . .. . . . .. . . . . . . . . .. . . . . . . . . .5/1 350 * 257+500 33.05 . Batua 38.5 Replace by 40 m;Bailey . used by small boats

I - I I -~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~1..

Dhaka - Sylhet Road Project

4.2.7 Cultural Heritage and Archaeology

The project's approach to the preservation of built cultural heritage includes:

* Avoidance of mosques, temples, ritual ponds and graveyards* Protection of ancient monuments* Avoidance of cultural trees* Watching brief on archaeology

(i) Avoidance of mosques. temples, prayer places and graveyards

The road passes near many features of cultural or religious significance, in particular mosquesand graveyards. In all cases the road design has been adjusted to avoid an!.. direct impact onsuch features and to give an adequate horizontal clearance to avoid nuisance.

Lessons learned from the other RRMP-3 project (NHB) will be taken into due consideration toavoid later claims of formerly unconcerned parties with respect to religious places.

(ii) Protection of ancient monuments

Enquiries at the Directorate of Archaeology revealed that the road does not cross the knownhistorical site of Sonargaon (the mediaeval "Golden City"), and that there are no scheduledmonuments along or in the vicinity of the road except for one. This is an ancient brick bridgesituated immediately east of Bridge No. 118 (Km 90+425), near the Titas River betweenBrahmanbaria Junction and Jagadispur. The single-arch bridge has been restored by theDirectorate and vfill need to be fully protected during construction.

(iii) Watching brief on archaeology

Although Bangladesh has been settled for many centuries, the use of brick rather than stone andthe dynamic nature of the fluvial environment have resulted in few ancient buildings survivingto the present day. West of the Meghna River there is only a small chance that earthworkscould uncover items of archaeological interest.

East of the Meghna River, two sections of the road run along the boundary between hills andwetland - Section 109, Jagadispur Junction to Nasratpur Junction, and Section 15 , Mirpur toMithapur Junction. Typically such sites were preferred by prehistoric peoples for theirsettlements. Although unlikely, there is a possibility that earthworks could reveal or disturbprehistoric remains.

In view of the small but real possibility of uncovering archaeological remains, the Directorateof Archaeology requested that they be given an opportunity to:

(a) brief the Engineer and contractors for relevant contracts (IA. 2A, 2B. 2C) as to whatto look out for (such as terracotta shards and underground brick structures).

(b) carry out a reconnaissance survey (visual inspection) of the areas to be affected bvphysical works (Contracts 2A, 2B) following setting out.

Paige 34


4.2.8 Services

The road is paralleled by or crosses a variety of services including low and high-tension power lines.telephone lines, low and high pressure gas pipelines, water supply pipes, and possibly sewers.

Interference with these services has been minimised or avoided as far as possiblc by:

(i) Avoiding impacts

Central widening has been changed to off-centre widening where a minor lateral shift in thccentre line of the improved road would avoid the need to relocate a service.

(ii) Relocation of services

Where relocation of services is unavoidable, GOB will pay for relocation. If an! services havenot been moved in advance of the works, the Contractor will arrange and pay for theirrelocation by the owners, subsequently reclaiming the costs together w ith an administration fee.for which a provisional sum has been included in the project budget.

4.2.9 Infrastructure Enhancement Measures

The project includes the following infrastructure enhancement features associated with the roadrehabilitation:

(i) Bus stops

Bus stops are described at Section 4.2.3 above.

(ii) Improvements to ferry ghats

An allowance has been made for short-term improvements to the existing ferr termninal areason each side of the Meghna River. At present these are unsurfaced. Improvements will consistof grading to improve drainage and providing a seal coat. Longer-lasting measures areunnecessary since plans for construction of a major bridge over the Meghna with DFIDfunding are well advanced - although any permanent improvements would benefit boat userswho would continue to use the busy inland ports of Bhairab and Ashuganj.

(iii) Rest stops (Optional - not yet finalised)

Preliminary design discussions with the Client have yielded a proposal to include a number ofrest stops in the newly rehabilitated highway. No decision has yet been taken on the form,location or number of rest stops.

This matter will need to be reviewed in the highlight of additional impacts which are potentiallyassociated with such structures, ranging from safety considerations. air and noise pollution.sanitation and garbage problems to congestion and travel delays. Moreover, it might beunnecessary to add more rest stops as the road traverses a large number of bazaars offeringrefreshment and food. The establishment of in the close vicinity of the highwav shouldpreferably be left to the private sector, and excluded from this project design.

Page 35


4.3 MANAGEMENT & MITIGATION MEASURES DURING CONSTRUCTIONPHASE

4.3.1 Controls on the Contractor

The activities and obligations of the Contractor are established in the projcct's Contract Documents.These have been are structured for international competitive bidding (ICB) following standard WorldBank reconmmendations. The Conditions of Contract are in two parts. the General Conditions whichare the standard conditions published by FIDIC, and the Conditions of Particdlar Application (COPA)which qualify and over-ride the General Conditions. The Bill of Quantitlies (BOQ) lists pay items. andthe Technical Specifications define materials and construction methods.

As is nornal for ICB contracts, the documents for the Dhaka-Sylhet project contain numerous clausesrelating to social welfare and the protection of the environment. They also establish penalties forinfringements of the conditions, and permit the Engineer to direct that certain works bc carried out.

General Conditions relevant to environmental protection and social welfare are listed in Table 4.7

Table 4.7 General Conditions (FIDIC): Sub-Clauses Relating to Environment and SocialWelfare

Sub-Clause Number Sub-Clause Title

8.2 Site Operations and Methods of Construction13.1 Work to be in Accordance with Contract19.1 Safety, Security and Protection of the Environment19.2 Employer's Responsibilities23.1 Third Party Insurance24.2 Insurance against Accident to Workmen26.1 Compliance with Statutes, Regulations27.1 Fossils (and Items of Archaeological Interest)29.1 Interference with Traffic and Adjoining Properties30.1 Avoidance of Damage to Roads30.2 Transport of Contractor's Equipment or Temporary Works30.3 Transport of Materials or Plant30.4 Waterborne Traffic32.1 Contractor to Keep Site Clear33.1 Clearance of Site on Completion34.1 Engagement of Staff and Labour45.1 Restriction on Working Hours

The majority of the provisions are unpaid obligations of the contractor, but there are two pay itemsincluded in the Bill of Quantities as percentages - Clearance of Camps (10 % of camp constructioncosts) and Clearance of Diversions (20 % of diversion construction costs). These have been included togive the Contractor an additionar incentive to clear the site, thereby ensuring proper restoration of allland used to a productive condition.

For this project, environmentally and socially-related amendments to the General Conditions have beenmade in the Conditions of Particular Application as follows (Table 4.8):

Pagc 36


Table 4.8 Conditions of Particular Application: Amendments and New Sub-Clauses Relatingto Environment and Social Welfare

Amended or New Sub-Clause PurposeNumber and Title

5.1 Slope and Streambed Protection

5.1.2 Materials These clauses specify one mechanical and three vegetative methods5.1.3 Method of Measurement of slope protection:5.1.4 Construction Methods - slope stabilising mat;

- turfing;- sowing grass (by seed);- planting vetiver.

5.8 Bricks

5.8.1 General To prevent-the use of wood as a fuel in manufacturing bricks for usein the project, this clause:- includes a requirement that all new bricks supplied should becertified as to their origin in a licensed brickworks;- establishes the Engineer's right to inspect any brickworks used bythe Contractor and to reject any bricks if suspicious as to theirorigins.

16.1 Contractor's Employees

16.4 Employment of Local Encourages Contractor to:Personnel, Women and - employ local unskilled labour;Children (New) - maximise employment of women.

Bans the employment of child labour (special caution related to brickcrushing and transport of fill material)

19 Environment --

19.1 Safety, Security and Addition which:Protection of the Environment - specifies pollution control measures;

- provides for ernergency response to pollution incidents;- ensures payment of cornpensation to parties affected by pollution.

...................................................................................... ......................................................................................................................................19.2 Employer's Responsibilities Addition ensuring that Ernployer takes equal care of the environment

if he is working on the Sile.............................................................................................................................................................................................................................19.3 Protection of Trees and - protects trees and vegetation;

Vegetation (New) - imposes penalties and remedies for damage to and unauthorisedfelling of trees.

............................................................................................................................................................................................................................19.4 Use of Wood as Fuel (New) Prohibits use of wood as a fuel for execution of the works.

... .........................................................................................................................................................................................................................19.5 Water Supply (New) - obliges Contractor to supply his own water of adequate quality;

- protects rights of existing water users and provides remedies ifthese are affected.

.................................................................................................................................................................................. ...................................................

19.6 Hot Mix Plants (New) Controls siting and dust emissions from hot-mix plants............................................................................................................................................................. ............................... ......................................

19.7 Relations-with Local Obliges Contracl.or to liaise with local communities and minimise hisCommunities and Authorities impact on them.(New)

.......................................................................................................................... ....................................................................................................................................................................

19.8 Fire Prevention (New) Obliges Contractor to:- avoid fire damage to vegetation;- liaise with gas authorities and follow their instructions regardingsafe working practices near gas installations;- suppress fires;- restore areas of vegetation accidentally burnt due to his activities.

27.1 Fossils

27.1 Fossils Addition obliges Contractor to attend briefings on archaeology ifrequired.

29.1 Interference with Traffic......................................................................................................................................................................................................................................

29.1 Interference with Traffic and Addition obliges Contractor to give adequate advance warning if anyAdjoining Properties road, railway or waterway has to be temporarily closed.

Page 37



30.2 Transport of Equipment and emporary Work............ ........ ......................................................... ........................................................ .. ... ....... ... ............... ......... ...... ........... .......... ...... .... ..........

30.2 Transport of Contractor's Amendment so that when hauling large quantities of material,Equipment or Temporary Contractor has to:Works - consult with affected communities in advance,

- obtain the Engineer's approval for his haulage proposals includingmonitoring of damage to roads and measures to prevent nuisanceand safety hazards.Establishes Engineer's right to disallow certain haul routes ormeasures.Does not remove Contractor's obligation to repair damage roads andcompensate for damage, nuisance and accidents.

33.1 Clearance of Site

33.2 Clearance of Contractor's Directs the Contractor to:Facilities (New) - restore all land affected by his facilities;

- specifies measures to be taken such as removal of all debris,ripping to relieve compaction, etc.;Reserves Employer's right to restore land if this has not been doneadequately.

34 Labour

34.2 Fair Wages (New) Defines "fair wages", and obliges Contractor to:- pay not less than fair wages;- ensure atl his sub-contractors do likewise;- inform all labour as to the official wage rates.

........... I........................................................................ ................................... : :............................ .............. .................................................................................................... ................... ......

34.3 Housing for Labour (New) Establishes minimum conditions for housing for staff and labour -lights, water and sanitation - and ensures proper maintenance ofaccommodation.

34.4 Accident Prevention Officer; Directs the Contractor to:Safety (New) - prevent accidents to the travelling public and local residents;

- have a qualified accident prevention officer on site;- establish and implement safe working practices including anynecessary training of staff and labour.

..... ............................... ............................ ................ ............ .......... ................ ................................................................................... ..................................................... ... .. .....

34.5 Protective Clothing and Directs the Contractor to:Footwear (New) - supply all staff with appropriate protective clothing and equipment,

- specifies minimum requirements for bituminous paving works,concrete works, lime stabilisation and bridge construction;- establishes Engineer's right to direct that extra clothing orequipment is issued.

....................................................................... ............. ....................... ... ............................................. ......... ............ _ ........ ......- ................-..........

34.6 First-Aid Services (New) Establishes minimum standards for first-aid provision on site.

34.7 Health and Pests (New) Directs Contractor to take all steps necessary to ensure the health ofhis staff and labour and to prevent epidemics, including inter alia- warning staff and labour of health risks prevalent in the area;- controlling pests;- following the instructions of competent authorities with respect todisease prevention & control.Establishes Engineer's right to direct that additional preventivemeasures are taken.

34.8 Supply of Drinking Water, Contractor to supply drinking water and sanitation on site, asSanitation (New) necessary.

..... ......................................................................................................................................................................................... ...........................................................................

34.9 Festivals and Religious Contractor to have regard to local customs, festivals & etc.Customs (New)

..... .................................. ........................................................................................ ... .........................

34.10 Disorderly Conduct (New) Contractor to prevent disorderly conduct by the work force"Disorderly conduct" to include excessive harvesting of naturalresources such as wood and fish.

............................................................................................................................................................................. ........................................................................................ ...

34.11 Labour Regulations, Welfare Contractor to comply with labour regulations and lawsand Fees (New)

..... ................................... ............................................................................................................................. .............................................................................................. .....

34.12 Labour Relations Officer Contractor to have a labour relations officer on site, actively(New) promoting the interests and welfare of staff and labour.

Page 3X



35.2 Records and Reporting of Contractor to:Labour & Accidents (New) - keep detailed records ol labour, accidents etc.;

- submit reports to Engineer as required.

4.2 ROW and Facilities

42.3 Rights of Way and Facilities Addition which requires:- Engineer's prior approval for siting and design of Contractor'sfacilities;- full restoration of land so used.

.................... ........... ................................. .......................................... ...................................... ...................................................................................................

44.1 Extension of Time for Addition which:Completion - reminds Contractor of possibility of difficult weather conditions and

flooding;- obliges him to prepare and adjust his work programme to cope withthese.

4.3.2 - Borrow Pits - Site Selection and Possible Post-Use

(i) Requirement

As noted in Section 3.3.1, there wvill be a large requirement for fill materials for the embankment. Thereis little which can be done in terms of adjustments to designs to reduce the quantities of borrow requiredif the design standards needed to achieve long-term embankment stability and flood protection are to bemet, although a possible decision that no or little embankment works will be carried out in built-upareas will reduced borrow quantities to some extent.

The aggregate area of land which is expected to be affected by borrow pit development and theconsequent reduction in productivity is high. On the assumption that the maximum economic hauldistance is 2 km, individual pits would need to be of 20000m1 capacity which, if they are excavated toabout 2.5m depth, vould have an area of 0.8ha. The overall programme would require of the order of310 pits, covering a total area of approximately 250ha, which is almost equal to the overall permanentland acquisition requirement identified for this project.

In Bangladesh, fill is generally sourced from a longitudinal borrow adjacent to the road embankment.the necessary land being acquired by government. RHD's policy for the Dhaka-Sylhet project wvill bedifferent: to avoid the administrative complications of extensive land acquisition and to guard againstpossible endangerment of the toe of the embankment, excavation within the Road Reserve will generallynot be permitted The fill material will be obtained! from pits developed by the contractors. underprivate arrangements wvith individual landowners. GOB/RHD will not acquire land needed inconnection with borrow pit development.

The degree to which such private arrangements can reasonablJy be controlled by RHD is limited. TheConsultants made a pre-selection of potential borrow sites as listed in ANNEX C

(ii) Environmental Isszes Associated with Borrowpit Development

Above all, appropriate site selection is recognised as a crucial measure to confine andlor minimiseenvironmental impacts causing additional rehabilitation costs. Avoidance of sensitive areas for borrowNpits is thus a fundamental requirement when applving environmental measures in this project.

Page 39

Dhaka -Sylhet Road Project Environmental Management Plam

In reviewing borrow proposals, the supervision consultant will apply the criteria for avotding scnsitivcspots located at or nearby the following sites:

* Mosques, temples, eidgahs, graveyards* Villages, other settlements, incl. areas of specific value for minorities* Schools, clinics* Structures such as flood control embankments. sluices, gas pipelines* Reserved Forest, plantations

Large mature trees* Know n habitats for rare, endangered species* Wetlands* River banks* Archaeological sites

Contractors working on road rehabilitation projects in Bangladesh commonly remove material to arelatively shallow depth (approximately Im in many cases) from fields on both sides adjacent to theroad. This results in a reduction in agricultural productivity related to removal of the topsoil. whichcontains the bulk of the organic matter and plant nutrients in the soil profile. and forms the rootingmedium for annual crops. In addition, the resultant lowering of ground level means that drainageconditions become worse in the root zone in locations where the water table is at a relatively shallowdepth (which situation applies to most, if not all, sections of road included in the project during themain cropping season). The net result is that large areas of productive land become. significantly lessproductive.

Most landowners, and especially small landowners, already operate at or very close to subsistencelevel, and even marginal reductions in productivity are likely to be significant in termns of reducingfamily food production, or income in cases where a surplus is available for sale or trade. Paymentsmade under lease agreements for use of land for borrow pits are most unlikely to reflect the long-termconsequences of productivity reduction, and consequent losses will therefore be largely uncompensated.unless measures are adopted to minimise these adverse effects.

In addition, there are likely to be problems associated with soil compaction on temporary haul routeswhich connect borrow pits with the roads, again in terms of a reduction in productivity. Most farmersuse simple country ploughs for land preparation, which are capable of working the soil only to ashallow depth, and it seems likely that this would not be sufficient to break up compacted layers causedby the passage of heavily-laden trucks. Even where mechanical rotovators are used, these only workthe soil to a depth comparable with that which can be achieved with a country plough. Although theeffects of such compaction in terms of productivity reduction are unlikely to be as severe as thoseassociated with borrow extraction, they will nevertheless be significant unless suitable measures suchas shallow subsoil ripping are adopted to restore the land after borrow extraction ceases.

Pagc 40


To summarise the main mitigation measures as an environmental safeguardfor this component, the following provisions are made

- Technical Specifications relating to borrow pit acquisition and modc ofextraction include environmentally-related clauses in the contracts, mostimportantly as shown in Table 4. 10;

- The contract documents require the Contractor to liaise with localcommunities with respect to large developments such as borrow pits andhaul roads (large borrows will also require the permission of the localauthority, and in the case of "hill cutting" these could be referred to theDistrict Commissioner who may in turn seek advice on the application fromthe Department of Environment);

the Contractor must submit his proposals for temporary facilities andhaulage to the Engineer, who may disallow certain methods if these mightcause nuisance or harm, and must leave all sites in a safe and stable stateincluding relief of compaction under trafficked areas;

Clauses will be included in the construction contracts as a means of reducingthe possibility of exploitation of unsophisticated landowners by unscrupulouscontractors, minimising the area of land affected, and to facilitate post-userehabilitation;

The Engineer may inspect the Contractor's agreement with any landowvner (toconfirn the conditions agreed in it), and reserves the right to restore anyborrow site not adequately reinstated by the Ccntractor, at the Contractor'scost;

It is proposed that a suitably qualified and experienced national NGO shouldbe appointed by RHD to advise and assist landowners on matters related toborrow pit lease arrangements and to plan, oversee and manage post-usereinstatement support. Local NGOs should also lbe appointed on each sectionof road to assist in implementation of the reinstatement process on a day-to-day basis, where these are in a positioni to provide the necessary technicalexpertise.

Page 41

Dhaka - Sylhet Road Project Eivironmental Management Plan

Table 4.10 Technical Specifications: Environmental Clauses Related to Borrow Pits

Clause Purpose

2.6 Borrow Pits

2.6.2 Acquisition and Use GOB's present policy is for contractors to find and supply their ownof Borrow Pits materials for fill from outside the road reserve. This clause:

- establishes the Contractor's obligation to make his own arrangements forsupplying fill material,- reminds the Contractor of his obligation to obtain any necessary permitsfor borrow pits from the competent authorities;- notes that borrow pits may not be permitted in hill areas,- establishes the Engineer's right to a copy of agreements made with anylandowners.

........................................i.................................I.......................................................................................... ...... ...............................

2.6.4 Construction Methods Reminds the Contractor to apply his duties and obligations under the(for borrow pits) Conditions of Particular Application when winning and working borrow

materials, especially with regard to public safety, haul routes, liaison withlocal residents, and site restoration.Specifies particular attention to:- leaving borrow pit slopes in a safe and stable condition;- relieving compaction under heavily trafficked areas.Establishes Employefs right to inspect borrows and remedy any defects inrestoration.

................................. ................................................................ I......... .............................................................................................................

2.6.5 Reshaping of Pits (Pending Issue, to be negotiated with Client/Bank), as discussed below

Note: For more technical details, reference is made the clauses explained in the EMNfor the Feeder Road Type A

(iii) Borrow Pit Rehabilitation Options

If applicable and subject to further discussions with the Client and the Bank, certain types of borrowpits could be rehabilitated into fish ponds, i.e. re-shaping them into aquaculture ponds following thedesign of a fisheries expert, and in close consultation with fisheries extension services operating in thearea.

Such options, including clauses in contracts where applicable, should duly be taken into considerationwvhile developing a RAP. It needs to be identified to which extend borrow pits located on private landcould be negotiated to become rehabilitated for aquaculture use. Both fish culture and resettlement arctheoretically possible, but the first depends on the specific interest of the landowner, and the second onsecure tenure arrangements, i.e. purchase by government for onward leasing or sale to the resettlers.

It is anticipated that the borrow areas to be used for the project will mostly be located on private land.Landowners may wish to use the excavations for fish production. In the Northeast (Shaistaganj -Sylhet), however, this is likely to be constrained by the rigid and stratified social and land tenurestructure of rich absentee landowners and very poor agricultural labourers. There is reported to belittle likelihood in this region of interest in hands-on development of new ventures such as pondfisheries, since profits can continue to be had from traditional (albeit declining) capture fisheries.Elsewhere along the road the land tenure system is more egalitarian and some development may bepossible.

As for borrow pits located in public lands. however, a design clause should be included for future land-use option as fishponds in junction with resettlement sites for displaced persons.

Pagc 42

Dhaka - Sylhet Road Project Environmental Managcment Plan

(iv) Fisheries Extension and Technical Assistance

Given the importance of minimising the effects of borrow extraction in relation to the overallenvironmental performance of the project, and the likelihood that RHD may find it difficult to obtainlocal financing for the programme, since it represents a departure from the convention. it is proposcdthat:

C The Bank should finance, as a supporting TA project. the costs associatecd w ith involvement of/hk'managing NGO, together with the costs of providing speciyic specialist technical support. cIncdpart of the costs of local NGO involvement. especially those relating to a4qzuacuiltulre training.

Fisheries extension is carried out by the Fisheries Department and by a number of NGOs. e.g. CARE.which is running pilot projects on cage aquacultire in the Northeast. -and Friends in VillageDevelopment Bangladesh, one of CARE's partner organisations in Sylhct. The World Food Programmchas a "Feeder Project" promoting fisheries in borrow pits.

Other options to rehabilitate and re-use large-sized borrow pits is for catch fisheries. In such cases.fisheries extension would be required to ensure optimal operation and benefit from such schemes. Inthis project region owners of low-lying lands already modify their land by digging small depressions(kuas) in which fish becomes concentrated once the flood water recede from the surrounding floodplain(SNC. FAP-6, Fisheries Specialist Study, 1994). However, there is little scope for developing suchextensive catch-fishery scheme where multiple land ownership for a borrow pit are involved.

It is recommended that the opportunities for increased iFish procluction from borrow pits be investigatedby a fisheries specialist during the early stage of construction in order to avoid too much extraearthworks in connection with rehabilitation works for borrow pit sites.

4.3.3 Employment Opportunities and Public Relations

Employment opportunities for the local population is likely to be a substantial benefit, as works w illinvolve to a large degree unskilled labour. With this respect there will be considerable opportunities forthe poorest segments of rural society to participate, including the landless and w omen Enhancement ofemployment opportunities during construction will be achieved through the construction contractsrequiring contractors to maximise local hire of labour; to carry out a specified percentage of the works(as measured by contract value) by hand labour; to take positive steps to recruit women, the poor anddestitute and the landless as labour; and to ensure that at least 30% of the unskilled labour forceemployed at any one time is female.

To minimise disturbance to residents during construction it uill be important to establish and maintaingood communications with local communities. Mechanisms set up under the RAP at two levels:

- establishment of forrnal links between the supervision consultant and affected communities.

- an obligation on the contractors to liaise with residents and report any problems to theEngineer.

Page 43


4.3.4 Tree Planting Programme

The loss of roadside trees which will be substantial in this project (see Annex A) will be mitigated by amajor tree planting programme, which will result in more trees being planted than are removed inconnection with construction. The essential features are that mixed species planting of 2500 to 3500trees/km and subsequent maintenance will be carried out by groups comprising PAPs as well as thcmost disadvantaged elements of local communities, organised by an experienced NGO. and that thoscresponsible for planting and maintenance will share the benefits with RHD.

As the project itself is the direct cause of tree removal, and subscquent environmental and socio-economic effects, the roadside tree planting programme should be included in the project budgetDesigned as a social forestry pogram it would the the followving features:

(i) Objectives

* Replace the trees to be felled with an adequate number of young trees(e.g. five 1.2 m plants per tree removed)

* Maximise productive use of the Road Reserve* Restore livelihood for PAPs* Provide benefits to poor, particularly to poor women* C-ontribute to embankment protection and maintenance

Reduce / avoid embankment encroachment (spacing the new trees sufficiently densely)- Assist erosion control and wave protectiona Contribute to ecological diversification* Improve aesthetics and shade

In addition, roadside plantation with suitable spacing will discourage squatter occupation of theembankment wvhich would both affect the embankment stability and lead to future social problems whenfurther widening or adding paved slow traffic lanes is necessary to increase road capacity.

(ii) Approach to the Programme, and Identfi cation of Beneficiaries

Over the last decade tree planting on embankments has been carried out by several organisations inBangladesh, in particular RHD, LGED, the Forest Department, the World Food Programme, and avariety of NGOs. All have attempted some form of "social forestry", i.e. benefit-sharing uwith personsother than (but including) the landovner. These schemes have met with varying degrees of successNot surprisingly, reviews indicate that:

(a) the key factor is tenurial: "who gets the benefits?", and

(b) public participation in planning, design and implementation is essential.

Considerations for successful scheme design are:

* Benefit sharing, tenurial rights* Public participation in scheme planning. design and implementation* . Involvement of all stakeholders

* Group selection* Degree of motivation* Choice of species* Plant establishment and protection* Dissemination of technical knowledge

Trade-offs betecen objectives

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As for beneficiaries the focus will be on those groups, mainly comprising very poor women, whodepend on existing roadside plantations for leaves and small branches used as their domestic fuel. orwho sell a proportion to derive income. The extensive tree felling which is needed in connection withimplementation of the works will deprive such groups of the resourcc which they currcntly exploit. Theprogramme will also be open to others representing the most disadvantaged elcments of rural societ.such as poor or destitute males and females. together with the landless or functionally landless X hohave limited opportunities for income generation

(iii) Selection of Co-ordinating NGO

The question of whether the NGO rcsponsible for assisting RI-ID in implementation of the RAP. shouldalso be responsible for managing the tree planting programme has been given careful considerationTwo factors were given particular attention:

• RAP implementation will very largely take place during the pre-construction phase for each roadsection, while the main work related to the tree planting programmes will take place towards theend, or immediately after completion of the construction wvorks on each section: i.e. some 15 to 24months later, when the RAP teams on each section have moved away to other sections

* there are grave doubts that the RAP implementatlon NGO has the staff resources, technical andorganisational skills, local contacts and credibility, to undertake this geographically widely dispersedprogramme, which will also involve provision of continued support over a relatively long period.

Consequently, the programmes have been planned on the basis that they will be implemented through acountry-wide operating national NGO with considerabile experience in the relevant technical fields. andwho already have a well-established local presence in the areas concemed, rather than on the basis ofimplementation through the RAP NGO.

(iv) Group Formation

In the interests of efficient management it is recommended that a single large and experienced NGOshould be appointed by RHD to oversee and manage the planting programme. It is essential that theNGO or NGOs concemed should have proven capability to organise and manage extensiveprogrammes. Appointments need to be made well before (at least 12 months and preferably 15-18months) before actual planting is scheduled to commence, since an adequate lead time will be neccssarin order to:• identify, establish and brief groups* arrange benefit sharing agreements between RHD and the groups* ascertain group preferences regarding tree species to be planted*develop detailed implementation plans and planting schemes, taking into account group preferences

and the overall objectives of the schemes* establish sapling nurseries

On each section of road, a number of groups will have to be established, each with responsibility for thefixed length Nvithin their local area, so as to minimise problems associated with members travelling tosites in connection with planting and subsequent maintenance, the need for wvomen in particular to benear their homes etc. It is important that each group should comprise members from a single UnionParishad and should operate only in its omvn Union, so as to avoid difficulties betwveen communitiesfrom different jurisdictions.

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Dhaka - Sylhet Road Project Enmironmental Management Plan

Potential group members should be identified by the organising NGO. through discussions with theChairmen of the Unions concerned, and should comprise the poor, the destitute. the landless and otherswho are socially or financially disadvantaged. with preference being given to women wvho fall into oneof these categories. Other aspects being equal, first prioritv should be given to those disadvantagedpersons who have been directly or indirectlv affected by the project land acquisition process or byfelling of existing trees on embankments. This identification process wvill require consultation and co-ordination with the NGO responsible for RAP implementation.

Once potential group members have been identified, it will be necessary to sclect those who .%illactually become members of active groups. since it is vital that numbcrs in each group should belimited, so that a reasonable return on their labour can be achieved. If a group is too large. there isalways a danger that an individual's share of benefits will be so small as to make participation unviablein terms of making a significant improvement in living conditions possible. and lack of commitmentmay result. On the other hand, groups which are too small may be incapable of carrying out planting ata sufficient rate to achieve completion in the relativelv narrow planting window between the onset of themonsoon rains and the start of the flood season. In addition, the objective of improving living standardsfor the optimum number of families mav not be met. In some cases. a compromise may be necessarnbetween the numbers of people wanting to participate in the programme and optimum numbers relatedto significant improvement in living standards for those who participate..

As part of the detailed planning process, the NGO responsible should determine the number of groupsneeded on each section of the road, together with the optimum number of members in each, taking allrelevant factors into account. Current RHD practice is for groups to comprise around 10 members/kmof road, but this should only be taken as indicative of the optimum number, which may! well vary withinand between sections. Through consultation with the Parishad Chairmen, criteria for the selection ofgroup members should be developed, with high priority being given to those individuals in greatest needof support.

Preliminary assessment suggests that approximately 25 groups will need to be established in connectionwith implementation of each year's planting programme to be executed over a period of 3 years. on thebasis that:

* a 3km section will be allocated to each group (this is a reasonable distance for travel to plantingsites for women, who will need to be fairly close to their homes so that work does not undulyinterfere with domestic commnitments)

* 75% of the total length of the road project will require replanting, giving 60 km to be planted eachyear over a 3 year period

*actual planting to take place over a two month period each year (June-July). before the onset of theflood season

* approximately 10-12 persons in each group, of whom about half would be directly involved with theplanting, and the other half involved in nursery activities, planting hole preparation etc.

(v) Benefit Sharing Agreements

RHD's plantations are established and managed by its Arboriculture Unit. which has been involved insome benefit-sharing schemes since April 1992. The Unit has carried out replanting under bothRRMPI and RRMP2, engaging contractors from the official list and using RRMP funding (althoughthe RRMP2 funds fell short). In 1994 the Arboriculture Unit drafted roadside planting gulidelinesincluding standard lease agreements (RHD 1994: unofficial English translation at Annex B).

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In accordance with RHD's roadside planting guidelines agreement will have to be reachcd between theorganising NGO and RHD concerning details of the plan:ing programmes on cach road scction.responsibilities of the various parties concerned anid preciselv how benefit sharing of plantationproduction will operate. The current guideline form of agreement devcloped and used by- theArboricultural Unit gives a maximum of 50% of the benefits to social forestrn participants. which islower than the 55% proposed for the forthcoming ADB Forestry Scctor Project for roadside planting

The selected NGO should assist RHID in developing a modified form of agreemcnt. broadlh similar tothat proposed for the ADB Forestry Sector Project (') Local beneficiaries should receive I 00% of thebenefits arising from any thinning 6 years after planting. and oftthc trimmings (= fuclwood) arisin, overthe planned 30 year rotation cvcle, in return for caring for the trecs and doing simple routinemaintenance to the embankmcnts. When the trees are fclled after 30 ycars, the agreements should makeprovision for felling revenues to be distributed between IRHD, the local authorities. and localbeneficiaries and a tree replanting fund, with at least 55% going to local planting groups. Theagreements should also make provision for payment of a proportion of plantation establishment costs(probably around 15%) to the responsible NGO as a service charge. to mcet administrative:management and other costs associated with setting up beneficiary groups and supervising nurseryestablishment, planting etc. The agreements should also involve Union Parishads as beneficiaries. sincea share in the felling revenue will promote long-term interest in and security of the trees. RHD shouldbe responsible for providing the NGO with the funds necessary for procurement of seeds. fertiliser andother materials, including simple hand tools needed for plantation establishment, and for payments togroup members for their labour.

In this latter respect, it should be noted that the groups, being made up of the poor etc, are in need ofimmediate rewards in the form of cash for their efforts. If the; programme is based solely on benefitsharing in return for labour, there is likely to be little enthusiastn for a scheme which effectivclv delavsreceipt of rewards for. 6 years, at which time proceeds; from the first thinning would be available fordistribution. Cash payments for labour should therefore be part Df the programrnme.

Followving construction, the whole road embankment will belong to RHD. In most areas RHD'sowmership will only extend down to the toe of the embankment and not beyond. since land acquisitionwill be the minimum necessary and no extra land will be acquired for borrox pits (suippl- ofembankment materials is the contractors' responsibility - see Sections 3.3. 1 and 4.4.2).

(1) Under the Forestry Sector Project. RHD (and other land owning agencies such as BWDB) would leasetheir embankment lands to the Forest Department under a Mlemorandum of Agreement with thefollowing distribution of benefits:

Thinning, trimmings: 100% Local people (preferably PAPs)

10% Forest Department

Felling revenues on rotation: 10% RHD5% Local Author ty10% Tree Farmincg Fund (for replanting)10% Private landowners (of any affected land)55% Local beneficiaries (preferably PAPs)

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(vi) Selection of Species, Nurseries and Planting Details

The roadside planting programme will cover approximately 150 km of the road, betwveen settlementsPlanting will be done on either one or both sides of the embankment.-according to need. To maintaiisight lines, trees would not be planted on the inside of bcnds. To reduce collision hazards. trees wouldnot be planted within 5 m of the edge of the pavement.

Table 4.12 Candidate Tree Species for Roadside Planting

Name of Tree Root Economic Remarks

Scientific | English Local J System Value

A. Flood Tolerant

Erythrina indica Madar Extensive Fuel and Fence Fast growing GrowsE. variegata with little care

Dalbergia sisso Sissoo Sisso Extensive Timber and Fuel Medium fast growing

Albizia lebbek Shirish Shallow Timber, fuelwood, fodder Medium fast growing

Albizia procera Shil Koroi Shallow Timber, fuelwood, Medium fast growingfodder, poles

Acacia nilotia IAcacia Babla Extensive Timber and Fuel Medium fast growing

B. Timber and Fuel

Samanea saman Rain tree I Koroi Extensive Good timber, fuel Wide canopy

Swietenia mehogoni .Mahogoni Mehogoni Extensive Very good timber Deep green andmedium canopy

C. Timber and Fruit

Syzizium cumini Black Jam Extensive + Fruit and timber rich in proteinberry

Borassus flabellifer Fan Palm Palm Extensive Fruit, Fan & timber rich in protein

Mangifera indica Mango Mango Deep root Fruit & timber Wide canopy

Samanea saman Rain tree Koroi Extensive . Good timber, fuel Wide canopy

D. Medicine

Azadirechta indica Margosa Neem I Extensive Timber Leaves & branchesMedicine used to clean teeth &

.__________ . ___________ . ____________________ _ .m edical purposes

+ only suitable for lower, but not flood-prone portions of embankment

Source: EMAP for NHB, DHV Consultants, 1997

Species would be chosen on the basis of the preference of user groups, subject to physiologicalconstraints such as rooting habit and site suitability (e.g. flood tolerance) in the following categories:

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timber; fuelwood; permanent and/or ornamental. fruit; medicinal. Reference is made to the selection ofsuitable plant species identified for the NHB project. In a limited number of locations. other categoriesmay be appropriate, e.g. Barringtonia acuitangula (Hijal) for its ecological value in wet areas. andFicus benghalensis (Bot) which is traditionally planted at bridges. Some of the most popular candidatctrees for roadside planting are listed in Table 4.12, but some experimentation may be necessary since.unlike most road embankments in Bangladesh. the Dhaka-Sylhet embankment will bc properlycompacted and therefore less hospitable to tree roots.

Plant nurseries will need to be established at an early ciate in order to grow seedlings on until they reachthe required height for planting out (I to I .m). While existing RHD nurseries could supplx saplings.these could be located far from the project roads. thus increasing transportation costs and introducingdifficulties in maintaining regular supplies to planting sites during the short planting season.Furthermore, existing nurseries have their own programnme commitments to meet, and may not have thespare capacity to produce the sapling numbers requiredl to a tight time schedule.

The responsible NGO should determine the most appropriate nursery strategy for each section of theroad, taking into account such factors as the length of the section, and the numbers of trees to beplanted at various locations. While there are advantages in making each planting group responsible forits own nursery, in terms of skills development reaching a larger number of people. ease of transport ofplanting material to work sites, promoting a sense of (group responsibility etc., large numbers of smallnurseries may prove to be difficult to manage efficiently, and the altemative of fewer but largernurseries may have to be adopted.

Whatever strategy is adopted, the nurseries should be set up so as to produce approximately 50% moreplanting material than is required by the planting plans. This vvill make allowance for partial plantingfailures, but more importantly, sale of the excess by those participating in nursery operations willprovide additional income support at marginal cost. Some of' those who develop tree raising skillsthrough involvement in nursery production on this project may find that they can subsequently operatea viable small-scale business based on the homestead, thus extending the long-term benefits of theprogramme.

The nurseries will need to be located near to or on the project roads, to facilitate transport of plantingmaterial to worksites at the beginning of the wet season. They should have sufficient area andproduction capacity to meet the requirements of the individual planting schemes that they have been setup to supply. Simple shade sheds may be necessary for raising certain species, and in all cases anassured supply of water will be necessary, which may involve provision of a shallow tubewell equippedwith a pump. Security, in the form of a night-wvatchman may be needed in some locations. In selectinglocations for nurseries, consideration should be given to the utilisation of khas land where this isavailable, as a means of reducing costs. Discussions with the local authorities will be necessary in thisrespect.

Planting designs would vary according to silvicultural and road. safety requirements. Presently RHDrecommends close spacing (dow-n to 1.25 m), followed by thinning after six years. Cost savings may bepossible by using wider spacing, giving fewer plants per km. The trade-off is that with wider spacingthere is less physical barrier against embankment encroaching which, in tum, could have significantnegative impact in flood-prone areas.

All new plants (min. 1.2 m tall) should be staked, and will need to be protected from livestock.particularlv goats. This is most effectively done when local "ownership" of the trees is established b\participatory methods such as social forestrv.

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(vii) Timing

Planting will be carried out in the first planting season (earlv monsoon) following construction.necessitating advance planning and organisation. For the Dhaka-Svlhet road. RHD's ArboricultureUnit has proposed a 50/50 mix of direct plantings (through rcgistered contractors) and "peoples'participation", othervise replanting will be "too slow".

RHD will need to confirm its preferred institutional mechanism for planting on the Dhaka-Sylhet roadin 1998 in order to permit contracting as necessary and forvard planning for raising of the necessaryseedlings. It is recommended to include the supervision of the initiation of the planting schcmes (e. g.

nurseries development, site and species selection, planting techniques) the task of the environmentalsupervision group of the contracted consultant, together with a qualified social forester (national).working with the RHD Arboriculture Unit, Forest Department and appropriate NGOs.

(viii) Technical Assistance and Organisational Support

If social forestry is the preferred developmental solution associated with this project, this implies a needto strengthen the RHD Arboriculture Unit to increase its capacity for implementing social forestry. notonly for RRMP3.

Technical skill as well as a high level of planning and organisational skill will be required to ensuresuccessful implementation' of the afforestation schemes. In view of the importance of the plantingprogramme in mitigating one of the major adverse environmental impacts of the project, and the factthat no provision has been made in the TOR for the construction supervision consultant or elsewvherefor specialist inputs connected with the programme it is recommended that Technical Assistance will beprovided to the planting schemes through both intemational and national experts employed under thisproject.

The TA should comprise provision of the services of a specialist in social forestry. The expert shouldbe equally experienced in group formation and organisation. Service wvould be required for an overallperiod of 4 months, split into 3 inputs, being 2 months in connection with the first vear's programmeand I month for each of the second and third year programmes.

4.4 MANAGEMENT & MITIGATION MEASURES DURING POST-CONSTRUCTION PHASE

4.4.1 Maintenance Work for Roadside Plantations

Following planting, roadside plantations will managed by the lando-vner. RHD. through the agreedbenefit-sharing mechanism, i.e. local beneficiaries formed into user groups by RHD's ArboricultureUnit or the Forest Department and/or NGOs.

4.4.2 Road Maintenance

Road maintenance will be carried out by RHD. which under RRNiP3 will begin a far-reachingreorganisation designed to improve road maintenance nation-widc. Accordingly. this will not beconsidered in this EMP.

P.ige 5(


4.4.3 Other Post-Construction Activities

(i) Road safety

As part of RRMP3, RHD's capability to collect: analyse and respond to accident data "vill be impro' edand extended into the regions. Other aspects of road, safetv such as driver training. public educationand vehicle inspection are components of the recently approved National Road saf!ty Strategic ActionPlan (National Road Safety Council 1997).

(ii) Roadside development control

Unplanned roadside development on the improved road will reduce average vchicle speeds and increaseaccident risk sooner rather than later. This aspect of' social 2nd economic development is difficult toinfluence, but improved controls are needed if the benefits of the road investment are not to be lost. Itis recommended that this subject is followed up, perhaps by a technical assistance input or workinggroup under RRMP3.

Pagc SI

Dhaka - Sylhet Road Project Environmenta] Management Plan

5. ENVIRONMENTAL MONITORING

5.1 RATIONALE

Environmental monitoring is an essential tool for environrmental management as it provides the basicinfornation for rational management decisions.

The prime objectives of environmental monitoring are:

* To check on whether mitigation and enhancement measures are actually being adoptcd. and arcproving effective in practice.

* To provide a means whereby impacts wvhich were subject to uncertainty at the time ofpreparation of the EMP, or which were unforeseen, can be identified. and steps taken to adoptappropriate control measures.

To provide information on the actual nature and extent of key impacts and the effectiveness ofmitigation and enhancement measures used on the project, in order to improve the planning andexecution of similar projects in future.

* The monitoring plan also includes long-term benefits monitoring related to social forestry andother employment enhancing efforts designed under this project.

It should be noted that the long-term monitoring program costs are not budgeted in the EMP as thisprogram is suggested element of the overall environmental monitoring efforts undertaken by RHDEnvironmental unit supported under this RRMP3

Monitoring has two components:

Compliance monitoring, which checks whether prescribed actions have been carried out.usually by visual observation and the use of checklists.

* E.ffects monitoring, which records the beneficiary and adverse consequences of activities on thebiophysical and social environment. This is often by repeat measurements of a set ofobjectively verifiable indicators.

Road projects invariably have a much higher emphasis on compliance rather than effects monitoringsince the greatest potential for direct environmental damage occurs before and during construction, andimpacts during these stages can be predicted and consequently controlled by design adjustments andconstraints placed on the contractors' activities.

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5.2 COMPLIANCE MONITORING

5.2.1 Pre-Construction

Compliance monitoring during the pre-construction phase of this project has three components:

(i) Checking the project design

This component comprises checking that the project's design incorporates appropriate measuresto avoid or minimise negative impacts, as identified in the projcct's environrmental assessmentreport and subsequently approved or modified.

This task has been the Consultant's responsibility as part of preparation of the Detailed Dcsign.The process involved extensive interaction between the Environmental Specialists and otherdesign team members, as well as liaison with RHD and other GOB agencies for guidance onpolicy. The measures taken are described in Section 4 of this EMP.

An important item yet to be covered is amendment of the supervision consultants' scope ofworks to include the environmental tasks defined in this EMP.

(ii) Checking the contract documents

This task comprises checking that appropriate environmental protection and social welfarcclauses have been included in the contract documents.

The Consultant included a variety of environrmentally and socially-related clauses in the draftcontract documents submitted to the Client - see Section 4.

(iii) Checking the land acquisition process

This component of pre-construction compliance monitoring comprises checking that

(a) the project has a realistic land acquisition and compensation plan which complies withboth GOB law and Bank policy and is properly staffed and funded,

(b) that the approved plan is being implemented in a, timely and effective manner.

As part of Detailed Design, the Consultant currently prepares a Preliminarv ResettlementAction Plan intended to meet the requirements of itern (a) above. The proposed RAP willrequire checking and approval by both GOB and the Bank tQ ensure compliance wvith theirrespective requirements.

The second part of this component - monitoring the land acquisition, compensation andresettlement process - will be the responsibility of an NGO/consultant team to be appointed byRHD to facilitate implementation of the RAP. The monitoring will involve consultation Vwithentitled persons (EPs) and project-affected persons (PAPs) in the field, as wxell as with thevarious government teams involved, and is described in the RAP.

The Terms of Reference and ReN.est for Proposals for tCIe supervision ontract wero issued in late N,ven,ber1997, four months in advance of scheduled completion of Lhe project's Environmr,ntal Managemn,nt 'lIn.

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A second level of oversight of all three pre-construction compliance tasks wvill be providcd by theBank's review of the project documentation as part of loan preparation and approval.

It should be noted that all these components will also be checked by the Dhaka-Svlhet supervisionconsultants to be appointed by RHD in 1998. as part of thcir review of the project's design and contractdocumentation.

5.2.2 Construction

This part of the monitoring program primarily involved monitoring physical impacts on theenvironmental conditions associated with the contractor's works. Compliance monitoring during theconstruction will comprise the following activities:

(i) Review of contractors 'proposed designs and working methods

This task comprises a review at project start-up to ensure that the designs and working methodsproposed by the contractors have taken account of the environmental constraints specified inthe tender documents (geotechnical, ecological, social, heritage features. safety).

(ii) Site-specific review of contractors' temporary facilities

This activity comprises review and inspection as necessary, to ensure that the Contractors'arrangements regarding temporary facilities are satisfactory.

(iii) Regular site inspections

During construction, regular (and unannounced) inspections to ensure that the stipulatedprocedures are being followed with respect to, e.g., pollution control. liaison with localcommunities, construction traffic, protection of waterways, protective clothing. and similarrequirements.

This will include systematic observation of site activities using checklists to be developed bythe supervising consultant's Environmental Specialist, and evaluation of any monitoring dataprovided to the Engineer by the Contractor under the terms of the contract (e.g. in the monthlyreturns on labour and accidents).

(iv) Certification of site clearance and restoration

Prior to completion, a check that all requirements regarding clean-up and reinstatement havebeen met, especially with respect to temporary access roads, borrow pits, camps, and workingareas.

(v) Checking on implementation of roadside tree planting

After completion of construction, monitoring to ensure timely and effective implementation ofthe roadside tree-planting programme.

The first four activities will be the responsibility of the Engineer and the Enginecr's Representative. aspart of their day-to-day activities on site.

P;agc 54


It should be noted that the compliance monitoring system described here is fully controlled by theproject proponent; it is not independent, instead relying on professional objectivity for a balancedconsideration of all viewpoints, and professional competence for effective implcmentation Ifconsidered necessary. an independent viewvpoint could be provided by external agencies such as theDepartment of Environment, university departments, NGOs and consultants. This would requireadequate funding and the establishment of a suitable reporting and management mechanism.

The tree-planting programme falls outside the scopc of the civil wvorks contract. and thcrcfore w-ill bethe direct responsibility of the RRMP3 Project Implementation Office (PIO) *which *-ill arrange andsupervise implementation.

5.2.3 Reporting

(i) Pre-construction -

With respect to project design and contract documentation, proposed environmental protcctionmeasures are reported to the Client in this EMP.

With respect to land acquisition, compensation and resettlement. the proposed process isreported to the Client in the project's Resettlement Action Plan.

(ii) Construction

Environmental matters tend to be downgraded or forgotten on construction sites. To avoid this.it is essential that reporting procedures on environmental matters, as on health and safety. areformalised and integrated into normal supervisory activities. This means at a minimum placingrelevant environmental and social topics on the standard agenda for the Engineer's regularproject management meetings, and including the same items as a standard section in theEngineer's or Representative's monthly reports to the Employer.

The development and use of appropriate inspection checklists, compliance and non-compliancecertificates, and reporting forms should be a component of the project's quality assurancc (QA)system to be developed by the supervision consultant.

5.3 EFFECTS MONITORING

5.3.1 Pre-Construction

Prior to commencement of the civil works, environmental effects monitoring will be limited to activitiesrequired by the RAP.

5.3.2 Construction

For practical reasons, on linear construction sites with relatively low and transient direct physicalimpacts, effects monitoring tends to be visual and subjective. and is carried out as a subsidiar- activit\within overall compliance monitoring. For example, if pumping for dewatering a work site is creatingan unacceptable sediment plume in a watercourse, an efect, then this should be spotted during normalsupervisory inspections and halted as a matter of compl.rance.

Pagc 55


On Dhaka-Sylhet, an important mechanism for effects monitoring wvill be the communitv liaisonprocess to be established by:

(a) the Contractor, in relation to his facilities and operations,

(b) the Engineer, as part of day-to-day project management.

Some of the parameters typically associated with this type of project which can be uscd as objectivelyverifiable indicators of unacceptable effects, and therefore of matters requiring complianceenforcement, are listed in Table 5.1.

Table 5.1 Indicators of Unacceptable Environmental Effects during-Construction

Environmental Effect Objectively Verifiable Indicators

Deteriorating condition of roads used physical degradation of hauling/access roads, pavement crackJngs,by construction traffic embankment subsiding, increased number of accidentsExcessive delays to normal traffic hours delay as compared with previous travel time for same distanceUnreasonable frequency of work records of number and nature of accidents, compared with records ofaccidents similar construction works in BangladeshExcessive airborne dust direct measurements of dust particle concentration; reports on

increase of respiratory problems among local communities andlabourers

Poor health of labour force Records of diseases among labour force, compared with local healthstatistics

Sanitation and public health problems Number and types of latrines and waste deposit sites as per numberof users;shortages in medical supply to community; STD statistics

Drinking water problems Lowering of groundwater table, bacterial counts in drinking watersamples, organoleptic and hydrochemical tests

Complaints from and poor relations Crime records of thana: number of conflicts associated with violence,with local communities no. of cases involving theft, poaching, harassment of women, etc.Decline of fisheries resources Sample catches at fish migrating and nursing sites, and comparison

to previous fisheries data

Evidence of unacceptable effects will become available from normal supervision inspections.Contractor's returns, and community liaison meetings.

Borrow Sites - Environmental Sozndness and Rehabilitation

Environmental checks on the possible site-specific impacts of borrow sites, particularly in connectionwith the hydraulic regime and drainage pattem, will constitute a major component in the task of theEnvironrental Specialist responsible for the Project Supervision. Where applicable. the EnvironmentalSpecialist will regularly monitor the rehabilitation of selected borrowv pits into fishponds, and call foradvice of fisheries experts whenever necessary.

Air Pollution

During construction the principal air pollutant will be dust raised bx vehicles. The Conditions requirecontractors to avoid dust nuisance, which will be achieved limiting construction vehicle speed throughsettlements, routing vehicles around rather than through villages where feasible, watering the road andother work sites as needed, and other measures including e.g. the sheeting of loads. Hot-mix plants willbe at least 500 m from settlements and will be fitted with dust suppression equipment.

Following construction, dust will continue to be a problem in settlements where bazaar and parkingareas off the road are not paved. This is a matter of town planning and developmcnt.

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Noise Polltiton

During construction, noise levels will be controlled by application of the Conditions of Contract whichlimit working hours, require all vchicles and machinerv to be fitted with silencers. and other%xiseobligate the contractors to avoid nuisance. There may be some need to carry out piling w orks at nightto meet construction schedules, but the impacts will be short-term and localised.

5.3.3 Post-Construction

Post-construction monitoring will include the following elements:

(i) Monitoring for road maintenance

When the improved road is operational, it will be necessary for RHD to establish a monitoringprogramme to permit planning and implementation of routine and periodic road maintenance.This programme will cover at least:

- pavement condition;- embankment condition;

- condition of structures;

and will be developed by the Network Manageiment Wing of RHD to be established through theRRMP3 Institutional Development Component (see RHID 1997 for a description of the agreedRHD Reorganisation Programme).

(ii) Roadside planting programme

The condition and management of roadside plantings will be monitored directly by the agencyselected to implement the planting programme. either RHD's Arboriculture Unit, or the ForestDepartment, or an NGO (see description of options in Section 4.4.4).

(iii) Indirect effects

As traffic levels increase following construction there will be a number of indirect effectsassociated with the road. These will include accidents, increased noise, reduced air quality, androadside development. At present there has been no decision to include specific responses tothese effects in the project. Relevant notes are:

national accident data will be collected by RHD for entry and analysis by its nexNmicro-computer accident analysis system (MAAP), established under RRMP2 and tobe further developed under RRMP3's road safety programmre;

noise and air quality monitoring fall under the remit of the Department of Environment.which has very limited capacity;

roadside development, long recognised Ito be a major factor affecting road performanceand safety (see TRL 1991), requires control by both RHD (within the Road Reserve)and by local authorities, under the District Commissioners.

P;agc 57

Dhaka - Svlhet Road Project Environmnenal Management Plan

(iv) Social and environmental impact evaluation

The Dhaka-Sylhet Road Rehabilitation Project is a large infrastructure project. When suchlarge ventures have been completed and operated for some time. it is helpful for institutionaldevelopment purposes and to assist future planning to carry out a post-construction evaluationor audit. This exercise looks at the whole project cycle from initial identification through thepre-feasibility, feasibilitv, design, construction and early operational stages. Its purpose is toidentify areas where improvements could be made. e.g. by improved intcgration ofenvironmental considerations with engineering and economic analysis at carlier stages. soshortening the project cycle and increasing developmental benefits.

Such an exercise, which could be carried out in conjunction with the development of theTechnical Wing of RHD, namely the Environmental Unit carried out during 2001-2002. wouldbe an important input to RHD's corporate strategy for improved efficiency and effectiveness inproject design and implementation.

(v) Air Quality Monitoring

The project itself has no provision for air quality monitoring activities unless specific budget isprovided for. Ambient air quality monitoring will be one of the elements that need to befocused on while developing the RHD- Environrnental Unit. In close co-operation wvithnational environmental agencies this institution will then define policies -and measures tocontain this impact, not only on this highway.

(vi) Noise Monitoring

Following construction, noise levels are likely to increase in settled areas on the Dhaka-SvlhetRoad in line with increasing traffic levels. At preselnt noise levels along roads in congestedareas in Bangladesh are very high, almost entirely due to the excessive use of air homs ontrucks and buses. This has become part of driving culture, and pedestrians now expect roadvehicles to announce their presence and intention with prolonged horn use. Behavioural issuessuch as this cannot be resolved by engineering, and the climate and building standards preventthe application of mitigation measures such as installing double-glazing to sound-proofbuildings.

As with air pollution, any approach to dealing with the issue of noise must be based on harddata. Therefore, the first element in any strategv to combat noise pollution wvould be tomeasure it. Similarly, this approach would require the provision of appropriate technical skillsand equipment to the Environmental Unit of RHD and/or the Department of Environrment.

Pagc 5X


6. IMPLEMENTATION OF THE EMP

6.1 EMBEDDING OF THE EMP IN THE ORGANISATIONAL FRAMEWORKFOR THE DHAKA-SYLHET ROAD PROJECT

The Dhaka-Sylhet Road Project is the largest component of RRMP3. and at an estimated cost of SI 80million (excluding resettlement costs) comprises some 40 % of the project's total civil works budget.Construction xvill be spread over 220 km of highway over a period of 3 - 4 vears, with six separatemulti-million dollar works packages being implemented concurrentlv by up to six separatc contractorsEffective supervision will thus require appreciable staff and logistical resources, and tight management.

It is understood that the Third Road Rehabilitation and Maintenance Project (RRMP3) will beimplemented by the Ministry of Communications (MOC), co-ordinated by a Project SteeringCommittee chaired by the Secretarv, Roads and Railways Division, and given day-to-day oversight bya Project Team comprised of MOC, Inspector General. of Police, Ministry of Finance and the PlanningCommission.

Under this superstructure RHD vill manage RRMP3's civil wvorks programme for road construction.rehabilitation and maintenance. To do this, RHD will establish a Project Implementation Office (PIO)in Dhaka, with the Project Civil Works Director (PCWD) in charge of the overall implementation of thenew construction and rehabilitation works, being the responsible Engineer to the six contractors andliaising with the Supervision Consultant.

As "the Engineer", the PCWD will appoint an RHD Project Manager for the Dhaka-Sylhet project, whowill have a supporting staff. RHD will also commission thz Supervision Consultant to act as the"Engineer's Representative" in dealings with the contractors. This consultant will be a joint venturelead by an experienced intemational consultant, selected through intemational competitive bidding. Thesupervision consultant w,ill establish a head office in Dhaka, and will place resident engineers and otherstaff at each contractor's base camp for contract supervision.

The PCWD will be assisted by three Resettlement Officers. Environmental matters will be followed upat RHD level by the newly established Environmental Unit, staffed by one senior local EnvironmentalSpecialist. At the same level, tree plantation schemes will be under the control and advice of theArboriculture Unit.

In terms of environmental management, the key links are those between the Envirornenital Engineerforming the triangular relationship between the Supervision Consultant (the Engineer's Representative).the tree plantation schemes, the borrow pit selection and rehabilitation programmes, and the co-ordination of these activities wvhere applicable with the RAP implementing team. The EnvironmentalSupervision Expert will also work closely with the contractors, local authorities and communitiesaffected by the works.

An outline of organisational relationships for implementation of the Dhaka - Sylhet Road Project. andparticularly with reference to the Environmental Management Plan. is shown in Figure 6. 1.

Pagc 59

Dhaka - S!lhct Road Project En\ ironmcntal Managcncnt Plan

Figure 6.1 Outline of the Organisational Framework for Implementation of Dhaka-Sylhet

Road Project, with Special Reference to the Environmental Managemetn Plan

~17'=r~ RoA 4 gt--- = , Y2

1. ...,,!, ....... .. .......... ~~~~~~Projec.iet.or -L . ~ _ J - R - W - MEn.r to-Co :

m~~_ I

Poect Imp1em,en,ting fle- , ONILd1 -

AcImpt1oTeamen RAP =mplementaon Supervision TeamM

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6.2 RESPONSIBILITIES AND PHASING,

Executive responsibility for the Environrnental ManaLgement Plan involves a number of organisations.each with specific responsibilities for particular activities during the pre-construction, construction andoperation and maintenance phases. The supervision consultant's environmentally and socially-relatedtasks are summarised in Table 6.1.

Table 6.1 Environmentally and Socially-Related Tasks of Supervision Consultant

Pre-Construction

Review of the Environmenta.l Mana-gement Plan.Review of the Resettlement Action Plan.Review of Contract Documents.Final design of roadside planting programme.

* Establishment of environmental com1ponent of QA system.

Construction

e Supervision and monitoring of overall construction works

Supervision and monitoring of construction components Xwhich arerelevant for the RAP (e.g. Borrow Pit Rehabilitation programme.Roadside Plantation Schemes)Finalisation of bridge details with respect to pedestrian access alongand under them.

* Finalisation of site-specific design details in all built-up arcas,including safety measures and provision for pedestrians.

* Review of contractor's proposals for camps, other facilities, borrowpits, haulage.

* ~Community liaison.- Environmental/social compliance monitoring and enforcement.- Inspection of all land and facilities used by all the contractors prior to

issuance of completion certificates, to check clearance and restoration.* Provision of approved TAs, e.g. Social Forester, Fisheries Expert.

EIA Trainer, and assistance to p[programmes where applicable.* Reporting on environmental/social issues.

6.2.1 Pre-construction Phase

Environmental management during the pre-construction phase is largely concerned with ensuring thatenvironmental matters have been adequately recognised and addressed in project plans, designs andcontract documents. Specific activities prior to construction relate to:

=> Environmental assessment> Preparation of Environmental Management Plan (E.MP)

> Preparation of detailed designs with due consideration of environmental issuesPreparation of tender and construction contract documents w -ith appropriatc environmentaland socially-related clauses

> Preparation of Resettlement Action Plan (RAP)=> Acquisition of land and property, and implementation of RAP> Enumeration and disposal of trees to be felled

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Some of the above activities have already been completed, but are subject to review. Matters relatingto land acquisition and preparation and implementation of the RAP have been excluded from the EMP.since they fall very largely outside the scope of mainstream environmental management activities,although they obviously are related with respect to the two major componcnt of mitigation programsassociated with this project. By mid March 1998 the status of pre-construction phase activitics %%as asfollows:

* A Consolidated Environmental Impact Assessment (= present report. including man\ aspectsmentioned in the EIA submitted in October 1997) which concludes that the naturc and scopc of thcworks to be carried out on all road sections within the project would not give risc to unacceptablelevels of environmental impact, provided that appropriate, specified mitigation measurcs areadopted and fully enforced, and that certain issues flagged out in this report are duly addrcssed.The conclusion of categorising this project under Environmental Category B is, however subjcct toreview.

* Preparation of a detailed Environmental Management & Monitoring Plan (EMP). This activity -,illbe completed on submission of this report, which constitutes the project EMP.

* Preparation of detailed designs which give due consideration to minimisation of adverse impactsand benefit enhancement. This activity will have been completed by the Consultants by the end ofMarch 1998 (subject to review, in case alignment modifications are required due to environmental,economic, resettlement and compensation considerations).

- Preparation of tender and construction contract documentation which contains appropriate clausesto allow control of impacts arising from construction activities. The current status is as indicatedabove for detailed designs.

* Review of Phase 1 environmental reports, designs and contract documents, to confirm thatappropriate conclusions have been drawn from the environmental studies which have been carriedout, and that suitable measures have been incorporated in the EMP, designs and documentation toreduce adverse environmental impacts to an acceptable level. This activity wvill be carried out bythe CSMC, as one of the priority tasks following mobilisation.

* Responsibility for social assessment and identification of land-acquisition/compensation lies withthe contracted NGO providing the service to RHD.

• The assessment of compensation for land and property xill involve a Joint On-Site Inventory andVerification Team (JIV), the District Conmmissioner (DC), Roads & Highways Department (RHD)and the Project Implementation Office (PIO). The Ministry of Lands has to sanction the final landacquisition plans.

* Enumeration, valuation, the acquisition of felling pemits, auctioning, and award and supervision offelling contracts for roadside trees will be carried out by RHD's Arboriculture Unit, who wvill liaisewherever applicable, with local authorities and any concerned NGOs or user groups.

6.2.2 Construction Phase

Environmental management during the construction phase is essentially concerned with controllingimpacts which could result from the activities of the contractor, through enforcement of those contractclauses which relate to environmental protection (compliance). In this respect. it is important torecognise that successful mitigation of construction impacts can only be achieved if the environmentalprotection measures, as set out in the construction contracts, are properly enforced-

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Overall primary responsibility for construction supervision and contract management. and therefore forenvironmental management during construction, will lie with tihe Engineer as defined in the constructioncontracts i.e. the PCWD. Howvever, certain powers relating to day-to-day supervision will be delegatedby the PCWD to the Engineer's Representative (ER) i.e. the Team Leader of the CSMC. The ER willwork closely with the Environmental Supervision Expert and will have responsibility for ensuring thatall site environmental management and monitoring aspects are dealt with promptly and properly by hisstaff, including the Resident Engineers and other site staff. The site supervision staff will be responsiblcfor environmental management and monitoring at the lowest organisational levcl, but their rolc in themanagement chain is crucial if effective impact control is to be achieved.

The CSMC Environmental Specialist will be responsible for identifying the necessary procedures foreffective environmental management and monitoring, and will make reconLmendations to the ER fortheir incorporation in the overall construction supervision and monitoring framework. This will covermatters such as the development of checklists of key points wvhich should be monitored on a routinebasis during construction and reporting mechanisms for ensuring that appropriate action is taken.should monitoring reveal that this is necessary.

Particular attention will be paid to establishing procedures whereby emergency action can be taken bysite staff in the event of the contractor acting in a manner which will cause immediate and significantenvironmental damage, for example through the fellingr of trees which are protected under the contract.interference with utilitv services, or contamination of groundwater or surface water throughinappropriate handling of contaminating substances.

If requested, the Environmental Engineer will also be responsible for providing basic training in themanagement and monitoring of environmental aspects to REs and site staff, to be carried out prior tothe commencement of construction, and on a refiesher basis during construction. Subject torequirement, initial training course could include matters such as:• an introduction to the concepts of environmental management and monitoring, the aims and

objectives, and the relationship with other construction supervision and monitoring activities* a review of impacts which will be managed during construction, and the mechanisms wvhich will be

adopted in impact control, with particular reference to key impacts. the role of monitoring as an environmental management tool and the procedures uvhich will be

adopted, including the way in which site checklists are to be used in routine monitoring- procedures to be adopted in the event of emergency action needing to be taken to prevent

environmental damage occurring, or to minimise the effects if damage has already occurred

The content of refresher courses will be determined largely on lhe basis of the periodic review- findingsof the Environmental Engineer, as referred to below. In general terms, these would focus clearly onspecific aspects of site level management and monitoring whichl have been found to be unsatisfactory.for whatever reason.

During his periodic visits to the sites, the Environmenial Engineer will carry out an evaluation of theeffectiveness of environmental management and monitoring, and will make recommendations to the ERfor modifications to procedures, the need for adoption of additional control measures, and on anynecessary actions to be taken regarding remedial measures etc, on the basis of his review findings.

The Environmental Engineer will also have a role to play in relation to liaison with the NGOsresponsible for RAP implementation and the tree planting and borrow pit restoration programmesHowever, in view of the fact that his overall input will be relatively short (approximately 6 months intotal), and his periodic visits during construction will necessarily have to be short and infrcquent(probably twice a year for about 3 weeks), responsibilities in this respect will have to be shared with the

Page 6,


ER at Dhaka level, and the REs at site level. Consequently his liaison function will be morc concernedwith the broad integration of NGO programmes with other project implementation aspects, than 'withday-to-day site-specific matters.

Basically all monitoring of implementation of the RAP will be carried out by an NGO to bc appointedby RHD.

6.2.3 Post-Construction Phase

Routine and periodic maintenance will be the responsibility of RHD. Continued enjoyment of thcbenefits arising from implementation of the Dhaka-SvIhet project will only be achieved if effectiveroutine and periodic pavement and embankment maintenance is carried out in a timely manner.Environmental management and monitoring in this respect will be the responsibility of RHDmaintenance units, with implementation being carried out through the zonal and district offices.

Maintenance of the roadside trees which will be planted under the project will be the responsibility oflocal groups organised by the RHD Arboricultural Unit, through the zonal offices. In general. it is notexpected that much maintenance will be required once the trees are established. apart from thinning at 6years, and routine pruning at intervals as necessary.

Environmental management relating to fish ponds and other measures related to borrow pitrehabilitation programmnes will be a matter for the private individuals and groups concerned. In the caseof fish ponds operated by groups, long term support over the lease period will be provided through thelocal NGOs concerned with initial establishment. In the case of reinstatement measures for agriculture,it is expected that no long-term management measures will be needed.

6.2.4 Summary of Management Measures and Responsibilities

Table 6.2 summarises the potential impacts which are to be controlled. the mitigation measures whichare to be adopted, the environmental management actions which are to be implemented. and indicateswhich organisations and individuals within those organisations will be responsible for ensuring that themanagement actions are efficiently implemented.

Palgc 64

Table 6.2 Summary or Environmental Management Measures for the Dhaka-Sylhet Road Project Dhaka-Sylhot EMP

Potential ifmpacts Benefit Enhancement / Mitiga on Measures Management actions Executive Responsibilities

Pro-construction phase

Local PopulatIon tSeffs uncertalnte concering Pronvyson of lull and tmly infonnato regarding the project its implicallons Establishment of procedures and organsatonal arrangements for an effecive infom ation NGO esponsible for RAP p°eparaionfmplerntalion. RHOD/ank to check

land & sOre asset acquIsitIo adsiIng frem suroey In terns of land & property acuisition dissemnination prog,amnle tn alfetted cnmomitres. to be Included in the RAP tral ruitosle foovision nas been made

tearn aCtlndes, and 3ubsegoenOy byconrmencement of land acquisihon procedures Avoidance o0 temporary resettemnent Ir,plerenlation of the Programme to be undertaken i-edialely pror Io commencement of the land tiGO resposiblo fOr RAP preparationlimplementation. olring In

acquisition process. and subsequently as necessary, covenng all anected communilles coorrinaaion with the land acg0uislion teams and local authorilies in theareas concerned. CRO withinri PIO, lesponhiblfode FRA Project lard

aoqur-ion matrn-. to ensur effective intorrration dissemirnation to all

_____________________________________________________________________ who rertoire it.who , quire it

Financial hardnrip associated w6th inadequate Minimnation of land acquisiioms Pruect dosiges to nininiso Urn riced tor and acquisition ltoIthe mani -urmtasei-lenbent SOCICSMCn

oeepeesation for land, properiy & loss ofbusiness, emiloyrnet etc

Payment of oll and fair compensation nall affected parties Idenbfiation of and & propenly acquisition etc requirements SDC iCSMC to prepare mouza plaos showing land which will be affected

RAP compensation matni to make provision for compensation or other assistance to those directly or nGO reponsitble for RAP penparatiorenpimplmntation. RHDaonk to

Offering aflemalive noore possibddles,h to ensure sustainirig llrihoio,ed.go. indirectyV affetd by land acquisitieo ennore that adequate provisiorns nave been made to safeguard PAPs.

Ittreugh partcicpabion In bee plantahon schenmes (Sodal Fortes") or Is the

programmes elaborated foe borrow pit rerabilitatiorr integated aquacuturem Authorities It ensure proper assessment and timely payment of compensation. prior to CRO withir PID/OCl,tin. of Land. The Bank to ensure tUat a suitable

programme. commencement of any construction activiies on a section of road atfected bY and acquisition covenant is included in the credit agreement concerning commencement ofcoon,tiucon prior to completion of compensation payments on any section

Implementalion of Social Forestry Schemes (road tree plantalion) and borrow pit rehabilitation olmond.programme (ish pond development) and respechte lease agreements with beneficiary groups

NGO responsible for RAP poaaiowleetti..Paricuolarly with

Full implementatIon of Uhe provisions made In the RAP for overseeing and monitoring RAP e,eculionr tree plantatron and fih pond dnvelopment. CRO within Pl0 to be

and the provision of assinonce to PAP, who need it responsible for overseeing satisfaclory eoecution of the RAP

Delays In proect Implementaton and thus benenft Preparation of 8 complete record Of e.sfing buildings immediately prior to Preparation of a daed video recording. taken from a moving vehicle. whch shows both road margion CSMC

la associated vith raudulent compensattion commencement of the land cquistion process and all nearby structures

claIms Advice s local tcommunites of the eAostence of the vIde that any construdion started after he date NGo responsible oR RAP preparatiorlimplemeattion in coordination with

of the recording may not be covered by the compensation process. and that hfaudlent compensation the land aoquisitior teams and local a.lhonties

ldaims will be appropnatety dealt with by the authotibes

Construction phaseGretaedverse impacts of consbtucton ativides Indusion of dauses and cothn Itf ontracors behave In an envirmnmentally Desecphun of mhe wets to Indicate that the Bank and RHD vlew ennrnomental mnters tn be of SDC/CSMC

respoWible mnner considerable Imprtance and Uhat the conbame will be administered accoddintY

Bdefng of appointed contlractors on mobilisation, regarding sensitive environmental naner aend The Engineernelnforcement of advice regarding contract administration; contracts to be administered acoordinogy

Increased enployment opporlonitkes for the Wical Construction contcts Io require maxlmum use ot local labour. cntractor to Icluosin ot approprtiae clauses In constrction contracts. SDC

poputatlon take positive steps to remctl women, the destitute and landless, with a_ minimum of 30% of the wor*the to be female. Monitorng of complance during constuction Dnd approprate adwinstrOton ot Ihe contracts The Ergineer[ER/REs & ste stafn

Loss of madside tees assocIated with aisUg and Miomisatiowonfothe need tor felling of existng trees Approprate designs Io be prepared whid minimise the need o tree feiling Options for reducing tree SDC/CSMG

widenieg ofermbankment Embankment widening. wherever possible, only at one side telling to be investigaled. duong desIgn. Atignment to be ad)lsted to avoid felling ot large w significant

trees wtierever thls is feasible

Constfuction conltacts to marce provlslon fur penalty Io the cootractors lodUsion o0 appropriate clause In construction contracts. Monitorilng of compliance during const-tion SDC/CSMC Monitoring and enforcement by the EngineedERIR Es site

unnecessialy felling or damagIng tees, and approprate administration of contracts stla

All large trees. or those o0 religious or cultural signitrcance lyIng on the embankments or within 1 Ow of CSmCthe toe, which ae not tl be felled or damaged to be Identified on site Plans. Trees not 0 be felled ordarneled tob e r enrly maried.

ImplemienatiornOtnrepIacementoeeplwantngprogramme Detailed eplanting programme to be prepared and implemented outside the civil works contracts. RHD Arboricultural Unit in coordination with the appointed NGO, who will

under the management ol an expedenced NGO appointed by RHD, with appropriate technical Identity and organise local groups for Implementation

Loss of produdcie and Is n borrow pils and Minimisaion of borrow requirements Options for borrow minimisalion to be Investigated, during detailed design. SDC/CSMC

adoene foanclal etfecfc associated wRvoploitlio of nes lannlowee, by contractors Equltable agreements for borrow pit deVelopment to be reached by contractors ExperienCed NGO, acceptable to the Bank and RHD, to be appointed to advise and assist landowners RHO (PCWO) to appoint NCO

and landholdes. Lease amangements to specity what post-use restoration In relation to borrow agreements and posI-use Income restoration oplins.

Ororktisi troI be cardied or0 by the contractors

Contrctrh tI submid plans Ior bunow espoita.ion nd site restorahon for lidusion of appropriate clause in construction contacls: mondioring of compliance duoing constwuclion SDCICSMC.

apprnuaf before coendneng any works. and to implement such apprmid and appoprate administraton of contracts

Plans.

Contractors tI be advised that plans involnig the usual practhce of eoenslne Descripion of the wots to incuden anpppmriate statement SDCICSMC. Monilonng and entorceent by the EngineerERyREs & site

showllO dde borrowing wil not be apnoved unless there ame eocaptonal staff

r*cumstitnas.

Implementation of support progranmes to affected landowners In Income Detailed programmes covering post-use restotilon tor agricuureJ Improvement of productivity on NGO appointed by NGO n connection with pre-etraction advice tn

restoratron adsing fom reduction In products. capacity at borrow sites. unaffected parts of holdings or lish pond development to be prepared and implemented after ethaction landowners to prepare detailed plans and o manage execution through

has cased. local NGOS (with additonal technica assistance in planning andiMplementahon)

Erosion oe embankments leading to deterionatie Eartrwoku spettiniaons to cidude provision for turting of all earthwor Inl usion of appropnate items in specifcations ec. Monitorng 0o compliance duoing construction and SDCICSMC Monitoring and enforcement by the En -ineerlERpRE i& Ste

of the embtinkeeont slhouders Ond pAvenrent. slope nd ewternrg of laid turf as necessary unbl groond cover tony appropiate administration of contracs stay

ffecting satlofy and Ingriy of dthe ruod bstanbiWSed

Waoe erption protecton measunes hn be construed at sensibve sites using Sensitive sites In be idenlfied Options for protection measures to be investigated. and suitable SDCICSMC

natural materials wherever possible measures r be incorporated in project designs. specincations etc

Page 65

Table 6.2 Summary of Environmenital Management Measures for the Dhaka-Sylhet Road Project Dhaka.Sylhar EMP

Potntial Impacts Benefit Enhancement I Mitigation Measures Managemont actions Executve Responsibilities

toe mo to seivices twin a bog or crosa Relocabon of any ppotenhaPy atected s-ces poo to commenrcement of any Potentially ffected Serices to be denOted at earilest opportunity SDOCCSMC-

the mad during consbecton. isading to constroton wotrks.hOnupn of mpp*y

Senica pnovidmn to be wb6nd or need or relocation and required program.nn to avond Crosbucti"n RHO (PCWD)

delays

lmplementabon of relocation works to be completed by senvice proviers before any ot marn Senrce pronidem

constuction works poceed. in acordance wth prevously agreed progromme

Conbactr to be respons,ble fhr Idenutying and ocfeguarding SeNvices inclusion of appropnate clause in consruction contractts. ronitorrng of crpli.nce duin constinrticrl SDCrcSMC. Monrtorng and erfor,croent by th EngqinerlFRR/REs 6A sde

adjaten to lhe worts, and for compensating sernice prnvider to any and approprate adminlsrationof tontracts staff

ancidetal damage to Such serices.

Con wes wotro prwsnce incrasing ContraCto to provode own suitably equipped and staffed site emergency Inclusion of approp nate closeten construction contracts; nitoung o1 compliance durng constroctorr SOICSMC. Moritorng and enforcement by

psasso an already sbaisad lA oaedkcat fmedical facilites. and eppropriate adroinistration of contracts start

lceqrnpee post-use clearance and reinstatement conactt to prepare ste restoration plans for approval, and to Implement Inclusion of appropnate clauses in consOtuclOn contracts. monon-g of cmpliance dunng SDCICSMC. Monitonng and entorcement by the EngteeerIEtREs i sle

ofi base camnp and other temporary workr sites, Such plans tonty prior to dernrobitisation .All teroporary wortin sites to be constructkon and eppropoate adoministration 0f cntracts staff

ledn to los of land producrnvity or addibtonal noifed by the contractor, prior to use.

costs for tndonsi to nrinstate land All sites l be phrotogtaphed to pvide a recond of preuse state CSMC

6000 to include nominated lump sums tor reinslatement of temporary sites SDC/CSMC

Pouton of d andeterandsuaeatr onators to prep n appal detailed site envnmenital plans or the Iclusion of appopate clauses in construction contracts; monitonng of compilance dunng SOC/CSMC, Monitonog and enforcementlby the EngineenER/REs & slit

arisng *Om trsnitary and oiter waste and base camps and other work sites. which make adequate provunion tor sate consrucbon and spproprnats eadminisraion uf contacts Star!

tisages dispoual ot at wastes. and prevention of spilages, leakage of polluUngiffrotalsb etc.

Conectomn to be requlred to pay alt oosto assoated with cleaoning up any as above SDC/CSMC. Monitoring and enforcement by the EngineeER/FtEs & site

pollution caused by their activites and to pay toll cDorpensation to those stanf

_____ _____ _____ _____ _____ ____ ffece d.Contrecs water abstrction esutlUng In Contacor to wake suitable erwrngements o r on supply end, to pronide an Inclusion of appropriate clauses In construction contacts. monitonng of complance duoing SDC/CSMC. Monotorng and enorcement by the EngineerlERJREs & slte

oneit for scare water resor w ithocal tafematia supply to any users aftcted. by contraclors' abstraction construction and appropriate administraton otfcontacts stalt

Consbctn tralHt causing pavement and Contractor and subwntractom, to use appompate vehices. and to wmply InclusIon ot appropriate clauses In construcion contracts; onitonng ot compliance duoing SOCICSMC. Mondoring and enforcement by the EngrnmeeVERiREs & ade

abstrucre damage do to overioading Increase In wiith tgal gss vehide and a. load Orons. wnstrution and appropriate admrinsraton 0f wntracts staff

oesgestlon. and Icreased moad afety hazards

Conbacs to repair damage at vmn expense as above as above

Contbact to mnimIse mad safety hazards and Inconvenlence to other road as above as above

usms by takling aD appropriate mneasures

rkine coPstraction interfering with nauvgabton Contractors to programorre and execote all Inwate-ay opembons on Inclusion of appyopsate clauses In construction contracts; monitonng o1 compliance duong SDC/CSMC Monitoring and enforcement by the Eng-meel tE Es t site

eavigable wterways so as mot10o impede navigabon. constrcion and apoopriate admnistration of contacts staff

Road ubbty hatds associated wts temporary Conbctors to lake all reasonable measures to minimise Interference with Intcusion of appropriate clauses In constuction conacts. moniloring of compliance during SDCICSMC. Momondong and enforcenent by the Engineer/ER/REs & site

trgIfc diversionls tratic fto and to provde sae bansIt o0 diversions. crsbocuin and appropriate admlnisatlion o1 contracts staff

Creatsn of tuetwood shorager the -loca Mlsnimssaion sothteneedft,newerbrickstnuseinpavementmaterials The specificallons to make proisBlon for e-use 0f HBB and other pavement materials in the cower SDC/CSMC

popuratnon drorigh eWg use In loins supplying pavement layer to the maximum extent possible.

bicks to ao nd contractOrs ua donbtedwood tbo cooklng etc at base cmpS and Alt bricks deinered to site to be from duty tOenced kblss. accrmpanied by a Inclusion o appropriate clauses In oonstrucon contracts; monitoring 0f compliance durng SDC/CSMC. Monitoring and enforcement by the EngInererERtREs 6 site

rther depredaton onacrce forest reources. vlid certicale snowing tfail t kiln concemed haa eat used fuehlood in their ronstcion and appropriate administratio of nontracts staff

as above as above

Con actor t usecoal, keosene, gas or other non-bdewood matedals forbeatng bitumen and for domestic purposes at base amps.

Ar potution fromnhot-mi plantsand brlc rkilns Operation and maintenance to be In accordance with manutacturer's Inclusion O0 appropriate clauses In constucton contractsd montoin.g o0 compliance donng SDC/CSMC. Monmbno and enforcemenl by the EngneerERREs 6 site

spectlabons constucion and appropriale adminlsbtlion of wntracts staff

Sitlng downwInd and away from villages. 0s above a above

Operation phaseIrprdaecs to boat so "avibali waterways at Designs to maks proision for aderqua lateral and vertca1 dearance' Ceaonacs to be according to te appropriate Standards for the class of watenay wncemed, as SDCICSMC

newiteplacarmnt shaetrs duised by the respo-sibie auitries. No reptacement brddes to hove lower sofft tenes tan tre

lmpronemet is tbade opportunites local Improved roads to be propedy maintained. Adequate budget and other resources toobe alocaned to onine sod poroir inotanoc. whichrvts RHO maintenance unrl (possibly the newly stabished Envnronmental Unit i

comreunlooe and associated beft ardsing be carded out to an agreed programere. Routne minor embankment maintenance to be caried out by Technical Wting

111m fomd hrovementsb local Sgups of tht poor and deabtile.

Pagc 66


6.3 STAFF REQUIREMENTS

6.3.1 RHD: Dhaka-Sylhet Project Implementaticin Unit

For land acquisition and implementation of the approved RAP, the Dhaka-Svlhct ProjcctImplementation Unit of the RRMP3 Project Implementation Office will rcquire a dedicated team ofResettlement Officers, together with the services of an NGO. Details are to be presented in the RAP.

During construction, RHD engineering staff will be required to respond to any environmentally-relatedissues raised by the Engineer's Representative. for example in relation to borrow pit proposals or thedesign of speed countermeasures through settlements. These are considered to be general engineeringduties, not requiring a dedicated or specialist environmental offlccr.

6.3.2 The Construction Supervision and Monitoring Consultant (CS,MIC)

Staff requirements for the CSMC are as outlined in Table 6.3:

Table 6.3 Staff Requirements for Environmentally-:Related Tasks of Supervision Consultant

Position Number Duration Tasksof Staff

Engineer (international) I Full-time See task list in Table 6. 1.

Engineer (national) 3 Full-time... ..................................................................... ................................................................................................. ................................................................................... .................

Environmental 1 4 months, split asSpecialist followvs:(international)

Start-up 1. 5 mm Review of documents. finalisation of treeplanting programme, development of QAsystem/compliance checklists, trainingstaff in compliance monitoring.

Year 2 0.75 mth Site inspections, review .

Year 3 0.75 mm Si.te inspections, review.

Year 4 1.0 mm Site inspections especially re clearanceand restoration, final report

...................................................................................................................................................................................................................................

Social Forester /Planner 1 Year 1 2.0 mm Organization and Planning

(international) Finalisation of details of plantingprogramme:

...................................................................................................................................................................................................................................

Fisheries Specialist I each Year 3 2.0 mm Investigation and design of borrow pit(international and fishery programme. if appropriatenational)

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The supervision consultant's (the Engineer's Representative) workload comprises five major elementsbeing design, supervision, co-ordination, certification and measurement. Many of these tasks areenvironmentally related (ref Tab 6.1 and 6.2).

The socially-related tasks will require specialist inputs as detailed in the RAP. he environmentallyrelated tasks are estimated to require the equivalent of one intemational and three national staff full-time. Actual personnel requirements for environmental tasks will vary according to the split of dutiesbetween staff. and the degree of integration of environmental compliance duties wvith other cnginceringsupervision tasks.

Co-ordinative tasks refer to liaison with the RHD. the PCWD, the RRMP3 Steering committee. thelocal authorities, the contracted NGO's and the members of, the Technical, Environmental andResettlement Supervision/Implementation Teams.

The requirement for specific science-based environmental skills is limited, and could probablh be mctby a 4-6 month input by international specialists. This limited requirement for international expertiscpresupposes a full-time commitment by an intemational engineer and local engineering staff to themany other tasks listed in Table 6.1, and excludes any time required for formal staff training.

6.4 INSTITUTIONAL STRENGTHENING

6.4.1 Taking Organisational Changes within RHD into Account

As a road design, construction and maintenance organisation RHD has to deal with a large number ofsocial and environmental issues. However, its present organisation and staffing do not permit anyeffective response: RHD has an Environment Unit headed by a Superintending Engineer. but the unithas no staff, mission statement or operating budget, and the Head has no environmental training.

Proposals for the creation of environmental capacity within RHD date back a number of years. andwere agreed components of RRMP2 (see RRMP2 Project Proforma of Sept. 1994). Detailed proposalswere made in RRMP2's Environmental Management Report (SMEC et al. 1995), and are understoodto have been updated recently by DHV (pers comm., M. Mastaller).

Under the 1997/98 Interim Reorganisation (see RHD 1997), RHD will create a Technical Services*ving (Figure 6.2). Within the wNing there would be a Roads and Environment division, in turncomprised of three units: Road Design, Road Safety, and Environment and Resettlement. Arboriculturewould remain a separate division xvithin Technical Service, along with Bridges (East). Bridges (Wcst).and the Bangladesh Road Research Laboratory.

In addition to ensuring that project plans meet donor guidelines, an important element of the work of thenewv Environment and Resettlement unit will be meeting the requirements of domestic environmentallaw. Under Department of Environment (DOE) regulations which became effective on 28 August1997, major road construction and rehabilitation projects require environmental assessment and DOEclearance before implementation.

6.4.2 Technical Assistance and Training

The Dhaka-Sylhet Road Project, and more generally RRMP3 as a whole. provide an opportunity forthe creation of an environmental management capacity within RHD. The logical vehicle for suchinstitutional development is the Institutional Development Component (IDC3). Subject to approval it isrecommended that IDC3 include provision for TA and training in

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Dhaka - Sylhet Road Project Emnironmental Management Plan

* Environmental assessment (including methodology of environmental pollutionmeasurement and monitoring)

* Environmental policy development for the roads sector.

* Road safety

Another focal point for institutional strengthening relates to the Arboriculture Unit. At present RHD'sArboriculture Unit is headed by a Chief Arboriculturist with the rank of Superintending Engineer.supported by a small professional staff of foresters at senior engineering grades and a larger technicalstaff totalling 72 nationally. The Unit is a poor relation when compared with the rest of RHD. andsuffers from major logistical constraints such as lack of transport as well as from the genericcomplaints of inadequate office equipment, staff training etc. Adequate training and institutionalsupport may therefore considered as one of the targets within the IDC3 components.

6.5 ENVIRONMENTAL MANAGEMENT ACTION SCHEDULE

Table 6.3 lists all actions which need to be taken at each stage of the project to ensure that therecommendations of this report are implemented. The schedule assumptions are based on informationobtained by beginning of March from RHD. Nonetheless, all dates shown in this list are to berespected as provisional, and require review once the overall project schedule has been finalised.

This final section of the EMP is a table listing actions which need to be taken at each stage of theproject to ensure that the recommendations of this report are implemented.

Paigc 69


Table 7.1 Environmental Action Plan

SERIAL ACTION RESPONSIBLE TARGET DATE REMARKSNUMBER AGENCYPre-Construction

1 Check contract documents re environmental and social (a) RHD (a) Jan. '98provisions (b) Bank (b) Feb. '982 Check and approve Environmental Management Plan (EMP) (a) RHD (a) Apr. '98 Domestic environmental

(b) Bank (b) May '98 regulations may also apply3 Check and approve Resettlement Action Plan (RAP) (a) RHD (a) Apr. '98 Domestic environmental

(b) Bank (b) May '98 regulations may also apply4 Decide on extent to which responses to indirect effects will be (a) RHD (a) Apr. '98incorporated in project, in particular: (b) Bank (b) May '98- roadside development

- effects monitoring, e.g. accidents, air pollution, noise5 Check that overall project budget contains adequate budget (a) RHD (a) Apr. '98lines for all approved tasks and measures in EMP and RAP, (b) Bank (b) May '98including roadside tree planting, responses to indirect effects

if included, staffing, technical assistance and monitoring6 Check that Supervision Consultant's Terms of Reference RHD, Bank May '98 Includes e.g. safety audit,include relevant tasks from approved EMP and RAP, and provision of social forestry,amend TOR and budget as necessary fisheries specialists, training7 Review engineering design, specifically: (a) RHD (a) Apr. '98 First task when appointed- provision for rickshaws and pedestrians at bridges; (b) Sup. Consultant (b) July '98- countermeasures to reduce traffic speed through

settlements;- pedestrian crossings at grade and under embankment;- design of level crossings if railway overpasses are not to bebuilt;- navigational clearances.

8 Safety audit of design Supervision Consultant July '98 First task when appointed9 Review EMP, RAP, contract documents Supervision Consultant July '98 First task when appointed10 Establish Dhaka-Sylhet project implementation unit with RHD Feb. - May '98

P;igc 70

Dhaka - Svihet Road Project Environmental Management Plan

SERIAL ACTION RESPONSIBLE TARGET DATE REMARKSNUMBER AGENCY

approved levels of environmental and social staffing11 Implement land acquisition process and RAP, and check RHD, DCs, NGO Contracts 1A, B, Complex and time-consumingcompliance with RAP conditions as implementation C: Oct. '98 process: delays likelyproceeds

Contracts 2A, B,C: Oct. '99

12 Formal tree survey followed by permitting, auction, disposal RHD: Arboriculture Contracts 1A, B, Process may take 9 monthsUnit C: Oct. '98Contracts 2A, B,C: Oct. '99

13 Appoint and implement any environmental/social TA RHD, BankConstruction

14 Establish QA/Environmental compliance & reporting Sup. Consultant June '98procedures15 Arrange for briefing of contractors by Archaeology Sup. Consultant, 1A: Oct. '98Directorate: 1A, 2A, 2B, 2C Archaeology 2A, B, C: Oct. '99

Directorate16 Arrange for archaeological reconnaissance by Archaeology Sup. Consultant, Oct/Nov. '99Directorate prior to earthworks (Contracts 2A, 2B) Archaeology

Directorate17 Ensure protection of ancient brick bridge at Km 90+425 Sup. Consultant, From start of(Contract 1C) Contractor works18 Establish community liaison process Engineer, Sup. From start of

Consultant, Contractor works19 Implement compliance monitoring and enforcement process Sup. Consultant From start of Thioughout contract period

works20 Design and placement of specific safety features: consult Engineer, Sup. Before pavingwith communities, decide on measures, design, construct Consultant works21 Bus and rest stops: decide on locations and sizes Engineer, Sup. Oct. '98 - Oct.

Consultant 200122 Inspect all contractors' facilities for compliance with Sup. Consultant Prior to

Pagc 71


SERIAL ACTION RESPONSIBLE TARGET DATE REMARKSNUMBER AGENCY

clearance and restoration conditions before issuing completionCompletion Certificates

23 Finalise details of roadside planting programme RHD, Sup. Consultant June '98 Will need specialist: Social

24 Contract planting organisation in advance to allow raising of RHD June '98seedlings

25 Implement planting programme RHD + planting June 2000 +organisation

26 Investigate opportunities for fish production in borrow pits RHD, Sup. Consultant June 2001 Will need specialist:Fisheries/Aquaculture

Post-Construction

27 Establish monitoring programme for road maintenance RHD: RRMP3/IDC3 2001 onwards28 Check on effective establishment and management of RHD 2004

roadside plantations

29 Implement monitoring or other action regarding indirect Unknown at present 2001 onwardseffects, as agreed

30 Social and environmental impact audit RHD, DOE, Bank 2002 See Section 4.3.3 of EMP for________________________________________ .________________________________ description

Page 72


7. ENVIRONMENTAL MITIGATION AND MONITORING COSTS

7.1 GENERAL CONSIDERATIONS

Many of the costs associated with implementation of thle Environmental Managemcnt Plan have alreadybeen, or will shortly be, included in the project budget, as an integral part of specific cost items Forexample:

* the incorporation of mitigation measures in designs and contract documents is covered in the costitem for consultancy services for the Implementation Phase

* the costs of environmental monitoring during construction by CSMC are covered in the item forconstruction supervision and monitoring consultancy services

* construction cost estimates incorporated in the overall project budget will reflect the marginal costswhich will be incurred by contractors in complying with the environmental clauses introduced intothe contract documentsthe costs of actual tree raising and planting, as well as the service fees to the managing NGOs whoorganise planting groups, are included in the overall itern for tree planting in the project costestimates

The costs of the borrow pit reinstatement programme (excluding managing/co-ordinating NGO costs)will be met from private sources (lease payments and/or micro-credit arrangements) and. as such.should not be included in the project budget.

Incremental costs associated with implementing the EMP, which are not provided for under other itemsin the project budget are:

. NGO costs related to the provision of planning and implementation management/co-ordinationservices for the borrow pit reinstatement programmes

* costs of provision of technical support to the planning/co-ordinating NGOs for both the tree plantingand borrow pit programmes

e costs of implementing an independent environmental review

In view of the importance of the tree planting and borrowv pit programmes to minimisation of two of thethree key adverse impacts of the project, and therefore to overall environmental performance. togetherwith the desirability of having a completely independent environrmental review during the constructionphase, it is proposed that the costs of the above items should be rnet wholly by the Bank.

7.2 . COST ESTIMATE FOR BORROW PIT REHABILITATION PROGRAMME

The cost estimates (in US$ at an exchange rate of US$1==Tk45) in Table 7.2 are based on the followvingassumptions:

* that the programme will commence as soon as the first contractor commences mobilisation. and willextend over a period of 48 months; this allows 1.2 months, following completion of the lastconstruction works within the three year construction period, for the borrow pit programmes to beimplemented at those sites where extraction ceases at the end of construction year 3

* that there will be no cost inflation in US$ terms withirn the programme period

Pagc 73


*that the managing NGO has local offices which can be used as bases by the field teams. and a headoffice where the Team Leader/Co-ordinator will be based: the allowance made for general officecosts assumes that only marginal incremental costs at existing offices are incurred by the field teams

* that, given the geographic spread of the programme. the field teams will operate from 2 offices. onelocated in the northern, the other in the southern section of Dhaka-Sylhet road.

* the two field teams will each comprise a Project Manager/Sociologist and a Fisheries Specialist

Table 7.2 Estimated Borrow Pit Programme Costs

Item Quantity Unit Rate Amount (US$)(US$)

Project Team Leader/Co-ordinator (part time) 24mm 2200/mth 52800Project Managers/Sociologists (2) 96mm 1780/mth 17088()Fisheries Specialists (2) 96mm 11 0/mth 106560Vehicle rent/operation (2) 96mths 1500/mth 144000Out of station allowances 96mths 200/mth 19200Training/workshops 40 250 10000Office operation 96mths 200/mth 19200Computer/printer purchase/maintenance (2 sets) LS LS 8000

Total 530640

7.3 SUPPORT TO NGO MANAGERS

The provision of managerial and technical training support to the NGOs who will be involved withmanaging the tree planting and borrow pit programmes is considered to be vital, if the programmes areto be executed efficiently and to schedule. Both programmes cover a wide geographical area, andproper planning and co-ordination are necessary for success. The larger Bangladesh NGOs generallyhave adequate technical skills and experience to implement large programmes, but are relatively weakin planning, particularly for schemes which must be implemented over a relatively short period. andneed careful co-ordination with other aspects of project implementation. The proposed TA supportwould be focused on strengthening capabilities in these respects, but wvould also include a technicalsupport element.

The support programme would run over a period of three years, with the main inputs being in the earlystages of the first year of construction: it being assumed that adequate transfer of knowledge has takenplace over the preceding three years, for the fourth year programmes to be planned and executedwithout external guidance and assistance.

The cost estimates in Table 7.3 are based on the following assumptions:

* that the Bank will recruit individual, freelance experts, rather than drawing on staff members fromconsulting firms

* that the specialists will be mobilised from Europe* that there is no cost inflation in US$ terms over the support programme period

Page 74


Table 7.3 Costs of Support to NGO Managers

Item Quantity Unit Amountrate (USS)

(USS)Social Forestry Specialist 5mrm 12000 60000Fisheries Specialist 5mm 12000 60000Agric. Extn. Specialist 2mm 12000 24000Airfares 9 3000 27000Per diems 450 180 81000Vehicle hire/operation 15mths 1500 22500

Total 274500

7.4 COSTS OF AN INDEPENDENT ENVIRONMENTAL REVIEW

The estimated costs of an independent environmnental review are based on the following assumptions:

that the Bank will recruit an individual, freelance specialist, rather than drawing on Bank staff. or astaff member from a consulting firm

* that the specialist will be mobilised from overseas (E,urope)* that there is no cost inflation in US$ terns over the support programme period• that the Bank office in Dhaka will provide all local transport

Table 7.4 Costs of Independent Environmental Review

Item Quantity Unit Amountrate (US$)

(USS)Environmental Specialist lmm 12000 12000Airfare 1 3000 3000Per diems 30 180 5400

Total 20400

Page 75


8. REFERENCES

Alam, M.K., M. Mohiuddin & M. K. Guha. 1991. Trees for Lowlying Areas of Banglacdesh.Bangladesh Forest Research Inst., Chittagong.

Anon. 1996. Technical proposal for the simultaneous development of rural roads and fisheriesthrough the development of borrow pits created duing road construction in a form suitablc foraquaculture. IFADEP Project ALA/92/05/02 Bangladesh. October 1996

DHfV 1996 Nalka - Hatikamrul - Bonpara Newv Road, Detailed Environmental Stud;. Part 5Environmental Management and Monitoring Plan. DHV Consultants BV, in association withConsulting Engineering Services (India) PVT Ltd, Development Design Consultants. DeshUpodesh Ltd. December 1996

DHV Consultants BV et al. 1997. Nalka-Hatikamrul-Bonpara New Road: Detailed EnvironmentalStudy: Part 4: Resettlement Issues. RHD, Dhaka. March 1997.

Gallagher, R. 1992. The Rickshaws of Bangladesh. UniversitY Press. Dhaka. 683 p.Haggart, K. (ed). 1994. Rivers ofLife. BCAS, Dhaka & Panos, London. 244 p.Hunting Technical Services. 1992. Social Forestry and FCD/I Project Maintenance. FAP 13 FCDlI

Operation and Maintenance Study: Draft Working Paper 2. FPCO, Dhaka.Jansen, W.G., AJ. Dolman, A.M. Jerve & N. Rahrnan. 1989. The Country Boats of Bangladesh. Univ.

Press. Dhaka. 279 pMott Ewbank Preece & Progressive Consultants Ltd. 1996. Meghnaghat Power Station:

Environmental Impact Assessment (draft report). Bangladesh Powver DevelopmentBoard/ADB. Dhaka.

Mouchel et al. 1997a. Rehabilitation of Dhaka-Sylhet Road: Feasibility Stuidy Update: Volu(me I -Feasibility Study Update. RHD, Dhaka. September 1997.

Mouchel et al. 1997b. Rehabilitation of Dhaka-Sylhet Road: Feasibility Study Update: Volume 2 -Environmental Aspects. RHD, Dhaka. September 1997.

National Oceanographic and Maritime Institute. 1994. Experimental Project for Improving theEfficiency and Profitability of Country Boat Operation. BIWTA, Dhaka. 260 p.

National Road Safety Council. 1997. National Road Safety Strategic Action Plan 1997-98 to 1998-99.Min. of Conimunications. Dhaka. 42 p.

RHD. 1994. Roadside Afforestation and Maintenance through People's Participation uinder theAssistance of the RHD. Arboriculture Circle, RHD. Dhaka. 8 p.

RHD. 1997. Final Report of the RHID Reorganisation Sub-Committee. RRMP2/IDC. RHD. August1997. Dhaka.

SMEC et al. 1995. Second Road Rehabilitation and Maintenance Project: EnvironmentalManagement Report. Snowy Mountains Engineering Corporation/RHD. Dhaka.

SNC et al. 1993. Water Transport Study. Northeast Regional Water Management Project (FAP 6).Shawinigan Lavalin (1991) Inc., Northwest Hydraulic Consultants, et al. Dhaka.

SNC et al. 1995.- Specialist Study: Wetland Resources: Final Report. Northeast Regional WaterManagement Project (FAP 6). Shawvinigan Lavalin (1991) Inc., Northwest HydraulicConsultants, et al. Dhaka.

TRL. 1991. Towards Safer Roads in Developing Countries: a Guide for Planners and Engineers.Transport Research Lab./ODA. Crowvthorne, U.K. 220 p.

World Bank. 1990. Involuntary Resettlement. Operational Directive 4.30. World Bank. Washington,D.C.

World Bank. 1991a. Environmental Assessment. Operational Directive 4.01. World Bank.Washington, D.C.

World Bank. 199 lb. Environmental Assessment Sourcebook: Voluime ll: Sectoral Guidelines. Tech.Paper 140. World Bank, Washington, D.C.

Paec 76

I

ANNEX A

INVENTORY OF ROADSIDE TREES TO BE REIIOVED

_______Detailed Inventory of Trees which need to be removed due to Construction of Dhaka - Sylhet RoadChainage Mahogany Teak Sissoo IShil Koroi Shal INeem Babla Date Tree IBerry tree Mango IJack Tree Eucalyptus Aacia Rain tree Others SUbotal Remarks0.000-0+0 5 0 415 0 0 3 55015 __ 0 19 164 Madar, Kadam, Betchnut0,5001'000 . 11 . 3 27 4 0 0 2 10 0 2 2 0 0 2 22 85 trees, Caconutlree~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~2285 res,Cocnu tee1.000-1.500 29 2 19 1 0 0, 1 13 0 .0 0 __0 0 14 36 115 Krisnachura,Gabetc.1+500-2+000 29 1 21 2 0 0 1 60 - ~2 0 0 1 14 51 1282.ooo-2+500 2. 0 40 14 0 0 0 0 0 1 a 0 121872.500-3+000 2 0 5

01 03+000-3*500 15 0 :55 8 0 0 0 1 0 0 03740 1863.500-44000 .7 0 43 20 0 0. 0 0 3 2 0 0 37 391514.000-4.500 3 1 10 13 0 0 0 0 04 2 0 0 14 21 684500-5.000 4 0 8 5 0 0 0 0 0 4 2 0 0) 17 13 835#000-5*500 3 0 191I

0 1 0 _ 205 645.500-6.000 2 0 421 010 000 5 56_ _ _

6.000-6.500 2 0 131 0 0_ _ 0 0 _ 0 0 1 2 1506 ~ ~ ~ ~ ~ 6 0 150 0 0 0 00 0 _ _ 47.000-7.500 20 0 100 0 0 15 0 0 0 0 0 12 2177.500-8.000 3 0 ~~~ ~~~~~ ~~~51 0 0 6 5 0 0 0 00 0a49 45 159 __8*00-8.500 0 0 47 0 0 0 5 0 0o 0_ _ 0_ 0.. ..... ...0... 39 15.... .. 1068.500-9'000 3 0 4 0 0 6 0 0 ~~ ~~~ ~ ~~ ~~~~ ~ ~~ ~ ~~~~0 0 0 0 0 10 30 53

9+000-9+500 0 10IC 0 .....15 a P...~...0 0 0 0 0 067 26 1189+500-10+000 2 0 5 3 1 14 0 0 0 0 0 0 0 . 27 6416Ile10,000-10+500 0 0 0 *.. 4 0 11 0 0 . 0 .... 0 ...... 0 ,. 0e65 20 101 -.i....o.i. .... 0.0................0. ...... ...... ..... . .0.0.0.6.5

52iioo-11.5000 0 0 5 3 0 35 0 0 0 0 __ 0 0 ~0 - 511.500-12.000 0 0 71 0 0 0 0 0 0 0 2 0 030 17 9012.5000-12+5000 1 10 0 1 1 0 020179

12.500-13+000 8 0 56 37 0 0 0 01 0 28 13 14313.000-13450 17 0 9 0 3 3 023 2 0 0 0. 126 24 18913.50-14+000 6 0 13 1 2 2 2 0 0 2 15 6214.000-14+500 3 0 14. 1 1 0 0 1 0 0 00 015 . 22 14714.500-154000 3 0 5 0 0 1 0 7 1 2 20 0 37 13 7 115+000-15.500 - 3 ~_ 0 _ 4 0 10 0 21 3 2 00 20 40 90

~~ 1- .......... . .. ...... ..... . . .... . . ........ ... . ......... . ...... .............. . ..................................-.. ...........................15.500-16+000 0 0 a 3 0 65 0 0 0 2 0 0. ... .... ..0 . 4 5 30 ...... .__14516001 6+500 7 0 1 4 20 0 8 0 -. 0 0 0IC10 .5. - 6516.500-17.000 10~~~~t 0 0 2 0 - 8 1 - 2 2 00 10 - S-51 -17.000-17.500 ~~~ ~~20 1 00 0 1 1 1 0 0 0 000 12 5617.500-184000 20 0l1a 0 2 1 0 0 --7 62

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0c 258[Sub-Total 2991 8 1281 193 13 209 36 140 9f 33 1 2 8951 8141 3970

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Detailed Inventory of Trees which need to be removed due to Construction of Dhaka - Syihet RoadChainage Mahogany Teak Sissoo IShil Koroi IShal Neem Babla IDate Tree Berry tree IMango Jack Tree IEucalyptus IAcacia Rain tree Others Sub-Total Remarks177+000-177+500 0 O a4O [ 0 ___510 44426177h500-178+000 0 0 0 5 __0 0 00___0 310 8- . 2.17,0-178.500 2 0 0 5 _0 0 0 0 2 9 0 0 68 21 53178+500-179+000 0 0 0 0 _0 0 0 01 5 0 0 6 4 2117900 9502 0- 01_ 0 _ 0 0 0 0 _ 2 0 0 7 2179*500-180+000 .0 0 2____2 0 0 0 00 000 1161!80.000-180.500 0 .0 0 000 _ 0 0 0 __ _ 0 0180.500-181+000 0 0 6 3 0 0 0 __ _0 0 __12 0 0 29 42 74181.000-181+500 0 0 5 3 0 0 0 a_ _ 3 3 0 3 4 14 35 _ _181.500-182+000 0 0 0 5 0 0 0 1 1 12 ____5 0 01 7 50 91182+000-182+500 4 0 0 7 0 0 0 _ _ _0 000 0 6 63 90go_182.500-183#000 4 0 04 0 0 00 0 14 1 5613 7183.000-183.500 0 0 0 0 0 0 0 0 0 0 85 1 0 86183.*500-1844000 0O

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_Oh_ ahogay TeaDetailed Inventory of Trees which need to be removed due to_Construction of Dhaka - Sylhet Roadcainage Mhgn Tek Slssoo IShil Korol Shal Neem Babla Date Tree IBerry tree IMango Jack Tree Eucalyptus Acacia Rain tree Others Sub-Total Remarks21+00-218+00 __ _4 12 0 0 0 0 0 0 0 0 0 00_ _ _ 464 _ _ _ _ _

218+000-218+500 51 0 ~6 2 0 1 0' 0 0 0 2 0~*~~ 4_ _ _ _ _218+500-219+000 4 0 0 ~~ ~~2 0 0 0 0 00_ __00 0631_ _ _ _ _21+0-1+50 0 0 3 1 0 0 00 0 5 0 1 612321+00-220+000 0 0 0 0 0 0 00__ _00_ __0 0000 _ _ _ _220+000-220.500 0 0 0 0 0 0 0 0 1 200 0036

_ _ _ _ _220+500-2214000 1 0 0 1 0 a0 0 4 20 0 0 8 17 _ _ _ _ _221.000-221500 ____ 2 0 0 0 0 2 0a __ 0 0 5 1 0 04418_

_ _2210-?222+000 0 0 __ 00 1 20 0 1~._ _4. 10 _ _____222+000-222+500 1 0 ~~0 0 0 0 0 0 _ 0 0 0 0 0 __ _1 __0 2 _ _222+500-223+000 0 0 0 0 0 0 a 0 0 0 0 0 o___ 0 0 0 ____223L+000L-23+500 0 0 0l - l - 0 0 a 0 0 0 0 0 0 -______223+500-224.000 0 0 -- 0 0 0 a 0 0 0 0 0 0 0 _____ 0 _____

iSub-Totat 556 6 373 921 0 28 0 53 17 109 45 23 103 641 673 2719__________

Grand Total 2454 95 5632 985 268 1344 615 451 207 1580 1144 61- 1593 59731 5222 275631

.--.---.-~~~....--.-,-- - "*- -~.............. ....... .... . ........ ... .... ..... -,-.- -. .I. .... .... .............. . .................... ........-.-....... ... ....-..

I

r ANNEX B

RHD ARBORICULTURE CIRCLE GUIDELINES

LEASE AGREEMENTS FOR ROADSIDE

AFFORESTATION AND MAINTENANCE

-~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~

Roads and Highways DepartmentGovernment of BangladeshArboriculture Circle

LEASE AGREEMENTS

FOR

ROAD SIDE AFFORESTATION AND MAINTENANCE

THROUGH PEOPLE'S PARTICIPATION

UNDER THE ASSISTANCE OF THE RHD

18-07-94 Arboriculture CircicRHD. Dhaka.

(Eng/lsh Translation b v DHV-Considtants. Nov. *97)

Roadside Plantation Guide, Arorictiltuirc Circle RI il)Filc: MMA\EIA\i[DGuide. Doc Page I

I I

PREFACE

It is a world wide concern to keep balance with environmental conditions w hile promoting development.Tree plancation and maintenance can help in keeping sustainable socio-economic and environmentalbenefits. The importance of trees is multifold: They influence weather and rainfall, and each singlc treeenhances fresh air quality. The global environment is affected seriously because of careless use ofnatural resources. The human being responsible for the survival on earth has widely exploited andmismanaged these natural resources. There are many reasons whv many species have disappeared. Thecontributing factors are natural disasters, increasing population, industrial revolution, diminishinacultivable land, increased desertification and so on. Besides the green house effect has increased theaverage global temperature which have further adverse global impacts in the next few years accordingto many specialists.

Ten percent of the total world forestry has already been destroyed and further twenty five percent arcunder threat. Industrial and urban development destroys seven million hectares of land in every minute;at the same pace 44 hectares of fertile land is currently changing into desert and 22 hectares of forestland is destroyed. Particularly tropical countries, vital for global oxygen production, arc loosingforestry at a rate of one percent every year.

As for Bangladesh, its total area is 143,980 sq.km and the population is 120 million (rcsulting in adensity of 900 persons per sq.km. Forests covers only nine percent instead of twenty five percent incomparable environmental settings. Since there is great deficit in forest coverage, the government isplanning for forestry improvement in engaging rural people in different activities of trce plantation.

Thcre is no unused land in a highly populatcd country like Bangladesh. Neither it is easy to mcct therequirements of forestry, but using the limited resources substantial improvement and developmenttowards forestry can be achieved. Thcrefore, the Government is undertaking afforestation efforts in theland adjacent to roads, highways, railways and all kinds of embankments, as well as in public andprivate office yards.

GoB is encouraging public participation by offering share of forestry benefits. Therefore. roadsideafforestation is becoming a main motivation issue nation wide.

Considering the above circumstances, Secretary, Ministry of Communication and Chief Engincer. RHDdecided to plant trees by RHD's Arboriculture Division on at least 200 km of roads every year. whileanother 2 km of roadside plantation will be undertaken by the Sub-Divisional Engineer. As a result ofthis decision each year the RHD will plant trees for 450 km of roads which will contain 0.9 millionplants on both sides of the roads. The planted trees shall be well cared and maintained. Trees destroyed*vithin the planted areas shall be replaced first in the next year. For tree plantation purpose every vearthe cost will be provided under 168-road, bridge, and maintenance account and for the new road 2%provision shall be made in the Project Concept Paper (PCP).

Roadside Planutiaon GLLidC. ArbonctullureCircl RIIDFile: NM\\EtlAqRDGuide.Doc pane iI

Criteria of Planting Trees on Both Sides of Roads

1. Trees are to be planted as such manner that no obstruction is created to the drivers.

2. At least 10.00 m distance from culverts or bridge approaches shall be left free from any trees.Road bends are equally to be kept free of trees.

3. Trees shall be planted in sufficient distance from the road shoulder so that in need vehicles canbe parked on the road side without disturbing smooth traffic movement.

4. Trees like Mahogany, Sissoo, Adune, Jarul, Jackfrmit, Koroi, Neem and Akashmoni are amongsuitable species to be planted along road side. Shnubs are to be discouraged for plantation onside slopes and at the verge as they are likely to get out of control and become harmful to theroads. Mulberry, Banana and Papaya cultivation are also not recomrnmended for cultivation onslopes.

5. Every year by the 30th July tree plantation shall be completed. Growth and resistance againstanimal grazing of newly planted trees will be enhanced if they arc cultivated bcfore the end ofJuly. Generally, plants of 2 years of age are more strongcr than younger oncs. Whatevcrmethod of plantation is adoptcd, if the plantation is entrustcd and maintained by local people ingranting them due shares there will bc less possibility of destruction and failure. Thcreforepeople shall be directly engaged in such plantation scheme.

Project success apparently will depend on the agreement and engagement of local people formaintenance of all these trees after the first or the first two years. In this wvav local people will learn toappreciate "their" trees and their responsibility for these forestry resources will be strengthened. Incases where there is no road side villages and/or people do not show any interest in tree maintenancc.such plantation agreements are not applicable.

* * *

Roadside Plantation Guidc. Arboriculture Circle RI D)File: MMA\ETRAIGuide.Doc p.ag: iii

Cost Estimate for 1 km Roadside Plantation:

In FY 1994-95, for I (one) km of tree plantation and maintenance of species mentioned abovein both sides of the roadin 2 rows at 1.82 m planting distance. the following cost estimate is made:

I1. Cost of young plants, including transportation and handling:

2000 nos @ Tk. 10.45 each = Tk. 20,900.00

2. Labour cost for making planting holes of size .45 x .45 x .45 m(or as per instruction of the executing officer)

2000 no @ Tk. 1.57 each = Tk. 3,140.00

3. Cost of Fertiliser including cowdung

a. Cow dung (0.5113 @ Tk 1.83 per ft) Tk. 0.90

b. . Urea (144gr Tk- 5.59 per kg) Tk. 0.63

c. TSP (I 14 gr @ Tk1 7.59 per kg) Tk. 0.86

d. MP(I14gr Tk- 6.00 perkg) Tk. 0.68

TOTAL for 2000 noof trees@ Tk. 3.08 = Th. 6,160.00

4. Placing of trees in holeand cost of Bamboo pole (1.5 m long, 2 cm diameter) support2000 @ Tk. 3.14 = Tk. 6,280.00

5. Maintenance costs for one year maintenance1 km x I man x 12 month x 1536.15 Tk/month = Tk. 18,433.00

TOTAL COST FOR 1 km (both Side)ROADSIDE PLANTATION, INCL. MAINTENANCE = Tk. 54,913.50

Provision has been made for plantation of 2000 trees for I (one) km of road.

However, the'number of plants will depend according to the availability of adequate space on the roadsides.

The cost indicated above include VAT, taxes and profit of contractors.

Roadside Plantation Guide. Arhoriculttire Circle RI-tl)File: MMA\EL A\Rl EDGuide Doc page IN

Guideline for

Agreement between local selected beneficiaries and RHDfor roadside plantation and maintenance scheme

The Government of Bangladesh intends to increase tree resourcies at a lesser cost on road side by engagementof local people.

Correspondingly,

today . . year_ monthon behalf of the RHD (considered to be 1st Party)

undertakes the following agreement with

the Chairman

of Union council (as a second Party)of VillagePost Office Police Station_District

representing the following persons:

a. Name a. Fathers Name e_

b. b

c. c.

It is agreed to protect trees on both side of road after being maintained by the Government of eangladesh inmutual responsibility on the following terms and conditions:

Roadsidc Plantation Guide. Arboriculture Circle REDFile: MMA\E1AtRHDGuidc.Doc Page

Terms and Conditions

1. The First Party will divide the roadside in various modules and shall develop horticulture schemes withthe finance of 1st Party. The scheme shall be maintained by the 1st Party for the first year or, ifdecided so, for the first two years.

2. The 2nd Party will be selected by the 1st Party. For the tree maintenance the 2nd Party will beengaged. 2nd Party shall be composed primarily from landless people categories.

3. If any terms of the agreement is breached by the 2nd Party, the First Party will have right to cancel theagreement.

4. _ .2nd Party will have right to plant other edible and useful plants like chilli, eggplant, sweet potatoes,cotton, nepiar, para grass, corns etc. In between the existing trees, no cultivation of plants is allowedwhich may create erosion. It is also forbidden to establish there any type of shelter.

5. In embankment slope, timber producing trees such as Sissoo, Mahogany, Argune, Jarul, Koroi andNeem shall be planted at 1.80 m distance in the first row and at 1.50 m C/C distance in the secondrow. Timber producing trees such as Akashmoni and Rain Tree will remain the property of the 1stParty. Fire wood can be cut after 5/6 years and can be taken by the 2nd Party. The concept is that theleasees will eventually benefit 40% of the total plantation. All trees shall be protected from cow andother animal grazing.

In roads where only one row is allowed the spacing shall be @ 5 feet C/C and trees like Koroi, Sissoo,Mahogany and Akashmuni shall be given priority. The 2nd Party can cut down and collect everyalternate tree after 5 to 6 years for use as firewood. Permanent trees @ 10 feet C/C shall be theproperty of the 1st Party. Banana, papaya and bamboo is not allowed for cultivation.

6. The 1st Party will assist 2nd Party by all means in maintenance. In case of threat from 3rd Party 2ndand 1st Party jointly ask for help from the relevant authority. Developed horticultures cannot be leasedto any other organisation.

7. In case there is need for road widening resulting in the removal of trees within 5 to 6 years after thesigning of agreement the 2nd Party will be entitled for eompensatiopn at 50% for the removed trees.After the remaoval of trees the site shall be filled, levelled and compacted to the required standard

8. Within 1Om of the bridge approach no trees are allowed to plant.

9. All parties, with due consultation, can agree for changing any terms of the contract.

(Signatures)

Representative of RHD (Class-I Officer)

Witness

Union Parishad Chairman

Witness

Roadside Plantation Guide, Arboriculture Circle R EiDFile. MMA\EIAREI-DGuide.Doc page VI

Guideline for

Lease Agreement between Beneficiaries and RHD-- for Additional Roadside Plantation and Maintenance Scheme

Agreement is made on date for increase of tree resources along roadsides, at lesserexpenditure

between RHD, represented by (1st Party),

and (groupslorganisation1ndividuals) (2nd Party)

represented by Chairman/Secretary - on behalf of

3. _

On basis of 50:50 share of benefit between GoB and (groups/organisationAndividuals) concerning roadsideplantation lease schemes the following terms and conditions are to be adopted:

Terms and Conditions

1. RHD is the only owner of khas land along roads.

2. Tree plantation can be made on the condition that land alongside the road concerned is available.

3. The 1st Party will divide the roadside in various sections and shall lease them out for horticultureschemes to the 2nd Party. The trees (Mahogany, Sissoo, Koroi, Jackfruit, Jarul, Akashmoni, Arjune.Mohanem) shall be planted by the 2nd Party.

4. In embankment slope, timber producing trees such as Sissoo, Mahogany, Arjune, Jarul, Koroi, Neemand firewood producing trees like Akashmoni and Rain Tree shall be planted at 6' distance in the firstrow and at 5" C/C distance in the second row. Fire wood can be cut after 6 years and can be taken bythe 2nd Party, subject to prior approval of the Ist Party The concept is that the leasees will have ashare benefit of 50% of the total plantation.

5. 2nd Party will have right to plant other edible and useful plants like chilli, eggplant, sweet potatoes,cotton, nepiar, para grass, corns etc. In between the existing trees, no cultivation of plants is allowedwhich may create erosion. It is also forbidden to establish there any type of shelter.

6. Banana, papaya and bamboo is not allowed for cultivation along roadsides.

7. If any terms of the agreement is breached by the 2nd Party, the 1st Party will have right to cancel theagreement at no cost incurring to the 1st Party.

8. If there is need for road widening to remove trees within e years after plantation the 2nd Party will beentitled for 70% of the removed tree.

9. In areas of bridge approaches and at road bends no trees are allowed to plant along roadside.

10. On embankments and on plain land the 2nd Party will tbe allowed to cultivate agricultural crops. Ifrequired by the 1st Party, however, to retrieve soil material for road/embankment maintenance, the2nd Party will not be compensated.If feasible, the 1st Party will allow beneficiaries to perform fish culture in borrow pits. In such cases, theshare basis for production will be 50:50.

Roadside Plantation Guide. Arboriculture Circlc RPil)File: M2v[A\IA\RHDGuidc.Doc page vii

11. Utmost attention shall be paid by the 2nd Party to avoid any damage to the road embankment

No cultivation of crops along roadside is allowable in areas without prior tree plantation.

12. This agreement is not transferable to other beneficiaries/parties unless approved by the 1st Party

13. The 1st Party will assist 2nd Party by all means in maintenance, In case of threat from 3rd Party 2naanc 1st Party jointly ask for help from the relevant authority.

14. Lease will be allowed to collect earth fill materials from RHD borrow pit for repair of the embankmentbut not for other individual interests. Every year all holes in the embankment shall be filled up by thelease.

15. The life span of firewood producing plants is 6 years, for timber and fruit bearing trees is 30 years. The2nd Party will receive share of fruit production at 50%.Tu:h (Mulberry) cultivation is not permitted.

16. Trees planted earlier shall be the RHD's property. Road side already satisfactory planted shall be leftaside and shall not be included in the scheme.Road sections located in Social Forestry Schemes shall be exempted from this agreement.

CONCLUSION

For the purpose of tree plantation in road side there exist a inter-ministerial conmmitteechaired by the Ministry of Forestry. In every District exists a Tree PlantationConmmittee under the Chairmanship of the District Commissioner. If RHD.Governments Departments and NGOs take positive stapes in tree plantation, withinnext few years the proposed scheme wvill be successful.

The Arboriculture Division should. with assistance from other Executive Engineers ofRHD, play a key role in implementing the proposed plantation schemes. The StandingOrder of Higher Authority should be followed which specifies the cutting down ofmatured and dead trees. Each removed tree should be replaced by S newly planted treesand shall be -well maintained.

Roadside Plantanion Guide. Arboriculture Circle ROIDFilc. MNlX\EbWUtD(ide.Doi 'an

ANNEX C

IDENTIFICATION OF POTENTIALLY SUITABLE SITES

FOR BORROW\ STRUCTURES

Dhaka - Sylhet Road Rehabilitation Project

IDENTIFICATION OF POTENTIALLY SUITABLE SITES FORBORROW SOURCES

1. Background

The Dhaka - Sylhet Road Rehabilitation Project involves the substantial upgrading of about230km of highway between Dhaka and Sylhet.

The principle design objectives of this Project are to:

* upgrade the traffic capacity of the present highway (generally by substantial widening ofthe existing pavement and associated embankments),

* reduce the frequency of flooding of the highway (by raising the present level of thehighway and associated embankments).

To achieve these objectives more than 6 million cubic metres of new fill material is required.The estimated fill quantity requirements along the selected highway route are indicated onFigure A.

Inevitably there will be a substantial physical and environmental impact associated withacquiring such a large quantity of fill. To maximise flexibility in selecting suitable borrowsources, the detailed embankment design and associated technical specifications allow theuse of a wide range of material types (clay, silt, sand). However, in selected zones of theembankment particular material types have been specified, for example:

i where fill is required to be placed underwater,e the zone immediately below the proposed pavement structure.

For this project, RHD has decided that primary responsibility for locating and arrangingborrow material sources will lie with the physical works Contractors. The Contractors will berequired to submit specific proposals for borrow sources to the Engineer (RHD ProjectDirector) for each Contract who will check the acceptability of each proposal withadvice/assistance from the supervision Consultant.

The Contractors will be responsible for obtaining all other necessary approvals for theborrow works such as may be required from landowners, local Government agencies andGovernment Departments.

Guidelines and requirements relating to borrow source selection and operation will beincluded in the technical specifications for each Contract to guide the Contractor andEngineer and to ensure that the complete borrow operation can be controlled to thenecessary standards (including environmental impact mitigation and rehabilitation of borrowareas).

RHD has indicated that obtaining fill from within the Road Reserve area should be avoidedwhere practicable.

Dhaka - Sylhet RehabilitationPreliminary Identification of Borrow Sources 10 March 1998

In view of the above it is not practicable nor required at this stage to identify precisely allborrow sources that will be utilised along the highway -oute. However, it is necessary to atleast tentatively identify potentially viable borrow sources which could supply the requiredquantities so that a meaningful environmental irnpact assessment can be carried out and toenable the Tender Documents to be appropriately formulated. To provide this information adetailed desktop study has been undertaken supplemented by site inspections, andsampling and testing of potential borrow materials.

2. Borrow Source Options

There a number of options for sourcing borrow materials for this project. However, alongsome sections of the proposed highway route, the options are very limited and substantialphysical impact is unavoidable. The main borrow options that have been considered arepresented briefly in the following sections.

2.1 Low Hills and High Ground Source

The main advantages of this type of source are:

. the borrows can be operated for a longer period each year than low-lying sources whichare usually inundated during the monsoon season,

e material from this type of source usually requires less moisture content adjustment toproduce a satisfactory compacted fill.

In several locations along the project route hills are close to the site which have alreadybeen borrowed and it appears reasonable to consider those areas for further borrowing.However, before specific hill sources are approved several important issues should be givendue consideration. Such issues include:

* crops, trees, etc. that would be damaged,. soil erosion and slope stability,* future land use.

2.2 Sediment from Waterways

Existing rivers, streams and drainage/irrigation channels in the vicinity of the highway can bea significant source of fill material in some sections. At several locations there are alreadycommercial sediment mining operations in place. If these operations are effectivelycontrolled, significant benefits can result from sediiment removal. Some pretreatment of thissediment (stockpiling, drainage, drying) is normally required before the material is suitablefor placing in an engineered embankment.

Free-draining sand material required in some parts of the Project works will probably besupplied from such sources.

Dhaka - Sylhet RehabilitationPreliminary Identification of Borrow Sources 10 March 1998 2

Before approval is given to utilise such sources, adequate safeguards will be required toensure that removal of sediment does not result in unacceptable water quality problems orwaterway channel instability.

2.3 Material from Existing Borrow Pits

At some locations it is likely that useful quantities of fill could be obtained from existingborrow pits both within and outside the present road reserve without significantly increasingexisting impacts on land use. With careful planning it appears feasible to actually improvethe configuration of some existing borrow pits and make them more viable as fish ponds orirrigation/water storage reservoirs. Some of the existing borrow pits could provide fillmaterial which is relatively dry as they are not inundated during the Dry Season. Otherborrow pits will provide fill material that will require substantial pretreatment (mainly toreduce moisture content) before it can be placed in an engineered embankment.

2.4 Material from New Borrow Pits/Areas

A large proportion (likely to be more than 50%) of the fill required in this project will have tobe supplied from new borrows located in low-lying ground near the highway alignment. Toreduce the adverse impacts of this type of borrow source, the detailed configurations of newborrow pits/areas must be confirmed in consultation between the Contractors andlandowners after considering the most appropriate end use of these borrow pits/areas. TheEngineer to the physical works contracts should only give approval for such borrowproposals after it has been demonstrated that a potentially viable end use will result.

Potentially viable end uses include:

* lowered land which can continue to be used as rice paddy fields,* fish ponds,- irrigation water reservoirs/tanks.

3. Tentative Schedule of Borrow Sources Along Route

A tentative schedule of borrow sources capable of satisfying the estimated fill requirementsof the Project is summarised in Table A on a section by section basis. The road sectionsare those illustrated on the Location Plan (Figure A). A commentary supplementing theinformation in the Table is provided as follows:

3.1 Section 101

A 33km length of the road from the beginning at Katchpur to near Narsingdi. Approximately1.15 million m3 (Mm3) of embankment fill is required (35,000m3 per kilometre). The section ismainly on the floodplain of the old Brahmaputra River. The principal sources of material arenew and existing borrows in floodplain soils (sandy and clayey silt). At present the proposedborrow areas are used mainly for paddy rice cultivation.


Existing borrows are extensive along both sides of the road and most have permanentponds. Material can be won by lowering existing pt floors (e.g. by about lm) or byextending the pit margins it the direction away from the road. It is also expected that somematerial can be sourced in the nearby Lakhya River.

3.2 Section 102

A 38.5km length of the road from Narsingdi to Bhairab bazar ferry (Meghna River).Approximately 0.6Mm3 of embankment fill is required (15,600m3 /km). This section of theroad is mainly on floodplain soils (see Section 101) but includes. a 15.5km length throughlow hills (km 49 to km 64.5). The low hills are predominanitly sandy materials with a laterisedsurficial layer that has a higher clay content.

Sections of the low hills have been extensively borrowed in the past. It is expected that thebulk of the fill in Section 102 will be from the lovw hills (up to 33%) and existing floodplainborrows (up to 32%). Some sandy fill may be sourced from the Meghna near Bhairab Bazar(12%) with the balance comming from new floodplain borrows.

3.3 Section 103

A short (12km) length of the road to the east of Asuganj (Meghna River) that ends at theintersection to the Brahmanbaria road near Sarail. Approximately 0.325Mm3 ofembankment fill is required representing an average ol about 27, 000m3/km. This roadsection crosses the Meghna floodplain and the soils are silts with a variable proportion offine sand and generally minor clay. Existing landuse is principally paddy rice.

Borrow pits forming long khals are extensive along the northern side of the road and theseare utilised heavily as a source of water for irrigating adjacent paddy fields. Borrow pits areless extensive and generally shallower on the southern side of the road. Where pits are dry,either due their shallowness or because they have been drained, they support paddy rice.

Embankment fill sources along this road section include sandy sediment from the MeghnaRiver near Asuganj (up to 8%) and existing borrows (up to 52%) and new borrows (40%) inthe floodplain soils. It is envisaged that material from existing borrows would be won byextending the pit margin in the direction away from the road either at the level of the existingpit floor (and therefore extending the pond area) or at a higher level that would allow dryseason paddy rice production. New borrows in the paddy fields can be deep (eg 2m to 3m)or shallow (eg less than 1 m) depending on the end use requirements of the landowner.

3.4 Section 104(A)

A 31km length of the road from the Brahmanbaria junction to Jagadispur. The preliminaryestimate of embankment fill quantity is 1.075Mm3 representing about 34,700m3/km. Thesection of road crosses floodplain soils similar to those in Section 103 although east of theTitas River the silty soils have a clay content that is higher than in Section 103.

The location and configuration of existing roadside borrows and their current use both asirrigation water reservoirs (khals) and for growing paddy rice is similar to Section 103. It isexpected that the main sources of embankment fill in this section will also be similar toSection 103.


River sand may be available from both the Titas and Meghna Rivers (up to 7%) with the bulkof the fill expected to be from existing (up to 56%) and new (37%) floodplain borrows.

3.5 Section 109

A 20km long proposed diversion from Jagadispur to near Saisteganj village that is adjacentto, and on the toe slopes of low hills for much of its length. Approximately 60,000m3 ofembankment fill is required (3,000m3/km) to upgrade the existing feeder road.

The hills comprise very poorly cemented, very weak sandstone that is weathered to clayeysilt to about 3m depth. In road cuttings the exposed sandstone is mainly loose sand withminor silt and clay, material that is susceptible erosion by running water if not adequatelyprotected. At many locations gentle slopes appear to have been formed by natural erosionof the sandy hill sediments with the material deposited as a series of gently sloping fans atthe toe of the hills. The existing road crosses a number of the fans.

The road is on floodplain soils at the southern and northern ends of Section 109.

Excavation into the adjoining hills to widen the road is expected to produce about 20,000m3

of fill with the remainder from borrows in the hill soils (20,000m3 ) and floodplain (20,000m3 ).The borrows in hill soils will have to be carefully selected and operated to minimise erosionboth during and after construction. Establishing borrows in the gentle toe slopes (fans) maybe preferable as it will minimise the creation of steep slopes and borrows can be more easilyrehabilitated with a vegetation cover following construction.

3.6 Section 114

A short (6km) section that mainly comprises the proposed by-pass of Saisteganj village.Approximately 0.26Mm3 of new embankment fill is required representing about43,300m3 /km, most being required at the by-pass. This section is located on the floodplainof the Khowai River. The floodplain soils are clayey silts with some sand.

Embankment fill sources include sand from the Khowai River (4%) and existing borrows inthe floodplain soils (4%). It is also conceivable that some hill materials from the adjacentsection (109) will be imported into this area (2%). It is expected however, that becausemost of this section is new road, the bulk of the fill will be from new borrows in the floodplainsoils (90%).

3.7 Section 104(C)

A short (5km) length of the road between Saisteganj and the beginning of the Srimangaldiversion at Mirpur village. Approximately 0.14Mm3 of embankment fill is requiredrepresenting about 28,000m3/km.

The road is located on the floodplain of the Khowai River and the soils are expected to beclayey silts with some sand. Some material would be expected to be won from KhowaiRiver (up to 7%), however the majority of the material is expected to be from existing (36%)and new (57%) borrows in the floodplain soils (paddy fields).


3.8 Section 115

A 34km length of the road from Mirpur village northward to near Auskandi village. Thesouthern quarter of the road is on the Khowai floodplain-and the northern quarter is on theKusiyara River floodplain. The middle section is adjacent to, and in places on, the gentletoe slopes of a low north/south oriented ridge. Approximately 0.95Mm3 of fill is required toupgrade the existing feeder road embankment and for new embankments on a number ofby-passes. The average fill requirement along this section is 28,000m3tkm.

The floodplain soils are clayey silts with variable sand content. The geology of the hills issimilar to Section 109 (very weak sandstone weathered to clayey silt to a depth of about3m), although they are less steep and appear less eroded than the slopes at the northernend of Section 109.

Some material is likely to be available from carefully located and operated borrows in thehills although this source is not expected to supply significant quantities (2%). Of particularvalue from that source is likely to be cohesive soils (clayey silt) that can be used in selectedparts of the embankment. The bulk of the fill is likely to be from existing roadside borrows infloodplain soils (46%) and from new floodplain borrows (52%). Fill for the by-passembankments is most likely to be from new borrc,ws in floodplain (paddy) soils.

3.9 Section 112

A 9km length of the road from the intersection near Auskandi to Sherpur bridge (KusiyaraRiver). Approximately 0.3Mm3 of embankment fill is required to upgrade the existing feederroad. This represents an average of about 33,300m3/km.

The road is located on the floodplain of the Kusiyara River and the sediments are clayeysilts with variable sand content. It is expected that the existing borrows in the floodplainpaddy soils will provide the bulk of the fill (53%S/) with new borrows in the paddy fieldsproviding about 37%. The Kusiyara River is a potential source of sand and an estimate of10% has been made for supply from this source.

3.10 Section 108

A 36km length of the road from Sherpur bridge to Sylhet. Approximately 1.32Mm3 of fill isrequired for the embankment (36,700m3/km). The road is on the floodplains of the Surmaand Kusiyara Rivers. The floodplain soils are mainly silts with variable but small proportionsof clay and sand. Low hills were noted in the area of the northern part of the route but noneare on the road alignment.

Existing roadside borrows are relatively extensive but generally are shallow and cultivatedduring the dry season. It is expected that the low hills could provide small quantities of fill(about 1%) and the rivers about 2%. Expansion of existing roadside borrows in paddy soilsis expected to provide up to 60% of fill requirernents with the balance (37%) from newborrows in paddy soils.


4. Characteristics of Potential Borrow Materials

Specific potential borrow sites, and floodplain (low-lying paddy) soils, were sampled forlaboratory tests. The floodplain soils were sampled at regular intervals along the route toassess the range of mechanical properties that could be expected for these materials. Thesoils will form the bulk of new borrow pits/areas (Section 2.4) that typically are at distancesof up to 200m from the highway alignment.

A summary of the sampling locations, material types and laboratory tests is given in TableB.

The materials from all sources are dominated by silt and fine sand with a variable butgenerally low proportion of clay. River alluvium is mainly fine to medium sand and the hillsoils are fine and medium sand with variable silt and clay. In the weathered zone theproportion of clay in hill soils is more significant. The soils of the paddy areas arepredominantly floodplain sediments deposited by the Brahmaputra River when its formercourse flowed to the east and south of Mymensingh to the Meghna River. The sedimentsare principally fine sandy silt and, less commonly, clayey silt.


TABLE: A SUMMARY OF POTENTIAL BORROW SOURCES

Road Length Approx. Fill Potential Borrow Sources and Associated Quantities (in3)Section (km) Required (m 3

) (a) Hills (b) Waterways (c) Existing Borrow Pits (d) New Borrow Pits (e) Other Sources101 33 1,150,000 _- _ 150,000 600,000 400,00 0_0__102 38.5 600,000 200,000 75,000 190,000 135,000103 12 325,000 - 25,000 170,000 130,000

_04 (A) 31 1,075,000 - 75,000 600,000 400,000 -_____109 20 60,000 20,000 _ __ _20,000 20,000 (cut/fill balance)114 6 260,000 5,000 10,000 10,000 235,000

104 (c) 5 140,000 10,000 50,000 80,000115 34 950,000 20,000 - 440,000 490,000112 9 300,000 - n30,000 160,000 110,000~_._ _. _ 1,32,00 1,0 0 . . _.____.____.___.__.__ __. __. .__~_.__ _._,.__,,_,_,, ,..I, .108 36 1,320,000 10,000 30,000 800,000 480,000

TOTALS 6,1" 0uv,0 u 255,u 405,000 2 3,020,000 2,480,000 20,000 l1% Contribution to Total | 4%_ | 7% |_49% 40% 0%

Potential Borrow,xis

TABLE B: SUMMARY OF POTENTIAL BORROW AREAS SAMPLED AND TESTED

Road Approx. Location Borrow Material Laboratory Tests UndertakenSection Source Type Descripton Atterberg Limits Standard Compaction CBR101 Km 15+000 RHS (d) SILT with some150m from centreline __._ clay & sand _____ _ _Km 15+000 LHS (d) SILT with some V V /15_m_from centreline _clay & sand ______________ _____...Km 30+000 RHS (d) SILT with some V v v200m from centreline clay & sandKm 30+000 LHS (d) SILT with some / X V175m from centreline clay & sand

102 Km 45+000 RHS (d) SILT with some V V V150m from centreline clay & sand _ _________. ________Km 45+000 LHS (d) SILT with some V v V200m from centreline clay & sandKm 50+000 LHS (d) clayey silt V V3_m from centreline .and sand ,,__,_____ ____ _.Km 60+000 RHS (d) clayey silt V V V175m from centreline .. and sand

_____ ____Km 60+000 LHS (d) clayey silt -.X V V V150m from centreline and sand103 Km 75+000 RHS (d) SILT with some V / X

20Gm from centreline __ clay & sand ________ _______ ______Km 75+000 LHS (d) SILT with some V V V150m from centreline clay & sand104A Km 90+000 RHS (d) SILT with some V V V175m from centreline clay & sand ,__ _,_

Km 90+000 LHS (d) SILT with some V V V150m from centreline __ clay & sand __._ .__ ___ __Km 105+000 RHS (d) SILT with some20Gm from centreline clay & sand

______Km 105+000 LHS (d) SILT with some175m from centreline clay & sand

Potential Borrow xis

TABLE B: SUMMARY OF POTENTIAL BORROW AREAS SAMPLED AND TESTED

Road Approx. Location Borrow Material Laboratory Tests UndertakenSection Source Type Descripton Atterberg Limits Standard Compaction CBR

109 Km 120+000 RHS (d) SAND, some silt200m from centreline & rare clay_Km 120+000 LHS (d) SAND, some silt200m from centreline & rare clay

114 Km 135+000 RHS (d) SILT with some104C 150m from centreline sand & clay __

Km 135+000 LHS (d) SILT with some._______ 150m from centreline sand & clay l115 Km 150+000 RHS (d) SILT with some

150m from centreline sand & clayKm 150+000 LHS (d) SILT with some175m from centreline sand & clayKm 165+000 RHS (d) SILT with some175m from centreline sand & clav

._ _ _ _ __ _ __ _ _ __ _ .. .- - _ __ _ _ _ .. _ ___- _ _ __

I Km 165+000 LHS (d) SILT with some150m from centreline_ ._ sand &_cly | _____ __............__.Km 180+000 RHS (d) SiLT with some i V X200m from centreline sand & clay______ ______Km 180+000 LHS (d) SILT with some X200m from centreline sand & clay

112 Km 195+000 RHS (d) SILT with some v Vm from centreline sand & clay _____ _____Km 195+000 LHS (d) SILT with some v V I______ 175m from centreline sand & clay

108 Km 210+000 RHS (d) SILT with some V / V20_m from centreline sand & clay _________ __________Km 220+000 RHS (d) SILT with some X X X150m from centreline sand & clayKm 220+000 LHS (d) SILT with some V v /200m from centreline sand & clay .

Potential Borrow.xis

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