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Initial Environmental Examination

July 2012

BAN: SASEC Road Connectivity Project Joydevpur-Chandra – Tangail - Elenga Road Subproject

Prepared by Roads and Highways Department, Ministry of Communication for the Asian Development Bank.

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CURRENCY EQUIVALENTS (as of 11 July 2012)

Currency unit – Taka (BDT) BDT1.00 = $0.0122226975

$1.00 = BDT81.815000

ABBREVIATIONS ADB Asian Development Bank AASHTO American Association of State Highway & Transportation Officials AADT Average Annual Daily Traffic BWDB BOQ

Bangladesh Water Development Board Bill of Quantity

BOD Bio-Chemical Oxygen Demand BMD Bangladesh Meteorological Department CBR CNRS

California Bearing Ratio Centre for Natural Resource Studies

CEGIS CITES

Centre for Environment and Geographical Information Systems Convention on International Trade in Endangered Species of Wild Fauna and Flora

COD Chemical Oxygen Demand DEM Digital Elevation Model dB(A) DBH DBM DG

Decibel ( measurement of noise) Diameter at Breast Height Disaster Management Bureau Diesel Generators

DO DMB

Dissolved Oxygen Dhaka-Mawa-Bhanga

DOE DOF

Department of Environment Department of Fisheries

DPR Details Project Report DSC Design and Supervision Consultant EA ECA ECR EmoP

Executing Agency Environmental Conservation Act Environment Conservation Rules Environmental Monitoring Plan

EIA Environmental Impact Assessment EMP FB FGD

Environmental Management Plan Faridpur-Barisal Focus group discussions

FD GHG

Forest Division Greenhouse Gas

GIS Geographical Information System GOB Government of Bangladesh HDM Highway Development & Management Model HFL Highest Flood Level HGV Heavy Goods Vehicle IECs Important Ecosystem Components IPCC IWM

Intergovernmental Panel on Climate Change Institute for Water Modelling

IRC JCTE

Indian Road Congress Joydevpur- Chandra – Tangail - Elenga

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JARP Jamuna Access Road Project LD LGED IUCN

Litre/day Local Government Engineering Department International Union for Conservation of Nature

LHS Left Hand Side LRP Location Reference Point MOEF MIS

Ministry of Environment & Forest, Bangladesh Management Information System

ND Non Detectable NDEM National Digital Elevation Model NWRD National Water Resource Database NGO Non Governmental Organization N - xxx Nox

National Highway Number Oxides of Nitrogen

PRP Prority Road Project PCU PRA

Passenger Car Units Participatory rural appraisal

PIU PC

Project Implementing Unit Precast concrete

PWD People Works Department RAS Rapid Assessment Survey RCC Reinforced Concrete Cement REA Rapid Environmental Assessment RHD Road and Highway Department RHS Right Hand Side RMP Road Master Plan RP Resettlement Plan ROB Railway Over Bridge ROW Right of Way RSPM Respiratory Suspended Particulate Matter RUB Railway Under Bridge SAARC SMVT SFP

South Asian Association of Regional Cooperation Slow moving vehicular traffic Social Forestry Project

SIA Sox

Social impact Assessment Oxides of Sulphur

SPM Suspended Particulate Matter SPS Safeguard Policy Statement SW South West TA TDS

Technical Assistance Total Dissolved Solids

TWG VOSD

Transport Working Group Voluntary Organization for Sustainable Development

WHO WARPO

World Health Organisation Water Resources Planning Organization

WEIGHTS AND MEASURES

dB (A) decibel (A-weighted) masl meters above sea level kl kilolitre km kilometre km/h kilometre per hour m meter

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m3 cubic meter sq.ft. square foot

NOTE

In this report, "$" refers to US dollars.

This initial environmental examination is a document of the borrower. The views expressed herein do not necessarily represent those of ADB's Board of Directors, Management, or staff, and may be preliminary in nature. In preparing any country program or strategy, financing any project, or by making any designation of or reference to a particular territory or geographic area in this document, the Asian Development Bank does not intend to make any judgments as to the legal or other status of any territory or area.

Contents

Executive Summary vii I. Introduction .................................................................................................................... 1

A. Background............................................................................................................ 1 B. Purpose of the Report ............................................................................................ 1 C. Extent of the study ................................................................................................. 1 D. IEE Content ........................................................................................................... 2 E. Methodology .......................................................................................................... 2

II. Description of the Project and legal framework ............................................................... 5 A. Rationale ............................................................................................................... 5 B. The Joydevpur-Elenga (JCTE Road) ..................................................................... 5 C. Road Components and Project Design Details ...................................................... 5 D. Alignment and ROW .............................................................................................. 7 E. Details of Rail Over Bridges (ROBs) and Flyovers: ............................................. 14 F. Relocation of Utilities ........................................................................................... 15 G. Construction Material and Sources ...................................................................... 15 H. Existing Traffic and Forecast ................................................................................ 16 I. Project Schedule .................................................................................................. 16 J. ADB‟s Environmental Categorisation ................................................................... 16

III. Legal and Administrative Framework ........................................................................... 22 A. Regulatory Requirements for the Projects ............................................................ 22 B. International Treaties ........................................................................................... 26 C. Asian Development Bank Policies ........................................................................ 26 D. Project Category .................................................................................................. 26 E. Administrative Framework .................................................................................... 27

IV. Description of the Environment .................................................................................... 28 A. Background.......................................................................................................... 28 B. Physical Environment .......................................................................................... 29 C. Water Quality ....................................................................................................... 49 D. Air quality and Noise Levels ................................................................................. 52 E. Terrestrial Ecosystem .......................................................................................... 52 F. Forests and Floral Species .................................................................................. 57 G. Tree within RoW .................................................................................................. 59 H. Aquatic Ecology ................................................................................................... 67 I. Socio-Economic Environment .............................................................................. 67

V. Anticipated Environmental Impacts and Mitigation Measures ....................................... 73 A. Impacts on Physical Environment ........................................................................ 73 B. Impact on Biological Environment ........................................................................ 91 C. Impact on Socio-Economic Environment .............................................................. 93

VI. Environmental Management Plan (EMP) and Grievance Redress Mechanism ............. 96 A. The EMP .............................................................................................................. 96 B. Environmental Monitoring Plan (EMoP) ............................................................. 100 C. Institutional Capacity .......................................................................................... 102 D. Mitigation, Monitoring and Institution Strengthening Cost ................................... 103

VII. Information Disclosure, Consultation and Participation ............................................... 105 A. Introduction ........................................................................................................ 105 B. Public Consultation Milestone ............................................................................ 105 C. Information Disclosed ........................................................................................ 105 D. Compliance with Relevant Regulatory Requirements ......................................... 106 E. Major Comments Received ................................................................................ 106 F. Integration of comments..................................................................................... 108

vi VIII. Conclusions and Recommendations .......................................................................... 114

A. Environmental Gains Due to Proposed Work Justifying Implementation ............ 114 B. Potential Impacts, Mitigation, Management and Monitoring ............................... 114 C. Post IEE Surveillance and Monitoring ................................................................ 115 D. Public Consultations .......................................................................................... 115 E. Recommendations ............................................................................................. 116

Appendixes:

1. Rapid Environmental Assessment Checklist 117 2. Environmental Standards for Air Quality 121 3. Environmental Standards for Noise Quality 122 4. Standard for Inland Surface Water 123 5. Standard for Quality of Drinking Water 124 6. Climate Change Study by CEGIS 126 7. Greenhouse Gas Emissions Assessment 139 8. Environmental Management Plan 142 9. Environmental Monitoring Plan 154 10. Mitigation Measures Implementation Schedule 156 11. Training Plan 158 12. Environmental Budget for JCTE Road 159

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EXECUTIVE SUMMARY

A. Introduction

1. Background. The Government of Bangladesh (GOB) is emphasizing on improved connectivity between each part of the country. In line with this objective GOB announced its National Land Transport Policy in 2004 defining long term (20 years) Road Master Plan (RMP).The RMP has identified many feasible and priority projects . One of priority roads identified is the Joydevpur- Chandra – Tangail - Elenga (JCTE) road (national highway no 4). The length of the road is 69km. This road is a vital link in the national highway network and forms a part of the Asian Highway Network complementing the government plans to increase trade with India. The existing road suffers from inadequate capacities and lack of safety. The project will upgrade the road to a four lane road with safety features, dedicated SMVT lane, flyovers at business junctions, overpasses, and queening lanes at intersections.

2. The upgrading of the road will have its associated environmental impacts that require due consideration in project design for its mitigation and management based on detailed environmental assessment. This report presents the Initial Environmental Examination (IEE) carried out to determine the likely significant environmental changes due to the project and crafts mitigation measures to avoid, minimise, or compensate these impacts. This IEE was prepared under the Project Preparatory Technical Assistance (PPTA No.7383-BAN) with the guidance of the .Roads and Highways Department (RHD).

3. Purpose of the report. The JCTE road largely passes through inhabited areas and small portion through reserve forest area. This road crosses various water bodies, which are important from aquatic ecology prospective. Considering the flood threat and effect of climate change on flooding tendencies, hydrological, climate change and ecological studies have been undertaken to suggest appropriate designing measures.

4. The IEE has been carried out to identify the impacts of the proposed road improvement works on terrestrial and aquatic ecology, land use, air, and water and noise quality. In order to mitigate the potential impacts, appropriate measures have also been proposed in the Environmental Management Plan (EMP). Extensive public consultations undertaken as part of the IEE work have been considered for identifying the mitigation measures.

5. Extent of the study. This IEE has been carried out based on most up-to-date subproject details and concept designs provided by the design team during the preparation of this report. Minor changes may occur in the structural component of the sub-projects at the detailed designing stage. The scope of the IEE study has been confined to project related activities associated with design, construction (e.g. Site clearing, earth borrowing, quarrying, material transportation, paving, camping) and operation stages. As per information available from design team, no additional facilities like toll plazas, truck plaza are proposed. Hence, no impacts assessment for such facilities was carried out.

6. Methodology. The IEE study was carried out using reconnaissance survey, field visits, consultation with stakeholders and others, NGOs, review of existing data, assessment to identify adverse impacts and preparation of EMP and post-project Environmental Monitoring Programme. Geographic information system, hydrological modelling, air and noise quality modelling tools were used to analyse the likely impact of proposed project activities. Physical assessments were made for entire corridors with respect to terrestrial and aquatic aspects.

viii B. Description of the Project

7. Road Location and Alignment: Total 69km long JCTE road, located north of Dhaka

city will start at Vogra Bazaar (N 23 58 39 and E 90 22 51) at an intersection 2.7 km south of Joydevpur roundabout where the N3 Dhaka – Mymensingh road meets the N105 Dhaka Eastern Bypass, joining the N4 Joydevpur – Chandra – Tangail road at project Chainage 2.900

at a point 2.38 km west of Joydevpur (N 23 59 22 and E 90 21 30). The route then follows

the N4, including the Kaliakor, Mirzapur and Tangail bypasses (south end: N 24 14 33 and E

89 56 27, north end: N 24 16 03 and E 89 56 15) to Elenga (N 24 20 22 and E 89 55

28).

8. Road Condition: The road is a standard two-lane highway (two 3.65m lanes, paved shoulders each 1.5m and verges each 1.0m).The road condition is varying in different section. There are several sub-standard horizontal curves. There are areas of distressed pavement (Km.17.6 – 18.2, Km.28.4 – 30.5, Km.61.6 – 67.4 depressions). Road passes through various heavily congested areas at Konabari, Mouchak, Shafipur, Dewhata, Jamurki, Pakullah and Natiapara.

9. Road components and design standards are given below.

Table E.1. Road Components and Project Design Details

ROAD COMPONENTS

Length 69Km

Alignment Follow the exits road alignment including the bypass area for road widening and improvement. No new road construction or bypass is proposed.

Flyovers/overpasses/ ROB

4 Flyovers (at Konibari Market, Shafipur Bazar, Chandra Intersection, and Elenga bazar) 7 Overpasses (Kaliakor bypass road crossing, Dhamrai-Kalikor intersection, Mirzapur-Kumarja intersection, Korotia-Delduar intersection, Tangail bypass road crossing,) 1 Railway Overpasses (Shohagpor railway/road crossing)

Bridges/Culverts Total 88 bridges/culverts of which 27 bridges (3 major bridges which length >100m) and 61 culverts.

Embankment Design Embankment height established for 1m free board on 20 years frequency HFL Dredged river sand based, side slope 2 hor: 1 ver, 500m compacted cladding layer and turf for slope stabilization.

Design Standard

Speed Design : 80 Km/h Permissible : 70 km/h

Horizontal Controls Controlling Curve: Maximum Super Elevation: 0.06 m/m Minimum Curve Radius: 500 m Design Speed: 40 km/h

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Vertical Controls Gradients: Maximum 3 %, Minimum 0% Clearances : Over road 5.1 m

Cross-Section Elements

Travelled lane: 3.65 m Cross Fall : 2.5 %

Structural design standards

Road Highways Department (RHD) Bridge Design Standard 2004 American Association of State Highway and Transportation Officials (AASHTO) Standards Specification Vertical Clearance 0.60 m above HFL for bridges upto 30 m length 0.90m above HFL for bridges above 30 m length Bridges requiring navigation clearances: as per BIWTA requirement Bridges and culverts opening to handle 50 years flood and discharge for 20 years maximum rainfall intensity Major bridges for discharge for 50 years maximum rainfall intensity

10. Construction materials and their sources are mentioned below:

Embankment Fills: River bed materials. Source: Pungli and Turag River (Prior to start dredging needs permission from BWDB & BIWTA)

Concrete Aggregate : Stone aggregates. Source: Sylhet, Panchagarh and Jamalpur Districts

Cement and Steel Reinforcement: Source: Chittagong, Dhaka.

Bitumen : Bitumen will be imported

Water (Source: Pungli River and Turag River).

C. Legal and Administrative Framework

11. Regulatory requirements toward protection and conservation of environment and various environmental resources and also toward protection of social environment from adverse impact of projects and activities associated with them have been enunciated by the GOB and ADB pertinent among these requirements are given below.

National Environmental Policy, 1992;

National Environment Management Action Plan, 1995;

Environment Conservation Act, 1995;

Environment Conservation Rules, 1997;

Environment Court Act, 2000 and subsequent amendments in 2002;

The National Water Policy, 1999;

The Brick Burning (Control) Act, 1989;

The Brick Burning (Control) Amendment Act, 1992 and 2001;

Bangladesh Labour Law, 2006;

National Forest Policy ad Forest Sector Review (1994, 2005);

Bangladesh Climate Change Strategy and Action Plan (2008);

ADB Safeguard Policy Statement (2009);

The Vehicle Act 1927 and The Motor Vehicles Ordinance 1983;

National Biodiversity Strategy and Action Plan,2004;

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The Protection and Conservation of Fish Act 1950 and subsequent Amendments in 1982 and National Fisheries Policy, 1998; and

The Embankment and Drainage Act, 1952.

12. Relevant international treaties are given below:

On protection of birds (Paris);

Occupational hazards due to air pollution, noise & vibration (Geneva);

Occupational safety and health in working environment (Geneva);

Occupational health services (Geneva); and

International convention on climate changes (Kyoto Protocol).

13. ADB’s environment categorization. Based on REA Checklist and the field assessment, the project is categorised as Category B as per ADB Safeguard Policy Statement 2009. The project is unlikely to cause any significant adverse environmental impact. It does not pass through any protected areas or ecologically sensitive areas.

D. Description of the Environment

1. Physical Environment

14. Climate. The project road is located in the tropical monsoon region with three distinct seasons. The cool dry season from November through February, the pre-monsoon hot season from March through May, and the rainy monsoon season which lasts from June through October. The month of March is considered as the spring season, and the period from mid-October through mid-November is called the autumn season.

15. The Project road is located in a typical monsoon climate with three main seasons: Summer from March to May, monsoon from June to October, and winter from November to February. The monsoon is generally about 85% humid with 1,879mm of rainfall in 2010. The winter is generally cold with less humidity. The climatic information presented in this section are collected from Bangladesh Meteorological Department, (BMD) for station (Tangail) near this project road.

16. The details of the temperature and rainfall variation is given in the following section. While the details of 5 towns are given, only Tangail falls inside the project area. The annual average temperature and rainfall changes are shown in the following table.

Table E.2. Temperature and Rainfall Variation

Parameters JCTE Road

Tangail Station

Av Rainfall (maximum) (range in mm)l stat 1879.9

Av Rainfall (minimum) (range in mm) 1394.1

Av. Temperature ( maximum) (C) 37.7

Av. Temperature (minimum) (C) 10.67

Annual Av.Humidity (%) 85.29

http://www.banglapedia.org/httpdocs/HT/M_0318.HTM

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17. Temperature. January is the coldest month with an average minimum temperature of

9.6C (lowest was 8.4C in February of 2008) while April is the hottest month with average

maximum temperature of 37.77C (highest was 39.9C in April 2009).

18. Rainfall. July is the wettest month the project area with maximum monthly rainfall of 324.7mm in 2010 and 647.1 mm in 2009 at Dhaka. December is the driest month with almost no rain. Minimum average daily rainfall recorded in 2010 at Dhaka, was 8 mm .

19. Physiography. The JCTE Road area lies mostly in the central part of the country and depends on Jamuna River for freshwater supply. The JCTE Road area is characterized by sal forests in the Pleistocene terrace that is Bhawal–Madhupur Tracts in Gazipur and Tangail Districts, and by the floodplains of Jamuna (about 70% of the total area) in Tangail District.

20. Topography. The general topography of the JCTE Road area comprises floodplains in the majority of the road and terraces, which were once extensively under cover sal formation. The sal forests have raised lands locally known as chalas intersected by low-lying areas, which are locally known as baid. The general topography of the project area slopes from north to south with elevation ranged from 4.5m a.m.s lto 1.5m a.m.s.l

21. Land use. Land use analysis is carried out along seven-kilometre buffer zone from centrelines of the JCTE road using optical satellite imageries. Eight land use classes i.e. water; sand, agriculture, seasonal fallow forest, rural settlement, urban settlement and industry were found along JCTE section.

Table E.3. Land Use Class of Joydevpur-Chandra – Tangail Elenga Section

Feature Name Area (Hectares) %

Water 35271 21

Sand 14119 8

Forest 27599 16

Crop 3909 2

Seasonal fallow 57884 35

Rural Settlement 18619 13

Urban Settlement 5294 3

Industry 230 1

Total 162925 100

22. Geology. The sub-project area consists of Holocene alluvial deposits flood plain and predominantly consisting of fine sand, silts and clay. The site is on deep Cenozoic deposits that overlie Precambrian basement rock. The Precambrian rocks form the basement of all geological formations of Bengal Basin and shield areas. The materials deposited are a mixture of sediments transported by the old Brahmaputra and by the Jamuna River.

23. Soil. The JCTE road passes through four major agro-ecological zones. The JCTE road crosses the Young Brahmaputra and Jamuna Flood plain. The Gazipur section comprises parts of Madhupur track. The general soil types of JCTE road area predominantly includes grey floodplain soil (5),noncalcareous soil(1),madhupur track soil(18a) mainly level terrace soil(19a),and also noncalcareous dark grey flood plain soil.: General soil types of Bangladesh.

24. Seismology. Disaster Management Bureau (DMB), divides Bangladesh into three zones based on distribution of earthquake epi-centres and morphotectonic behaviour. Zone I represent the most active zone, Zone II intermediate seismic activity zone, and Zone III is relatively quiet

xii zone. As per this, map JT road fall in zone II means medium seismic intensity. There is no evidence of major earthquakes in the sub-project areas in the past.

25. Surface water resources. The project road is drained by various rivers and its tributaries/khal. The JCTE road is drained primarily by 3 rivers: Gatakhali, Turag and Pungli River. A drainage system is an area that drains and accumulates water and other matters to a common outlet like wetlands, lakes and, rivers. A drainage pattern is mainly formed and managed by local slope condition, soil properties, geomorphology and, geology Flood pattern and threat would have important role in building any engineering constructions. Average road levels of 0 to 22 meter for JCTE were considered to generate the flood threat analysis.

26. Water quality. The surface water samples were collected, tested and analysed to assess the water quality of surface water resources located next to the road section. Though, the pollution level is found low in the most of surface water bodies. However, they are at risk of getting polluted in future around industrial areas of Joydevpur where untreated water is being discharged into open drains.

27. Groundwater. The groundwater resources in the project area is found in three separate aquifers. An upper aquifer: a surface layer consisting mainly of clay and silt, characterized by high porosity but low permeability; composite aquifer: an intermediate layer of mainly fine sand and clay characterized by high porosity and moderate permeability (possibility of providing water with hand pumps); and main aquifer: a deeper layer, containing mainly fine to coarse sand. The main aquifer is characterized by high porosity and moderate to high permeability and is separated from the composite aquifer by a clay layer. Fresh groundwater is relatively carbonate-rich with low total dissolved solid contents of less than 500 mg/l. Arsenic is a problem in large part of Bangladesh ground water. The project area also has Arsenic levels in ground water varying from <1 microgram to 50 microgram per liter of water. The acceptable quantity of arsenic in potable water is 0.05 mg/l under the DOE standard and 0.01 mg/l under the WHO standards.

28. Air quality and noise levels. The air and noise quality levels in the project road section was monitored at select locations for a limited period to understand the level of pollution. The analysed result for JCTE road is given in the following tabular form. It was observed that noise level close to the residential area is higher than the prescribed standard due to traffic. Similarly, air quality level for SPM is higher for residential areas at certain locations.

Table E.4. Ambient Air Quality Results at Different Locations in JCTE Road

S. No.

Sample Location Concentration present

PM10 SPM SO2 NOX CO

01 Near Pungli River, Alenga, Tangail 158 423 36.37 43.11 70

02 Standard for Commercial and Mixed Area -- 400 100 100 88

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Table E.5. Ambient Noise Quality Results at Different Locations in JCTE Road

S. No.

Sample Location Concentration present

Minimum Maximum

Day Night Day Night

02 Joydevpur Moor, Gazipur. 67.17 67.31 75.11 74.11

03 Pakulla Bus Stand, Tangail 58.33 57.18 68.10 65.39

04 Standard for Commercial and Mixed Area - - 60 50

2. Terrestrial Ecosystem

29. Forests and floral species. Kaliakoir reserved forests is the only natural forests located along both side of the road at Joydevpur Gazipur. In other areas of the roads, only roadside trees were found which are largely maintained by the community or social forestry program.

30. There are total 1647 trees are located within the ROW which need to be cut. There are 18 large trees on the left ROW and the 3 on the right ROW. 12 of these tress are of Jack fruit, Neem, Arjun, Shimul, Both variety and 9 other are exotic trees. In addition, there are community or social trees, of various maturity level and sizes situated in unequal distribution manner. Most of these trees will be cut by tree owner on maturity. As per Bangladesh Rules and Regulation, community has the right to cut social forestry tree on maturity. Govt. lease out its land including roadside open area to community for social forestry purposes.

31. There are no threatened plants found along the JCTE road alignment.

32. Terrestrial fauna. The diversified habitat and ecosystem in the proposed area support various types of animals. Primary and secondary mode was adopted for identification of fauna. Most of the birds are identified through direct observation rather than from people. Most of the Amphibians, Reptiles and Mammals were identified by using books and description of the local people during the field survey. A total of 130 species are identified during field survey among them 5 are Amphibian, 14 Reptilian, 93 Avian faunas and 15 Mammalian faunas. Out of the species identified, 5 are endangered, 9 are vulnerable. No endemic species are found in the study area.

3. Aquatic Ecology

33. Aquatic flora. Different types of aquatic flora species were recorded in the study areas. The most abundant hydrophytes in the project area are Kochuripana (Eichhornia crassipes), Topapana (Pistia stratiotes), Khudipana (Lemna minor) Pata Jhajii (Vallisneria spiralis), Shapla (Nymphaea sp.), Kolmi (Ipomoea aquatica), Helenchaa (Enhydra fluctuant), and Duckweed (Spiredella sp.). Numerous algae (e.g. Spirogyra and Scytonema) and amphibian plant, Dhol kolmi(Ipomoea fistulosa) are also found in the road side water bodies.

34. Aquatic fauna. There are 70 species of fishes and 3 species of shrimp were found in project road area. Aquatic sensitivity at different location and water bodies located in study. The fisheries in the proposed project area comprises of ponds, beels, rivers, flood lands, borrow pits, and canals.

4. Socio-Economic Environment

35. Population and community profile. The demographic information is collated from from Population Census-2001 and Bangla Pedia 2008. The community is Muslim dominated. The demographic details are given below.

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Table E.6: Community Profile

36. Physical and cultural resources. There are few physical cultural resources (primarily religious structures) close to the road. Exact affected structures shall be firmed up at DPR stage. Bangladesh have developed good education facilities. The project road area has adequate education facilities as can see in the following table. There are no gender differences in primary education. However, men have twice the success rate than women in completing secondary school or a higher level of education. Literacy rate: The literacy rate at the JCTE influence area showing the male population has higher literacy rate than the female. The percentage of literate males is higher than females.

Table E.7. Literacy

37. Water supply and sanitation. Tube wells are the most common source of drinking water in both the urban and rural areas. Tap water is accessible only in urban areas. Most households do not treat water prior to drinking. Sewage facilities are available in most of the urban areas.

38. Communication facilities. The project areas are connected with national highways, village roads, waterways, and railways in certain locations. Mobile and wire telephone services are available in most of the areas.

39. Economic status. Agriculture is the main source of income for majority of the households in the project road area. The small portion of people are engaged in non-agriculture sectors like small and medium business, trade, and services. Most of the lands are fertile agricultural lands having single, double and triple cropping rotations.

Upazillas Through

Total Male % Female % Sex

Ratio

Annual

growth rate

Muslim %

Hindu %

Others %

Gazipur Sadar 866540 471768 54.44 394772 45.56

120 47.3 92.46 7.04 .13

Kaliakoir,Gazipur 267003 138240 51.78 128763 48.23

107 14.64 84.33 15.12 .49

Kalihati,Tangail 354959 182981 51.55 171978 48.45

106 6 90.02 9.2 .05

Mirzapur,Tangail 337496 169760 50.3 167736 49.7

102 8.69 85.29 14.61 .17

Tangail Sadar 380518 194254 51.05 186264 48.95

105 15.3 90.68 9.04 .04

Delduar ,Tangail 188449 94502 50.15 93947 49.85

101 7.3 87.41 12.55

Upazilas Total College High school Primary School

Madrasa Mass

Education Centre

Others

Gazipur Sadar 8 57 91 11 1

Kaliakoir,Gazipur 4 21 20 10

Kalihati,Tangail 4 25 17 31 1

Mirzapur,Tangail 2 38 22 5 2

Tangail Sadar 4 23 3 79 11 2

Delduar ,Tangail 13 30 34 39 4

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40. Pollution and safety. People are concerned about increasing pollution in urban areas as well as safety of people while crossing the roads. Industries in Joydevpur were found discharging the untreated effluent to local drains, which may result in contamination of the land area and water bodies. Accident is rampant on the road due to rough driving as well fast speed and non availability of safe passage for crossing the road.

E. Anticipated Environmental Impacts and Mitigation

41. Environmental impacts assessment was carried out considering present environmental setting of the project area, and nature and extent of the proposed activities. Potential environmental impacts associated with the proposed project activities of both the sub projects are classified as: (i) impacts during design and construction phase and ii) impacts during operation phase. Qualitative and quantitative techniques have been applied for direct and indirect impact identification. Impacts are classified as being insignificant, minor, moderate and major. Potential environmental impacts of the JCTE road are: (1) negative impacts: extraction and transportation of construction materials, 18.91 ha land loss, affect of 2,394 HHs, 52 community property resources and 1647 trees, environmental pollutions (air, noise, soil,water, wastes), flood & drainage congestions, traffic congestions, fisheris, land use, H&S etc. Positive impacts: job opportunities, tree plantation, easy communications, etc. Possible mitigation measures have been suggested to mitigate these impacts.

F. Environmental Management Plan

42. The aim of the Environmental Management Plan (EMP) is to ensure effective implementation of the recommended mitigations measures throughout the subsequent subproject development stages. The mitigation measures are designed either to prevent impacts or to reduce the effect to an acceptable level by adopting the most suitable techno-economic option. The EMP also ensures that the positive impacts are conserved and enhanced. The EMP plan has been prepared for the JCTE road. The EMP consists of a set of mitigation, monitoring and institutional measures to be envisaged during the design, construction and operation stages of the project. The plan also includes the actions needed for implementation of these measures. The major components of the EMP are:

Identification of adverse impacts

Mitigation of potentially adverse impacts

Monitoring during project implementation and operation stages

Institutional Capacity Building and Training

Implementation Schedule and Environmental Cost Estimates

Integration of EMP with Project planning, design, construction and operation. . The detailed matrix on the EMP and EMOP are given in Appendices 5.1 and 5.2.

G. Institutional Capacity

43. To enhance the capacity of the RHD Environmental and Social Circle and PIU for effective implementation of proposed mitigation measures and monitoring the resultant effect, some training programs and awareness workshop are proposed. It would be essential to understand the legislative framework and enhance capacity of Environmental & Social Unit of RHD and Field Officer (Environment) for analysing the applicability of various environmental legislations and clearances, approvals and compliance monitoring requirements.

H. Information Disclosure, Consultation and Participation

44. Public consultation is one of the key components of the environmental assessment. The EA team conducted public consultations in several spots of the project road. The approach

xvi involved a mix of conventional as well as participatory/ rapid rural appraisal (PRA/ RRA), focus group discussions (FGD) and one-to-one interviews. Accordingly, as first step, the literature and secondary data was reviewed. Local people from different socio economic backgrounds in the villages along the alignment, NGOs and concerned Govt. officials were consulted. Public consultations were held during the different site visits from Feb 2011 to May 2011 in different stages of IEE report preparation.

45. The public consultations were conducted with the following objectives: (i) to inform the public/ local people about the construction of the project road, (ii) to identify the need and concern of the public, (iii) to assess the environmental impacts and (iv) to assess cultural patterns and behaviour of local communities.

46. Stakeholders from different backgrounds were consulted. Their concerns are summarised in the following three parts: (i) consultations with Government officials, (ii) consultation with local people and (iii) consultations with the NGOs. EA findings were also presented to stakeholders in a workshop and suggestions were integrated while finalising this report.

I. Conclusions and Recommendations

47. Conclusions. The conclusions are based on Environmental Assessment carried out for the project. The project involves road widening, new bridge construction, approach roads to new bridges and flyovers.

48. The project is classified “B” in accordance with Safeguard Policy Statement 2009 requiring preparation of an IEE Report. As per the Environmental Conservation Act, 1995 of Bangladesh, the project falls under Red category and requiring preparation of an EIA. This report is prepared keeping the ADB and GOB safeguard requirements in consideration.

49. The study was carried out from February 2011 to May 2011. The study was based primarily on secondary data and specific studies (flora, fauna, land use, hydrology and climate change) undertaken. The environmental study covered the project area, as well as the area of direct and indirect impacts. The environmental assessment report was prepared in accordance with relevant applicable laws and regulations of the Government of Bangladesh; and in conformity with the Safeguard Policy Statement 2009.

50. Recommendations. The IEE of the subproject ascertains that the project is unlikely to cause any significant environmental impacts. No additional studies or need of undertaking detailed EIA is envisaged at this stage. The Executing Agency shall ensure that EMP and EMoP is included in Bill of Quantity (BOQ) and forms part of bid document and civil works contract. The same shall be revised if necessary during project implementation or if there is any change in the project design and with approval of ADB.

51. The IEE was carried out while the feasibility study was being prepared. Therefore, the detailed engineering design was not available. In this regard, any major changes during detailed design, or any major additional work other than the proposed project activities will require updating of this environmental assessment. The revised report will have to be submitted to concerned Government authorities, if any clearance is involved. It shall also have to be sent to ADB for concurrence before civil works commence. Moreover, the executing agencies have to submit the detailed engineering designs to ADB, which will review them and examine whether major changes or major additional works have been included.

xvii

52. The climate change study output may be given due consideration for deciding road embankment height and the bridge heights.

53. RHD has social and environmental cell but they need capacity building and practical exposure. Adequate training shall be imparted as proposed under environmental management plan to enhance the capability of concerned EA officials.

I. INTRODUCTION

A. Background

1. The Government of Bangladesh is emphasizing on improved connectivity between each part of the country. In line with this objective the GOB announced its National Land Transport Policy in 2004 defining long term (20 years) Road Master Plan (RMP).The RMP has identified many feasible and priority projects. One of priority roads identified is the Joydevpur- Chandra – Tangail- Elenga (JCTE) road. The location of the road is shown in Figure 1.1. This roads is a vital link in the national highway network and forms a part of the Asian Highway Network complementing the government plans to increase trade with India.

2. The existing road suffers from inadequate capacities and lack of safety. The road is two laned with no shoulders and no provision for low moving vehicular traffic (SMVT) or non motorized traffic (NMT). There are capacity constraints caused by congested junctions, markets, and community areas. The project will upgrade the road to a four lane road with safety features, dedicated SMVT lane, flyovers at business junctions, overpasses, and queing lanes at intersections.

3. The upgrading of the road will have its associated environmental impacts that require due consideration in project design for its mitigation and management based on detailed environmental assessment. This report presents the Initial Environmental Examination (IEE) carried out to determine the likely significant environmental changes due to the project iand crafts mitigation measures to avoid, minimise, or compensate these impacts.

4. This IEE was prepared under the Project Preparatory Technical Assistance (PPTA No.7383-BAN) with the guidance of the Roads and Highways Department (RHD) which is the project‟s executing agency (EA).

B. Purpose of the Report

5. In this report, the different activities that are likely to take place to achieve the project objectives in JCTE road were analysed and the potential impacts that may accompany them have been assessed.

6. The JCTE road largely passes through inhabited areas and small portion through reserve forest area. This road crosses various water bodies, which are important from aquatic ecology prospective. Considering the flood threat and effect of climate change on flooding tendencies, hydrological, climate change and ecological studies have been undertaken to suggest appropriate designing measures.

7. Assessment has been carried out to identify the impacts of the proposed road improvement works on terrestrial and aquatic ecology, land use, air, and water and noise quality. In order to mitigate the potential impacts, appropriate measures have also been proposed in the Environmental Management Plan (EMP). Extensive public consultations undertaken as part of the IEE work have been considered for identifying the mitigation measures.

C. Extent of the study

8. This IEE is carried out based on most up-to-date subproject details and concept designs provided by the design team during the preparation of this report. Minor changes may occur in the structural component of the sub-projects at the detailed designing stage.

2 9. The corridor of impact has been defined as 100 m on either side from the edge of the road alignment. However, the study area has been extended to 7 Km wide area on both side of the alignment to analyse the land use, identify potential borrow areas and environmental sensitive areas. Geographical Information System (GIS) techniques have also been used based on recent satellite imageries of the project areas for above purposes. The impacts on ecologically sensitive areas (e.g. national parks, wildlife sanctuaries, biosphere reserve, and protected places) within 5 Km radius of the project areas have also been assessed.

10. The scope of the IEE study has been confined to project related activities associated with design, construction (e.g. Site clearing, earth borrowing, quarrying, material transportation, paving, camping) and operation stages. As per information available from design team, no additional facilities like toll plazas, truck plaza are proposed. Hence, no impacts assessment for such facilities was carried out.

D. IEE Content

11. This IEE report is presented in eight chapters, in consistent with the ADB‟s Safeguard Policy Statement. This includes this introduction, and individual chapters describing the subprojects, description of existing environment, anticipated environmental impacts and mitigation measures, environmental management plan, public involvement and disclosure, and conclusion.

E. Methodology

12. The IEE study was carried out using reconnaissance survey, field visits, consultation with stakeholders, NGOs, review of existing data, assessment to identify adverse impacts and preparation of EMP and post-project Environmental Monitoring Programme. Geographic information system, hydrological modelling, air and noise quality modelling tools were used to analyse the likely impact of proposed project activities. Physical assessments were made for entire corridors with respect to terrestrial and aquatic aspects.

1. Data Collection

13. The objective of data collection was to provide a database on existing conditions that can be used for predicting the expected changes and for monitoring such changes. The first step was to undertake a project scoping exercise, identifying the parameters needed to be considered for the study and to outline the activities for collecting data on each parameter. The sources of data were identified and relevant existing data from authentic secondary sources were collected.

14. The environmental components for which data collected are:

Physical environment

Ecological environment; and,

Human interest and quality of life values

15. The most relevant information collected along with sources is listed in Table 1.

Table 1: Information Collected and Sources

Information Collected Sources Information Used for Project information, ROW details, project objectives, road maps, existing & proposed alignments

RHD project document, RHD HQs & RHD Regional Offices

Project description and impact assessment

3

Flora and fauna details, habitats, land classification/types, ecological zones classification within project area, land use

Forest Department (FD), Department of Environment (DOE), Department of Fisheries (DOF), IUCN, CEGIS, CARINAM, Department of Social Forestry,

Project description, baseline information, impact assessment, suggestive mitigation measures

Engineering details Technical Consultant - MMM Group Canada and Bangladesh Consultants Limited


Present status of the project area and issues related to development and environment

RHD, CEGIS


Existing quality of the environment, land use, meteorological data, possible impacts because of the project and proposed action plans, identification of ecologically sensitive locations, polluted areas, regulatory applicability

Department of Environment, Forest Department, Department of Fisheries (DOF), Meteorological Department, Centre for Environment & Geographic Information Services (CEGIS), Institute for Water Modelling (IWM)


River geo-morphology, hydrology, drainage, flood patterns, river navigation

Bangladesh Water Development Board (BWDB), Water Resources Planning Organization (WARPO), CEGIS, IWM


Primary data was collected for noise, water quality, air quality, metrological and soil.

2. Public Consultation

16. Public consultation is an important component of the IEE preparation activities. Local anecdotal knowledge about the eco system and problems associated with the existing roads were carefully recorded and used in impact assessment and developing mitigation plan. Formal institutional level public consultation, in tandem with opportunistic informal ones involving local villagers, road users and people whose livelihood depends on these roads, were executed. Detailed description of public consultation has been presented at Chapter VI.

4

Figure 1. JCTE Road Location Map

5

II. DESCRIPTION OF THE PROJECT AND LEGAL FRAMEWORK

A. Rationale

17. Bangladesh, due to its location, can serve as vital link between neighbouring countries Nepal, Bhutan, Myanmar, and India. The Transport Working Group (TWG) of the South Asia Sub-regional Economic Cooperation (SASEC) has also identified four of the six corridors passing through Bangladesh. With the opening of Bangabandhu bridge and the proposed development of Padma bridge, the Dhaka –Chittagong transport corridor and other transport corridors can serve to facilitate trade between Bangladesh and the north-eastern states of India, the Indian state of West Bengal, and neighbouring country Bhutan and Nepal. This central location of Bangladesh generates immense potential to benefit from better trade facilitation efforts. However, this potential has not been fully realized because of deficiencies in key infrastructure and the trade-related constraints.

18. The Joydevpur–Chandra–Tangail-Elenga road (JCTE) is vital links in the national highway network. The JCTE road is part of Asian Highway Network route AH2.

19. The upgrading of these roads is consistent with the Road Master Plan 2008 of Bangladesh. The existing roads are two lane roads with shoulders. There is no separate provision for slow moving vehicular traffic (SMVT) or non-motorised traffic (NMT). There are capacity constraints caused by congested junctions, markets and built up areas.

20. The completion of the proposed upgrading will substantially improve transport efficiency on the road linking the Bangabandhu Bridge to Dhaka and the Southeast Road Corridor (to Chittagong). This will also contribute in integrating the southwest region into the national economy, a key issue identified in the Asian Development Bank country strategy and programme for Bangladesh (2006-2010) as a requirement to support the country‟s National Poverty Reduction Strategy.

B. The Joydevpur-Chandra-Tangail-Elenga (JCTE Road)

21. Road Location and Alignment: The JCTE road located north of Dhaka city will start

at Vogra Bazaar (N 23 58 39 and E 90 22 51) at an intersection 2.7 km south of Joydevpur roundabout where the N3 Dhaka – Mymensingh road meets the N105 Dhaka Eastern Bypass, joining the N4 Joydevpur – Chandra – Tangail - Elenga road at project

Chainage 2.900 at a point 2.38 km west of Joydevpur (N 23 59 22 and E 90 21 30). The route then follows the N4, including the Kaliakor, Mirzapur and Tangail bypasses (south end:

N 24 14 33 and E 89 56 27, north end: N 24 16 03 and E 89 56 15) to Elenga (N

24 20 22 and E 89 55 28). The total length is 69 km

22. Road Condition: The road is a standard two-lane highway (two 3.65m lanes, paved shoulders each 1.5m and verges each 1.0m).The road condition is varying in different section. Pavement crack is one the main problem for this road. There are several sub-standard horizontal curves. There are areas of distressed pavement (Km.17.6 – 18.2, Km.28.4 – 30.5, Km.61.6 – 67.4 depressions). Road passes through various heavily congested areas at Konabari, Mouchak, Shafipur, Dewhata, Jamurki, Pakullah, Natiapara and Elenga.

C. Road Components and Project Design Details

23. The project components and design standards are defined in the following sections:

6

Table 2. Road Components and Design Standards for JCTE Road

ROAD COMPONENTS

Length 69 Km

Alignment Follow the exits road alignment including the bypass area for road widening and improvement. No new road construction or bypass is proposed.

Flyovers/overpasses/ ROB 4 Flyovers (at Konibari Market, Shafipur Bazar, Chandra Intersection, and Elenga bazar) 7 Overpasses (Kaliakor bypass road crossing, Dhamrai-Kalikor intersection, Mirzapur-Kumarja intersection, Korotia-Delduar intersection, Tangail bypass road crossing, ) 1 Railway Overpasses (Shohagpur railway/road crossing)

Major Bridges 88 bridges /culvert s of which 27 bridges (3Major Bridges ( >100m in lenght over Turag 1,Turag 2 and Pungli River,) and 61 culverts

Embankment Design Embankment height established for 1m free board on 20 years frequency HFL Dredged river sand based, side slope 2 hor: 1 ver, 500m compacted cladding layer and turf for slope stabilization.

Design Standard

Speed Design : 80 Km/h Permissible : 70 km/h

Horizontal Controls Controlling Curve: Maximum Super Elevation: 0.06 m/m Minimum Curve Radius: 500 m Design Speed: 40 km/h

Vertical Controls Gradients: Maximum 3 %, Minimum 0% Clearances : Over road 5.1 m

Cross-Section Elements

Travelled lane: 3.65 m Cross Fall : 2.5 %

Structural design standards Roads and Highways Department (RHD) Bridge Design Standard 2004 American Association of State Highway and Transportation Officials (AASHTO) Standards Specification Vertical Clearance 0.60 m above HFL for bridges upto 30 m length 0.90m above HFL for bridges above 30 m length Bridges requiring navigation clearances: as per BIWTA requirement Bridges and culverts opening to handle 50 years flood and discharge for 20 years maximum rainfall intensity Major bridges for discharge for 50 years maximum rainfall intensity

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D. Alignment and ROW

24. The project road is two lanes at most of the places, and will be upgraded to four-lane highway. The carriage way at each side typically will have of 7.3 m width with median of 1.2 m and either side shoulder of 1.0 m wide. The side slope of road embankment will be of 1:2. Widening will be either right aligned or left aligned. Largely it will be left aligned. The RoW required is 40m, and is available throughout the road. The ROW may not be available in areas where new parallel bridges and its approach roads are to be constructed. The road is also passing through rural, urban, and densely populated areas. In many areas, ROW is encroached by the people. At some of the places, either ROW may not be available for the desired embankment height or is un-utilisable due to encroachment. At such places, RC retaining wall option will be exercised to reduce the ROW requirement. Widening will be either right aligned or left aligned.

25. Typical cross sections of road alignment for normal road, constricted road and highly constricted road are given at Figure 2. The pavement works comprise construction of sub-grade, sub-base, base binder course and wearing course. All roads has been designed following road safety requirements as per RHD published guidelines and standards. This includes separation of motorised and non-motorised traffic, planning of cross section, bus stop, and service road to ensure accident flow of traffic. The cross section of four-way junction and bus stand layout is shown at Figure 3 and Figure 4.

26. No new bypass is proposed. However, existing bypasses at kaliakoir, Mirzapur and Tangail site will be upgraded to four lanes standard. The details of these bypasses are already given under respective road details in Section II.B.

27. The river protection works will be decided based on based on the depth and flow pattern of the river, the scouring regime and the type of structure. Geotextiles, Brick Block, Concrete Blocks, Sand Cement Blocks and sand geo- bags may be used for construction of protective works.

1. Existing and proposed Cross drainage structures:

28. Three major bridges of more than 100m length are proposed to be constructed over defined perennial waterways (over Turag 1, 2 and Pungli River). These bridges are listed in Table 10, which will be constructed mostly downstream at all the bridge location where river training structures are used in the upstream. .

29. In addition to above major bridges, there are many other lesser bridges and culverts on the project roads. These structures mostly cross-undefined channels and carry only seasonal flow. Some of these bridges are located over depressions and low-lying ditches. Culverts are located in depressions and at low lying agricultural land and are used merely as balancing structures and equalizing water levels either side of the road embankment. The list of all the structures with length and structural condition is given in Table 4.

Table 3. List of New Major Bridges (> 100 m length) in JCTE Road

Bridge Name and Location chainage Length (m)

Turag #1 Bridge Km.3.85 126

Turag #2 (Bimile) Bridge Km.4.50 126

Pungli Bridge Km.67.20 124.5

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Table 4. List of All Drainage Structures on the JCTE Road with Length and Structural and Hydrological Conditions

Sl. No.

Location/ Chainage (Km) (As

per proposed alignment)

Type of Structure

Opening of the

Structure (m)

Carriage way width (m)

Channel Type

Hydraulic Condition

Strucutural Condition

Recommendaton

Joydevpur intersection

1 0+246 BC 1X3X2 7.30 Low land Adequate opening

Good Extendto 4 lane

2 0+543 BC 1X3X2 7.30 Low land Adequate opening


3 0+944 BC 1x3x2.5 7.30 Low land Adequate opening






Joydevpur crossing bypass intersection

6 2+753 PC 1x1 7.30 Low land Adequate opening

Average New 2x2 BC

7 3+600 PC Girder (BR)

2x35 7.30 Small River

Seanonal flow/ Adequate opening

Good Replace with 90m Bridge


5x24.2 7.30 Turag River-1


Good New 125m bidge in the up stream


5x24.3 7.30 Turag River-2


Good New 125m bidge in the up stream

10 8+915 BC 2x4.5x4 7.30 Low land Seanonal flow/ Adequate opening

Extendto 4 lane

11 10+207 BC 1x2.5x1.5 7.30 Low land Adequate opening

Average Abandon


Average Extendto 4 lane


Average Abandon



15 13+246 BC 2x5x4.5 7.30 Small Canal

Seanonal flow/


9

Sl. No.



Type of Structure

Opening of the

Structure (m)


Channel Type

Hydraulic Condition


Recommendaton

Adequate opening



17 14+410 BC 1x3.5x2 7.30 Small Canal



18 14+735 BC 1x2x2 7.30 Low land Adequate opening




20 16+664 BC 1x4.5x3 7.30 Local Drainage



19+990 Chandra Intersection

21 17+280 BC 1x5.5x4 7.30 Local Drainage



Kaliyakoir Hiteehp Park Intersection


Average Abandon



24 19+663 Railway Over

Bridge

12x(35.30.30-41.40)

7.50 Seanonal flow/ Adequate opening

Average New 45m Bridge




Poor Replace with 70m Bridge




2x25 7.50 Small Canal


Good New 60m Bridge up stream

28 22+642 BC 1x5x3 7.30 Local Drainage



10

Sl. No.



Type of Structure

Opening of the

Structure (m)


Channel Type

Hydraulic Condition


Recommendaton

29 23+305 BC 2x5.5x4.5 7.30 Low land Seanonal flow/ Adequate opening



1x41 7.30 Low land Seanonal flow/ Adequate opening

Average Replace with 50m Bridge

31 24+065 BC 1x6x5 7.30 Small Canal





33 25+800 BC 1x5x4.5 7.30 Low land Seanonal flow/ Adequate opening


34 26+618 BC 1.0m dia 7.30 Low land Adequate opening

Average Abandon



36 27+670 BC 1x6x5 7.30 Low land Seanonal flow/ Adequate opening



3x24.3 7.30 Low land Seanonal flow/ Adequate opening

Good New 75m Bridge







30+075 Railway Level Crossing



42 30+640 BC 1x6x4 7.30 Canal/Low land

Seanonal flow/ Adequate


11

Sl. No.



Type of Structure

Opening of the

Structure (m)


Channel Type

Hydraulic Condition


Recommendaton

opening


2x24.3 7.30 Canal/Low land


Good New 50m Bridge in theup stream

31+995 Mirzapur Intersection


2x25.5 7.30 Small Canal


Good New 60m Bridge in the up stream




Good New 45m Bridge in the upstream




Average New 35m Bridge in the up stream




















12

Sl. No.



Type of Structure

Opening of the

Structure (m)


Channel Type

Hydraulic Condition


Recommendaton








1x15.5 7.30 Low land Seanonal flow/ Adequate opening













Good New 35m Bridge in the downstream




Good New 60m Bridge in the downstream






Good New 2x35m Down stream

67 55+217 BC 1x5.5x4 7.30 Small Canal





Seanonal flow/ Adequate


13

Sl. No.



Type of Structure

Opening of the

Structure (m)


Channel Type

Hydraulic Condition


Recommendaton

opening









73 59+445 BC 2x4.5x3.5 7.30 Low land Seanonal flow/ Adequate opening












78 62+706 BC 1x20.0x2.0

7.30 Low land Adequate opening





Poor Replace with new 4 lane structure

63+690 Tangail bypass Intersection





Good New 100m Bridge in the up stream


2x26 7.30 Low land Seanonal flow/ Adequate

Good New 50m Bridge in the Down stream

14

Sl. No.



Type of Structure

Opening of the

Structure (m)


Channel Type

Hydraulic Condition


Recommendaton

opening




Good New 45m Bridge in the Down stream



85 67+293 Pungli BR 26+20+32.5+20+26 span to

span

7.30 Pungli River


Very poor Replace with a 150m 4 lane bridge




16+21+16 7.30 Low land Seanonal flow/ Adequate opening

Good New 55m Bridge

88 69+197 BC 2X4X3.5 7.3 Low Land Adequate Opening

Average

2. Details of Major Bridge with Design Features in JCTE Road

30. The Turag #1 bridge was built under the Jamuna Access Road Project (JARP) at Km 3.85. This 126m long bridge is in good condition. The river carries seasonal flow and appears to be gradually drying up due to encroachment and the lack of adequate rainwater discharge from the upstream area. The Turag #2 bridge was also built under the Jamuna Access Road Project (JARP) at Km 4.50. This 126m long bridge is also in good condition. Two additional bridges are proposed to be built at these locations catering for the two traffic lanes plus a SMVT lane required for the upgrading to four-lane standard.

31. The Pungli Bridge is an old bridge that was not improved under the JARP. A, 124.5m long bridge ( Spans 26m, 32.5m, 20m, 26m) is nearing the end of its design life. The bridge has a scour problem at the Tangail end and the river is being silted up at the Bhuapur end. A new 150m span bridge, catering for the four traffic lanes plus a SMVT lane required for the upgrading to four-lane standard, is proposed at this location.

E. Details of Rail Over Bridges (ROBs) and Flyovers:

32. To improve road efficiency and safety, many flyovers, overpasses, and rail over bridges are proposed in JCTE road. The list of these structures is given at Table 5. Typical Flyover cross section is shown at Figure 5.

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Table 5. Details of Proposed Flyovers and Overpasses in JCTE Road

Sl. No. Location Chainage Length (m) approx.

Type

1 Konabari Market 7+500 1,000 Flyover

2 Shafipur Bazar 12+500 700 Flyover

3 Chandra Intersection 17+000 500 Flyover

4 Kaliakor Bypass road crossing

19+000 300 Overpass

5 Existing Railway Overpass

19+400 435 Additional lanes

6 Dhamrai – Kaliakor intersection

21+500 500 Overpass

7 Shohagpur railway/road crossing

30+075 500 Railway overpass

8 Mirzapur – Kumarja intersection

34+300 400 Overpass

9 Korotia – Delduar intersection

54+150 400 Overpass

10 Tangail Bypass road crossing

60+800 400 Overpass

11 Elenga Bazar 69+200 600 Flyover

F. Relocation of Utilities

33. The utilities to be relocated include high-pressure gas transmission pipelines, electricity transmission towers and posts, fibre optic cables and telephone lines. The exact location and nature of shifting are yet to be firmed up and will be finalised at DPR stage.

G. Construction Material and Sources

1. Embankment Fills

34. The GOB has adopted a policy to encourage construction of roadway embankments with river sand rather than clayey agricultural soil. Accordingly, the embankments for new carriageways on this project have been designed based on the use of river sand with a CBR value estimated as 10% or greater. River sand is a good fill material with higher CBR value. It is quite abundant in the various riverbeds in the project area. Sand is easily compactable to a high degree of compaction but will require protection against erosion by cladding with a layer of cohesive soil.

2. Concrete Aggregate

35. Stone aggregates from Sylhet quarries are commonly used for the manufacture of normal and high strength concrete and it is proposed to be used for these roads as well. The major concreting operation for Jamuna Bridge was undertaken using stone aggregate from Sylhet sources.

3. Cement and Steel Reinforcement

36. Bangladesh produces different classes of EN and ASTM standard cement and high strength deformed bar of 40, 60 and 75 grades. These materials are readily available in the project area.

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4. Bitumen

37. Bitumen will be imported. Commonly used bitumen in the road construction industry in Bangladesh are 60-70 and 80-100 penetration grade bitumen.For Bangladesh temperatures 60-70 grade is better suited but the supply of this grade is limited:

5. Recycled Pavement Materials

38. The preliminary design envisages recycling pavement materials by milling the existing asphalt concrete and re-using the product. This recycled asphalt concrete mixed with unbound base and sub-base materials shall be used in the sub-base or lower base of the new carriageways.

H. Existing Traffic and Forecast

39. The type of traffic considered for traffic assessment and forecast includes (i) normal traffic which is using the the existing corridor, and (ii) generated traffic likely to arise from reduced transport costs. The existing weighted average Annual Average Daily Traffic (AADT) as per the traffic studies carried out for 2011 excluding two- and three-wheelers and forecast traffic are given at Table 6.

Table 6: Existing and Traffic Forecast for JCTE Road

Traffic Assessment Year

Traffic in AADT excl. 2 & 3 Wheelers and NMT ( Maximum of any section of the road)

2011 13,250

2015 22,298

2020 31,954

2025 42,762

2034 72,245

40. The nature of traffic is mix in nature except in case of JCTE road where a high proportion goods vehicles and Heavy Goods Vehicle (HGVs) is high. It is probably attributable to traffic between Chittagong and the factories along the Chandra-Savar road.

I. Project Schedule

41. Project construction schedule were not finalised at the time of preparation of this report. For the purpose of IEE, the construction and operation period are assumed as three years from start and 20 years after construction respectively.

J. ADB’s Environmental Categorisation

42. Based on REA Checklist (Appendix 1) and the field assessment, the project is categorised as Category B as per ADB Safeguard Policy Statement 2009. The project is unlikely to cause any significant adverse environmental impact. It does not pass through any protected areas or ecologically sensitive areas. Most of the habitat areas is provided with flyovers or or underpasses.

17

CH-3+850 CH-4+500

CH-19+800 CH-28+200

CH-41+700 CH-110+600

Photograph 1. View of Few Existing Structures of JCTE Road

18

Figure 2. Typical Cross Section

19

Figure 3. Four Way Junction Plan & Cross Section

20

Figure 4. Layout Plan of Bus Stop & Service Road

21

Figure 4. Flyover Cross Section

22

III. LEGAL AND ADMINISTRATIVE FRAMEWORK

A. Regulatory Requirements for the Project

43. The Government of Bangladesh has framed various laws and regulation for protection and conservation of natural environment. These legislations with applicability to this project are summarized below in Table 6.

Table 6. Applicability of Key Environmental Legislation

No. Act/Rule/Law/Ordinance Responsible

Agency-Ministry/Authority

Key Features-Potential Applicability

1.

Bangladesh Environmental Conservation Act, 1995 (ECA, 1995) and Environment Conservation Rules 1997 (ECR, 1997)

Ministry of Environment and Forest

Includes categorization of development projects into green, amber A, Amber B and red. Details procedures for securing environmental clearances for projects that are under red category. Also details procedures for obtaining site clearance for projects.

2. Environment Court Act, 2000 and subsequent amendments in 2002


GOB has given highest priority to environment pollution and passed „Environment Court Act, 2000 for completing environment related legal proceedings effectively

3.

Bangladesh Wildlife Preservation Order 1973 and Revision 2008 (Draft)

Ministry of Environment and Forests

Restricts people from damaging or destroying vegetation in wild life sanctuaries and hunting and capturing of wild animals

4. The National Water Policy, 1999

Ministry of Water Resources

Protection, restoration and enhancement of water resources; Protection of water quality, including strengthening regulations concerning agro-chemicals and industrial effluent; Sanitation and potable water; Fish and fisheries; and Participation of local communities in all water sector development.

5. The Brick Burning (Control) Act, 1989 The Brick Burning (Control) Amendment


Control of brick burning Requires a license from the MoEF for operation; Restricts brick burning with

23




Act, 1992 and 2001 fuel wood

6. Water Supply and Sanitation Act, 1996

Ministry of Local Government, Rural Development and Cooperatives

Management and Control of water supply and sanitation in urban areas.

7. Water Pollution Control Ordinance 1970


Prevents water pollution

8. Bangladesh Labour Law, 2006

Ministry of Labor This Act pertains to the occupational rights and safety of factory workers and the provision of a comfortable working environment and reasonable working conditions.

9. National Land use Policy, 2001

Ministry of Land The plan deals with land uses for several purposes including agriculture (crop production, fishery and livestock), housing, forestry, industrialization, railways and roads, tea and rubber. The plan basically identifies land use constraints in all these sectors.

10. Land Acquisition Act 1894, Acquisition and Requisition of Immovable Property Ordinance, 1982

Ministry of Land Outlines procedures and rules for acquiring land and immovable property

11. National Forest Policy and Forest Sector Review (1994, 2005)

Forest Depatment, MOEF

Afforestation of 20% land.

Bio-diversity of the existing degraded forests

Strengthening of agricultural sector

Control of global warming, desertification, control of trade in wild birds and animals

Prevention illegal occupation of the forestlands, tree felling and hunting of wild animals.

12. The Forest Act 1927,Amendment 2000 (Protected, village Forests and Social

Forest Department, MOEF

Declare any forests land or wasteland as protected forests.

24




Forestry) May stop public or private way or watercourse in the interest of preservation of the forest Declare a reserved forest area as Village Forests Declare an area as Social forests or launch a social forestry programme in Govt. land or private land with permission

13. National Biodiversity Strategy and Action Plan (2004)

MOEF Conserve, and restore the biodiversity of the country;

Maintain and improve environmental stability of ecosystems;

Ensure preservation of the unique biological heritage of the nation for the benefit of the present and future generations;

Guarantee safe passage and conservation of globally endangered migratory species, especially birds and mammals in the country;

Stop introduction of invasive alien species, genetically modified organisms and living modified organisms.

14. Bangladesh Climate Change Strategy and Action Plan (2008)

MOEF Establishment of six strategic pillars for action, including: (1) food security, social protection and health,

(2) disaster management, (3) protective infrastructure, (4) research and knowledge management, (5) decreased carbon development, and (6) capacity building and

25




institutional strengthening.

15. National Fisheries Policy, 1998

MOFL Preservation & management of inland open water fisheries.

16. The Protection and Conservation of Fish Act, 1950 and The Protection and Conservation of Fish Rules, 1985

MOFL Prohibits and regulates the construction of temporary or permanent of weirs, dams, bunds, embankment and other structures

17.

Wetland Protection Act 2000


Advocates protection against degradation and resuscitation of natural water-bodies such as lakes, ponds, beels, khals, tanks, etc. affected by man-made interventions or other causes. Prevents the filling of publicly-owned water bodies and depressions in urban areas for preservation of the natural aquifers and environment. Prevents unplanned construction on riverbanks and indiscriminate clearance of vegetation on newly accreted land.

18. Embankment & drainage Act,

MOWR An Act to consolidate the law relating to emb. & drainage.

19.

The ground Water Management Ordinance 1985


Focuses on management of Ground Water Resources. Disallows digging of tube wells without permission from the Upazilla Parishad

20. Vehicle Act 1927 & Motor vehicle ordinance 1983

BRTA Road/traffic safety Vehiclar air & noise pollutions Fitness of vehicles& registration

44. Under the Environmental Conservation Act (1995) and Rules (1997), the project will be required to obtain a site clearance as well as an environmental clearance. The procedures for obtaining environmental clearance is given in the figure below.

26 B. International Treaties

45. Bangladesh has signed most international treaties, conventions and protocols on environment, pollution control, bio-diversity conservation and climate change, including the Ramsar Convention, the Bonn Convention on migratory birds, the Rio de Janeiro Convention on biodiversity conservation and the Kyoto protocol on climate change. An overview of the relevant international treaties and conventions signed by GOB is shown in Table 7.

Table 7. Relevant International Treaties, Conventions and Protocols signed by Bangladesh

Treaty or Convention Year Brief description Responsible

Agency

On protection of birds (Paris)

1950 Protection of birds in wild state DOE/DOF

Occupational hazards due to air pollution, noise & vibration (Geneva)

1977 Protect workers against occupational hazards in the working environment

MOHFW

Occupational safety and health in working environment (Geneva)

1981 Prevent accidents and injury to health by minimizing hazards in the working environment

MOHFW

Occupational health services (Geneva)

1985 To promote a safe and healthy working environment

MOHFW

International convention on climate changes (Kyoto Protocol)

1997 International treaty on climate change and emission of greenhouse gases

DOE/MOEF

C. Asian Development Bank Policies

46. ADB Safeguard Policy Statement (2009): The safeguard areas of the ADB include safeguard areas that seek to avoid, minimize, or mitigate negative environmental and social impacts, including protecting the rights of those likely to be affected or marginalized by the development process (ADB, 2009).

47. Three Key Safeguard Areas: ADB‟s safeguard policy framework consists of three operational policies on: (i) the Environment, (ii) Indigenous Peoples and (iii) Involuntary Resettlement. All three safeguard policies involve a structured process of impact assessment, planning, and mitigation to address the adverse effects of projects throughout the project cycle. The safeguard policies require that impacts are identified and assessed early in the project cycle; plans to avoid, minimize, mitigate, or compensate for the potential adverse impacts are developed and implemented; and affected people are informed and consulted during project preparation and implementation.

D. Project Category

48. Category A Projects: Projects with potential for significant adverse environmental impacts. An environmental impact assessment and a summary EIA (SEIA) are required to address significant impacts.

49. Category B Projects: Projects judged to have some adverse environmental impacts, but of lesser degree and/or significance than those for category A projects. An initial environmental examination and a summary IEE are required to determine whether or not significant environmental impacts warranting an EIA are likely. If an EIA is not needed, the IEE is regarded as the final environmental assessment report.

27

E. Administrative Framework

50. Bangladesh has a very clear administrative framework regarding environmental aspect. It has strong interface between local government and federal Government. Department of Environment is responsible for grant of environmental clearance to a project. In addition there are other ministries to deal with specific area of importance to the country like Forests, Water and others. The administrative stages for grant of clearance of a project are also shown below.

Figure 6. Environmental Clearance Procedures

APPLICATION TO DOE

GREEN AMBER A AMBER B RED

The application should enclose:

ii) General information;

iii) Description of raw materials and finished products;

iv) An NOC


ii) General information;

iii) Description of raw materials and finished products;

iv) An NOC;

v) Process flow diagram, layout plan, effluent disposal system; etc.


i) Feasibility Study Report (for proposed industry/

project);

ii) Initial Environmental Examination;

iii) Environmental Management Plan Report;

iv) An NOC;

v) Pollution minimization plan;

vi) Outline of relocation plan; etc.


i) Feasibility Study Report (for proposed industry/ project);

ii) Initial Environmental Examination Report and Environmental Impact Assessment Report;

iii) Environmental Management Plan;

iv) An NOC;

v) Pollution minimization plan;

vi) Outline of relocation plan, etc.

Obtaining Environmental Clearance

Obtaining Site Clearance

Obtaining Site Clearance Obtaining Site Clearance Clearance subject to renewal every three years

Applying for Environmental Clearance

Applying for Environmental Clearance Applying for Environmental Clearance Obtaining Environmental Clearance



Clearance subject to annual renewal

Clearance subject to annual renewal Clearance subject to annual renewal

28

DESCRIPTION OF THE ENVIRONMENT

A. Background

51. The environment is a term that encompasses all living and non-living things occurring naturally on earth. The concept of the natural environment can be broken down into a few key components like physical, which includes physical phenomena like air, water, soil, noise and climate, biological, which comprises of ecological units that function as natural systems and socio-economic scenario. The natural environment is sensitive to activities carried out by humans unless it is kept under a certain limited level. This level depends on the specific context, thus, it is imperative to study the existing environmental conditions to establish the present physical, biological and socio-economic scenario and predict future impacts owing to construction and operation of the project.

52. This chapter provides a description of the existing environmental conditions in terms of its physical, biological and socio-economic components particularly along the proposed road section. The data related to the study area have been assembled from various secondary sources and primary environmental surveys on ambient air quality, water and soil quality, aquatic and terrestrial ecology, hydrology, land use and climate change aspects. The hydrological, drainage pattern assessment has been carried out using latest satellite imageries. The summary of Key Environmental Features is given in Table 6 below:

Table 6. Summary Key Environmental Features

S. No.

Environmental Features Within 100 m core zone Within 7 km buffer zone

1. Ecological

a

Presence of Wildlife Sanctuary/ National Park Planted Forests near Gazipur

No

b Reserved Forests Yes Yes

c Wetland Yes mostly small ponds in

nature and none is protected Yes but none is protected

d Migratory route for wild animals

No

No

e

Migratory routes for birds

No

No

f Migratory routes for fishes

Yes during rainy season Yes during rainy season

g Presence of Dolphin No No

h

Tree cover Social forests. 27 big old trees. Tree located next to Deohata bridge site as well (6 number). No threatened or endemic tree

Substantial social forestry

i Birds Nesting No No

2. Archaeological Monuments No No

29

S. No.

Environmental Features Within 100 m core zone Within 7 km buffer zone

3. Water Bodies 3 Nos important for aquatic life Similar to Core zone

4. Groundwater Available in good quality at low depth

Available in good quality at low depth

5 Land Use Study Area of upto 7 Km

Pattern similar to Land use of 7 Km radius land use

Water (21%), Sand ( 8%), Forests ( 16%), Seasonal Fallow ( 35%), Agriculture (2%), Rural Settlement ( 13%), Urban Settlement ( 3%),industry (1%)

6 Physical Cultural structures and social

Road passes through urban and rural area. Few religious structures or graveyard located near the road

Road passes through urban and rural area. Few religious structures or graveyard located near the road

B. Physical Environment

1. Climate

53. Bangladesh climate is characterised by high temperature, heavy rainfall, often-excessive humidity, and fairly marked seasonal variations. The most striking feature of its climate is the reversal of the wind circulation between summer and winter, which is an integral part of the circulation system of the south asian subcontinent.

54. The climatic conditions were collected from different stations. Data is presented for relative analysis purposes in the following sections.

55. The project road is located in the tropical monsoon region with three distinct seasons. The cool dry season from November through February, the pre-monsoon hot season from March through May, and the rainy monsoon season which lasts from June through October. The month of March is considered as the spring season, and the period from mid-October through mid-November is called the autumn season.

56. The Project road is located in a typical monsoon climate with three main seasons: Summer from March to May, monsoon from June to October, and winter from November to February. The monsoon is generally about 85% humid with 1,879mm of rainfall in 2010. The winter is generally cold with less humidity. The climatic information presented in this section ere collected fromBangladesh Meteorological Department, (BMD) for station near the project roads.

57. The details of the temperature and rainfall variation are given in the following section. While the details of five towns are given, only Tangail falls inside the project area. The annual average temperature and rainfall changes are shown at Figure 7.

Table 7. Summary of Meteorological Conditions

Parameters JCTE Road

Tangail Station

Av Rainfall (maximum) (range in mm)l stat 1879.9

Av Rainfall (minimum) (range in mm) 1394.1

Av. Temperature ( maximum) (C) 37.7

Av. Temperature (minimum) (C) 10.67

Annual Av.Humidity (%) 85.29

http://www.banglapedia.org/httpdocs/HT/M_0318.HTM

30

(Source: CEGIS)

Figure 7. Annual Average Changes in Temperature and Rainfall

a. Temperature

58. January is the coldest month with an average minimum temperature of 9.6C (lowest

was 8.4C in February of 2008) while April is the hottest month with average maximum

temperature of 37.77C (highest was 39.9C in April 2009).

b. Rainfall

59. The rainfall data was collected for various stations. Tangail station is located in JCTE road. July is the wettest month the project area with maximum monthly rainfall of 324.7mm in 2010 and 647.1 mm in 2009 at Dhaka. December is the driest month with almost no rain. Minimum average daily rainfall recorded in 2010 at Dhaka, Madaripur was 8 mm, 6.1 mm respectively. The average maximum rainfall as recorded at five metrological stations between 2008 and 2010 is shown at Figure 8.

31

(Source Bangladesh Meteorological Department)

Figure 8. Total Annual Rainfall in Year 2008, 2009 and 2010

c. Humidity

The maximum humidity of 89.12% in 2008 is recorded at Madaripur station. The average Annual humidity recorded at different met station is shown at Figure 9.

(Source Bangladesh Meteorological Department)

Figure 9. Annual Average Humidity in year 2008, 2009 and 2010

d. Sunshine Hour

60. Sunshine hour understanding helps in construction planning with respect to illumination resources required. April, May are the month of maximum sunshine hours. Month of June July has the minimum sunshine hours (Figure 10).

32

Fig. 10. Annual Average Sunshine Hour

2. Physiography

61. Bangladesh is mostly a low-lying delta formed at the confluence of three world famous rivers e.g., the Ganges, Jamuna or Brahmaputra, and Padma. About 90% of the country is comprised of relatively flat alluvial plains (floodplains) (Figure 11). The JCTE road lies within the physiographic zone 3,6,17 and 18, which indicates , Brahmputra floodplain, Barind tract and Madhupur tract.

62. The JCTE Road area lies mostly in the central part of the country and depends on Jamuna River for freshwater supply. The JCTE Road area is characterized by sal forests in the Pleistocene terrace that is Bhawal–Madhupur Tracts in Gazipur, Tangail and Mymensingh Districts, and by the floodplains of Jamuna (about 70% of the total area) in Tangail District.

33

Figure 11. Physiographic Regions of Bangladesh

3. Topography

63. Bangladesh is a tropical country, situated mainly on the deltas of large rivers flowing from the Himalayas. No part of the delta area is more than 150 m (500 ft) above sea level, and most of it is but a meter or two (a few feet) above sea level. The three big mighty rivers of the country include the Ganges, Jamuna and Padma Ganga and Jamuna unite to form Padma which flows south, and after its juncture with Meghna, flows into the Bay of Bengal. The general topography of the JCTE Road area comprises floodplains in the majority of the road and terraces, which were once extensively under cover sal formation. The sal forests have raised lands locally known as chalas intersected by low-lying areas, which are locally

34 known as baid. The general topography of the project area slopes from north to south with elevation ranged from 4.5m a.m.s.l to 1.5m a.m.s.l (Refer Figure 3.6)

Figure 12. Topography with Elevation Level of Bangladesh

4. Land use

64. Land use analysis is carried out along seven-kilometre buffer zone from centrelines of the JCTE road using optical satellite imageries. Eight land use classes i.e. water; sand, agriculture, seasonal fallow forest, rural settlement, urban settlement and industry were found along JCTE section (Figure 13).

35

Figure 13. Land use map of JCTE section

65. About 6,1793 hectares representing 37% of land were used for agriculture purposes. Both rural and urban settlements accounts for about 16% of the total land. About 230 hectares areas were found as industrial zones mainly in the Konabari to Joydevpur area. Forest/vegetation was one of the important features in this analysis, which was found about 16% in the 7 Km road buffer zone. Substantial trees, vegetation and homestead gardening in settlement area were observed along the proposed road. Total 21% of the lands were found under water bodies in the study area that includes the Jamuna River and enormous small channels and beels. (Table 8).

Table 8: Land Use Class of Joydevpur-Chandra-Tangail-Elanga Section

Feature Name Area (Hectares) %

Water 35271 21

Sand 14119 8

Forest 27599 16

Crop 3909 2

Seasonal fallow 57884 35

Rural Settlement 18619 13

Urban Settlement 5294 3

Industry 230 1

Total 162925 100

5. Geology

66. Bangladesh is situated to the east of the Indian sub-continental plate. Nearly 85% of Bangladesh is underlain by deltaic and alluvial deposits of the Ganges, Brahmaputra, and Meghna river systems. The sub-project area consists of Holocene alluvial deposits flood plain and predominantly consisting of fine sand, silts and clay. The site is on deep Cenozoic deposits that overlie Precambrian basement rock. The Precambrian rocks form the

36 basement of all geological formations of Bengal Basin and shield areas. The materials deposited are a mixture of sediments transported by the old Brahmaputra and by the Jamuna (Brahmaputra) River. The generalized geological features of the sub-project area are shown in the geological map of Bangladesh (Figures 14 and 15).

Figure 14. Geological Group Formation Map

37

Figure 15. Generalized Geologic Map of Bangladesh

6. Soil

67. The JCTE road passes through four major agro-ecological zones. The Tangail section comprises parts of Young Brahmaputra and Jamuna Flood plain. The Gazipur section comprises parts of Madhupur track. The general soil types of JCTEroad area predominantly includes grey floodplain soil (5),noncalcareous soil(1),madhupur track soil(18a) mainly level terrace soil(19a),and also noncalcareous dark grey flood plain soil.(12). General information on soil types in Bangladesh is given in Table 9 and Figure 16.

Table 9. General Soil Types of Bangladesh

General soil type Area (ha) (%)

Floodplain soils 9,718,722 78.96

Calcareous Alluvium 591,796 4.81

Non-calcareous Alluvium 562,242 4.57

Calcareous Brown Floodplain soils 478,518 3.89

Calcareous Grey Floodplain soils 170,767 1.39

Calcareous Dark Grey Floodplain soils 1,434,678 11.66

Non Calcareous Grey Floodplain soils 3,387,153 27.52

Non Calcareous Brown Floodplain soils 383,312 3.11

Non Calcareous Dark Grey Floodplain soils 1,599,645 13.00

38 General soil type Area (ha) (%)

Black Terai soils 83,408 0.68

Acid Basin clays 348,994 2.84

Acid Sulphate soils 226,647 1.84

Peat 130,005 1.06

Grey Piedmont Soils 215,279 1.75

Made-land 106,278 0.86

Hill soils (Brown Hill Soils) 1,561,472 12.69

Terrace soils 1,028,030 8.35

Shallow Red-Brown Terrace soils 72,549 0.59

Deep Red-Brown Terrace soils 189,380 1.54

Brown Mottled Terrace soils 34,235 0.28

Shallow Grey Terrace soils 265,427 2.16

Deep Grey Terrace soils 352,152 2.86

Grey Valley soils 114,287 0.93

Total soil area 12,308,224 100.0

68. The nature and soil characteristics of these zones influence the crops and cropping patterns within the region. Human interventions and modifications in the drainage patterns have already affected the cropping calendar, crop diversity and introduction of new varieties and agricultural products like the areas adjoining Gautkhali, Jikargacha has become the major area for floriculture in recent years

39

Figure 16. General Soil Map

40

7. Seismology

69. Disaster Management Bureau (DMB), divides Bangladesh into three zones based on distribution of earthquake epi-centres and morphotectonic behaviour (Figure 17). Zone I represent the most active zone, Zone II intermediate seismic activity zone, and Zone III is relatively quiet zone. As per this map, JCTE road falls in zone II means medium seismic intensity. There is no evidence of major earthquakes in the sub-project areas in the past.

41

Figure 17.Earthquake Zone Map

8. Surface Water resources:

70. The project road is drained by various rivers and its tributaries/khal. The JCTE road is drained primarily by three rivers as given in Table 10. The Gatakhali and Pungli River has

I

II

III

42 seasonal flow of water primarily during rainy season. . The water quality, drainage pattern, flood threat and erosion details are given in the following sections.

Table 10. List of Important Rivers/Khals in JCTE Road Section

S.L. Name of River/Khal Location

1. Gatakhali Khal Sriboltoli, Kaliakoir, Gazipur.

2. Pungli River Pathorail, Delduar, Tangail

3. Turag River Gazipur

9. Drainage Pattern

71. A drainage system is an area that drains and accumulates water and other matters to a common outlet like wetlands, lakes and, rivers. A drainage pattern is mainly formed and managed by local slope condition, soil properties, geomorphology and, geology.

72. A Digital Elevation Model (DEM) of Advanced Spaceborne Thermal Emission and Reflection Radiometer (ASTER) and National Digital Elevation Model (NDEM) of NWRD of Bangladesh have been used to delineate the drainage patterns in the study. The ASTER DEM is 30-meter spatial resolution while NDEM is 300 meter. In spite of good resolution of the ASTER DEM image, some topographic corrections and forest canopy effect have emerged with vertical exaggeration problem in riverbank and roadside forest areas in the study locations. To address this problem, NDEM was used as a support file to find out the original height of those problem places and subsequently filled the problem ASTER DEM heights by the actual elevation of the same places of the NDEM. The resultant drainage map of the project road is shown in Figure 18.

43

Figure 18. General Drainage Pattern Map of JCTE Section

44

10. Flood Pattern and Threat Mapping:

73. Some parts of the project road is prone to flooding. The effect area depends on the intensity of the flood. The general flood return period in Bangladesh is 2.33 years. The flood level can be seen from the water level data as given at Table 11. A view of flood-affected areas of Bangladesh is shown at Figure 19.

Table 11. Flood Levels of JCTE Section with Different Recurrence

Station Name

River Name

Different Flood Surfaces

1:2:33 1:5 1:10 1:20 1.50

Karnapara Karnapara 7.14 7.74 8.63 9.14 9.76

Nayarhat Bangshi 8.45 9.14 10.75 11.65 12.75

Kaliakoir Turag 13.51 30.72 45.32 59.73 77.64

Tongi Tongi Khal 12.56 14.21 20.41 28.63 30.26

Gazikhali Gazikhali 7.36 9.31 11.34 16.82 20.54

Jagir Dhaleswari Bridge

Dhaleswari 5.25 6.15 7.43 8.45 9.35

Taraghat Kaliganga-Bethua 3.25 4.22 50.38 6.25 9.87

Dohakoladanga Koratoa-Atrai-Gur-Gumani

13.68 14.36 13.14 15.36 16.38

Nangoora Bridge Nangoora 10.25 11.21 13.25 13.85 14.68

Jugini Lohajang 12.21 12.65 13.44 14.31 16.58

Porabari Brahmaputra-Jamuna 19.15 20.14 21.32 22.34 23.54 Source: BWDB

45

Figure 19. Flood Affected Areas of Bangladesh (2004 Flood)

74. Flood pattern and threat would have important role in building any engineering constructions. A set of flood surface maps based on different return periods given above and GIS were generated to assess the possible inundation level in the proposed road. Average road levels of 0 to 22 meter for JCTE were considered to generate the flood threat analysis. This road level data were collected from topographic survey of BCL. The analysed threat maps are given at Figure 20.

48

Figure 20. Flood Threat Map of JCTE for years 2.33, 5, 10 and 50

11. Possible Erosion Prone and Water Logged Areas

75. The possible erosion prone areas were mapped using direct field visit with high accuracy GPS, local consultation and intersect point of nearby water bodies to the road alignments. Finally, all possible and apparent erosion prone locations were superimposed on the road highway map (Figure 21).

76. The possible water logged areas were identified (Figure 21) using three historical flood maps, cross drainage pattern and water body to the road bend.

49

Figure 21.Possible Water Logging and Erosion Prone Area of JCTE Section

C. Water Quality

77. The surface water samples were collected, tested and analysed to assess the water quality of surface water resources located next to the road section. These are shown at Table 12. The pollution level is found low in the most of surface water bodies; however, they are at risk of getting polluted in future around industrial areas of Joydevpur where untreated water is being discharged into open drains.

50

Table 12. Joydevpur- Chandra–Tangail-Elenga Road Water Quality (April 2011)

Waterbody Name 0f the station GPS Temperature air

(˚c)

Temperature water (˚C)

Sechi Dept

h (cm)

Coloure pH DO

(mg/l) Salinit

y TDS

Conductivity

BOD

Pond Shimultali jamiderbari pokur (Left)

N 24°04125´ E90°12∙701´

25 30∙1 15 Brownish 8∙39 5∙1 0∙2 196∙6 509 3∙9

pond Lal matir pokur (Right) N 24°04207´ E90°12∙690´

25∙7 29∙5 10 Brownish 8∙02 6∙8 0∙2 219 454 4.2

Beel Low land (Left) N24°04∙360´ E90°12∙587´

26∙5 30∙4 15 Greenish 8∙39 10∙5 0∙3 325 670 7∙3

Pond Pokur (Right) N 24°04352´ E90°12∙619´

26 29∙7 15 Brownish 8∙56 9 0∙2 252 522 6.2

Pond Hotel sided pokur (Right)

27 28 15 Greenish 8.39 7 0.2 245 524 5.5

Beel Low land (left) N24°04∙620´ E90°12∙497´

27 28 25 Brownish 7.45 6.4 0.2 252 522 4.7

Barrowpit Under bridge N 24°04699´ E90°12∙575´

27∙1 30∙4 26 Greenish 8∙32 5∙6 0∙2 179∙8 376 4∙3

Cannel Under bridge N24°05∙740´ E90°08∙510´

26 29∙3 5 Black 10∙5 0∙5 2∙2 2∙12 4∙10

River Pungli N24°13∙468´ E89°57∙854´

26 29 92 Transparent 8∙33 5∙3 0∙2 232 481 2∙9

Barrow pit Low land (Left) N24°20∙355´ E89°55∙459´

26 29 10 8∙72 7 0∙1 107∙2 224

Pond Pokur (Left) N24°20∙823´ E89°54∙880´

24 27∙5 26 greenish 8∙91 8∙8 0∙1 86∙6 181∙6 1∙6

Pond Pokur (Left, kachuri) N24°20∙823´ E89°54∙880´

24 29∙5 59 Transparent 7∙73 0∙7 0∙2 85 177 1∙6

Pond Pokur (Left) N24°20∙823´ E89°54∙880´

24 28 10 Greenish 7 6.5 0.1 178 376 1.7

River Jamuna N24°23∙944´ E89°44∙347´

22∙6 24∙9 41 Turbid 8∙14 4∙9 0∙1 113∙6 237 2∙6

Source: Field Testing and Analysis April 2011

51

78. Groundwater. The groundwater resources in the project area are found in three separate aquifers. An upper aquifer: a surface layer consisting mainly of clay and silt, characterized by high porosity but low permeability; composite aquifer: an intermediate layer of mainly fine sand and clay characterized by high porosity and moderate permeability (possibility of providing water with hand pumps); and main aquifer: a deeper layer, containing mainly fine to coarse sand. The main aquifer is characterized by high porosity and moderate to high permeability and is separated from the composite aquifer by a clay layer. Fresh groundwater is relatively carbonate-rich with low total dissolved solid contents of less than 500 milligrams/liter (mg/l). Arsenic is a problem in large part of Bangladesh ground water. The project area also has Arsenic levels in ground water varying from <1 microgram to 50 microgram per liter of water. The acceptable quantity of arsenic in potable water is 0.05 mg per liter under the Department of Environment standard and 0.01 mg per liter under the WHO standards. (Refer Figure 22)

Figure 22. Smoothed Map of arsenic concentrations in groundwater from Bangladesh (from BGS and DPHE, 2001)

52 D. Air quality and Noise Levels

79. The air and noise quality levels in the project road section was monitored at select locations for a limited period to understand the level of pollution. The analysed result for JCTE road is given at Table 13 and Table 14.

80. It was observed that noise level close to the residential area is higher than the prescribed standard due to traffic. Similarly, air quality level for SPM is higher for residential areas at certain locations.

Table 13. Ambient Air Quality Results at Different Locations in JCTE Road

S. No.

Sample Location Concentration present of different parameter in

ambient air

PM10 SPM SO2 NOX CO

01 Near Pungli River, Alenga, Tangail 158 423 36.37 43.11 70

02 Standard for Commercial and Mixed Area

-- 400 100 100 88

Table 14. Ambient Noise Quality Results at Different Locations in JCTE Road

S. No.

Sample Location Concentration present of Ambient noise in different category

Minimum Maximum

Day Night Day Night

01 Vogra Bypass Junction, Gazipur

66.17 65.33 70.44 70.09

02 Joydevpur Moor, Gazipur. 67.17 67.31 75.11 74.11

03 Pakulla Bus Stand, Tangail 58.33 57.18 68.10 65.39

04 Hatikamrul Moor Sirajgonj. 65.44 64.11 73.31 70.11

05 Standard for Commercial & Mixed Area

- - 60 50

E. Terrestrial Ecosystem

1. Protected Areas in Bangladesh

81. Protected areas for biodiversity conservation in Bangladesh are based on three legislations: (i) Bangladesh Wildlife Preservation (amended) Act in 1973 (ii) Bangladesh Environment Conservation Act, 1995 (amended in 2002 and 2010) and (iii) Fish Act 1850 (amended in 1985).

e. Protected Areas Under Wild Life Protection Act

82. GOB has declared 28 National Parks and Wild Life Sanctuaries. Lists of these protected areas are given at Figure 23 and Table 15.

53

Figure 23. Protected Areas of Bangladesh

54

Table 15. Protected Areas Under the Bangladesh Wildlife Preservation (Amendment) Act, 1973

Sl. No.

Name of the Protected Area Location (district)

Size in hectare

Year notified

National Parks

1. Bhawal Gazipur 5022 1982

2. Madhupur Tangail/Mymensingh 8436 1982

3. Ramsagar Dinajpur 27.75 2001

4. Himchari Cox‟s Bazar 1721 1980

5. Lawachera Moulvibazar 1250 1996

6. Kaptai Chittagong Hill Tracts

5464 1999

7. Nijhum Dweep Noakhali 16,352.23 2001

8. Medhakachapia Cox‟s Bazar 395.92 2008

9. Satchari Habiganj 242.91 2005

10. Khadinagar Sylhet 678 2006

11. Bariyadhala Chittagong 2933.61 2010

12. Kuakata Patuakhali 1613 2010

13. Nobabganj Dinajpur 517.61 2010

14. Shingra Dinajpur 305.69 2010

15. Kadigarh Mymensibgh 344.13 2010 Sub-total 45312.65

Wildlife Sanctuary

1. Rema-Kalenga Habiganj 1795.54 1996

2.. Char Kukri-Mukri Bhola 40 1981

3. Sundarbans East Bagerhat 31226.94 1996

4. Sundarbans West Satkhira 71502.10 1996

5. Sundarbans South Khulna 36970.45 1996

6. Pablakhali Chittagong Hill Tracts

42087 1983

7. Chunati Chittagong 7763.97 1986

8. Fashiakhali Cox‟s Bazar 1302.43 2007

9. Dudh-Pukuria Dupachari Chittagong 4716.57 2010

10. Hazarikhil Chittagong 1177.53 2010

11. Sangu Bandarban 2331.98 2010

12. Teknaf Cox‟s Bazar 11615 2010

13. Tengragiri Barguna 4048.58 2010

Sub-total 216578.90

f. Conservation Sites and Ecologically Critical areas (ECA*3) declared under the Bangladesh Environment Conservation Act, 1995

83. GOB has also declared five conservation sites as listed below from forests conservation prospective, which are managed by Forests Department. None of these sites falls in the project area.

1. National Botanic Garden, Dhaka City – 84.21 ha

2. Balda Garden, Dhaka City – 1.37 ha

3. Madhakunda Eco-Park, Moulvibazar district – 265.68 ha

4. Sitakunda Botanical garden and Eco-Park – 808 ha

5. Dulahazara Safari Park – 600 ha

55

84. GOB has also announced Ecologically Critical Areas ( ECA) where activity/project or practices harmful for the biodiversity and water of the river (ECA), shall not be allowed. 12 such ECAs have been declared so far as listed below. None of these ECA falls within project area.

Hakaluki Haor, Moulvibazar/Sylhet

Sonadia Island, Cox‟s Bazar

St. Martin‟s Island, Cox‟s Bazar

Teknaf-Peninsula (Cox‟s Bazar Sea Beach), Cox‟s Bazar

Tanguar Haor, Sunamganj

Morjat Baor, Jhenaidaha

Outside Sundarbans Reserved Forests (10Km extent towards sea)

Gulshan-Baridhara lake

Buriganga river surrounding the Dhaka City

Sitalakhaya river surrounding the Dhaka City

Turag river surrounding the Dhaka City

Balu river surrounding the Dhaka City

g. Fish Sanctuaries Maintained under the Fish act, 1950

85. Fish sanctuaries are declared under the Fish Act of the country to maintain a water body as fish sanctuary wherein certain restrictions are imposed with the aim of increasing fishes population in and surrounding/adjacent water bodies. Department of Fisheries, Ministry of Animal Resources, Bangladesh, have declared and maintained 22 permanent and 70 temporary Fish Sanctuaries in the openwater bodies of the country. A list of 53 fisheries under the project is given in the Table 16 below.

Table 16. List of Fish Sanctuaries of Bangladesh

District Upazilla Fishery Proximity to the project

road

Dhaka Nobabganj Rajapur Khal (canal) Away from the project road

Biprotasulla Shahebganj

Khal

Beel Churi Beel

Ichamati Khal

Madaripur Madaripur

Sadar

Pitamborsen B Block

Closed fishery

Away from the project road

Jamalpur Mealonda Baramaisha Kata Khal Away from the project road

Munshiganj Munshiganj

Sadar

Branch of Meghna From

Fultola to Nolbunia Kandi


Manikganj Saturia Daleswari river

(Patilapara part)


Narayanganj Sonargaon Meghna Block-7

Attached to Nunertek

fishery of Barodi Union


Rajshahi Tanor Beel Kumari Beel Away from the project road

Godagari Minkut Jafrabad fishery Away from the project road

Pabna Ishwardi The Kols of the Padma

(From Char Rupur

Mouza of Pakshi Union

to Dadapur mouza of


56


road

Lokhikunda Union)

Sujanagar Beel Gondahosti (Gajna)

and Badai Jolkor

Do

Bhangura Gumani Nodi (From

Betuan Gravyard to

Guragach bridge

includes floodplains upto

the railway track)

Do

Atgharia Beel Chotora ( Haturia

Banduri mouza)

Do

Dinajpur Chirir Bondor Bairagidoho (part of

kakra river under

Gorgora and Dolla

mouzas of Beail Union)

Do

Gaibanda Gaibanda

Sadar

Mora Ghagot Nodi Do

Rangpur Mithapukur Ghagot river Jolkor Do

Rangpur

Sadar

Do Do

Naogaon Manda Mora Shib Nodi Do

Chapai

Nobabganj

Sibganj Pagla Nodi Do

Natore Natore Sadar Barnai Nodi Do

Thakurgaon Thakkurgaon

Sadar

Bhulli Nodi Jolkor Do

Tangon Nodi Do

Panchogar Debiganj Takahara Moni Jolkor Do

Korotoa Nodi Do

Nilphamari Syedpur Kundol Dolbari beel Do

Sirajganj Ullapara Gohala Dohokol Jolkor Is located within the large

area of the project road

Sadai Domdoma

Ragobbaria Tetulia

Moricha rakh

Do

Chandpur Chandpur

Sadar

Dakatia Nodi Bagda

Union


Comilla Chandina Ghograr beel Do

Meghna Kairapur Fishery Do

Bandorban Thanchi Shonka Nodi Do

Khulna Terokhada Bosukhali Khal Do

Norail Kalia Baisona Nodi Jolkor Do

Maoli Jolkor Do

Norail Sadar Chitra Nodi (From

Nagunagar Gorakhali

bridge to Shabod Kohar

Bridge)

Do

Jessore Jhikorgacha Kapotakhya Nod (North

and South part of the

bridge)

Do

Monirampur Teka Nodi (Part of Beel Do

57


road

Kedaria)

Bagerhat Swarankhola Rayeda Khal Do

Mollarhat Madumati Baor Do

Kustia Kustia Sadar Gorai Nodi ( From Talbari

Band to Sadar Upazilla

boundary)

Do

Meherpur Meherpur

Sadar

Patapoka Beel Do

Sylhet Fenchganj Kushiara River From

Gongapur Khal to

Railway bridge

Do

Sylhet Sadar Chenger Khal Do

Habiganj Baniachong Jhorar Beel Do

Lakhai Bholkania beel Do

Moulvibazar Moulvibazar

Sadar

Kushiara Nodi (Part No.

18)

Do

Barisal Mehendiganj Arial Kha Nodi (Char

Fazri)

Do

Patuakhali Doshmina Alipur Khal (Part of

Doshmina )

Do

Perojpur Nazirpur Baleswar Nodi (From

Taraganj Bazar to

Babuganj Bazar bridge)

Do

Kaliganga Nodi Do

Bhola Bhola Sadar Ilisha Nodi (Bhola

Kheyghat Nodi)

Do

F. Forests and Floral Species

86. Most of the forests of Bangladesh are located in the Greater Districts of Chittagong, Chittagong Hill Tracts (CHT), Sylhet, Khulna, Dhaka, Mymensingh, and Tangail. There are four main types of forest in Bangladesh: i) wet and mixed evergreen forest in Chittagong and Sylhet, ii) sal forest in the Madhupur Tract, iii) freshwater swamp forest in the north-eastern wetlands, and iv) mangrove forest in the coastal zone.

87. Kaliakoir reserved forests (Figure 3.20) is the only natural forests located along both side of the road at Joydevpur Gazipur. In other areas of the roads, only roadside trees were found which are largely maintained by the community or social forestry program. Details of the floral diversity are given in the following sections.

88. There are 51 indigenous plants recorded from the project area. Of them 17 species were fruit trees, 6 timber producing trees and 43 are medicinal plants. The sal forest of the Madhupur Tract is a moist deciduous forest dominated by sal Shorea robusta. Besides several exotic trees were found under community trees plantaion program. The common trees in the ROW were rain tree (Eucalyptus sp.), Mehgoni (Swietenia macrophylla), Asakmoni (Acacia), Sissoo (Dalbergia sissoo). Among 52 medicinal species recorded within 100 m of the project road, only 12 species were found to be very common medicinal Plant withinh the ROW. However no medicinal plants of CITES were found in the study areas (Table 17). The details of these trees within 2 km of the road side are listed at Table 18.

58

Table 17. List of Indigenous Plants Along JCTE Road

Common name Scientific Name English name Family Category

Ata Annona squamosa Bullock‟s heart Annonaceae 1,3

Akanda Calotropis procera Swallow wort Asclepiadaceae 2,3

Anantamul/Ishw

Armol

Hemidesmus

indicus

Indian

sarasaparilla

Asclepiadaceae 3

Ashok Saraca indica Ashoka Caesalpinioideae 2

Aurjun Terminalia arjuna Aurjun Combretaceae 2,3

Ada Zingiber officinale Zinzer Zingiberaceae 3

Amra Spondias pinnata Wild mango Anacardiceae 1

Am Mangifera indica Mango Anacardiceae 1,2

Bashak Adhatoda vasica Malabar Nut

Tree

Acanthaceae 3

Bel Aegle marmelos Wood apple Rutaceae 1,3

Ban Chandal/Ban

charal

Cadariocalyx

motorius

- Leguminosae 3

Banar Lathi Cassia fistula Indian laburnum Caesalpinioideae 3

Bichuti Girardinia

heterophylla

- Urticaceae 3

Bot Ficus benghala nsis Banyan tree Moraceae 1

Bishkatali Polygonum orientale - Polygonaceae 3

Chatim Alstonia scholaris Chatian Apocynaceae 1,3

Durba Ghas Cynodon dactylon Barmuda grass Gramineae 3

Debdaru Polyalthia longifolia - Annonaceae 1

Dhundul Luffa cylindrica Sponge gourd Cucurbitaceae 3

Dalim Panica granatum Pomegranate Puniacacaea 1,3

Dhotura, Kalo Datura metel Downy

thornapple

Solanaceae 3

Gheta Kumari Aloe indica Indian aloe Liliaceae 3

Gab Diospytos peregrina River ebony Ebeanaceae 1,3

Helencha Alternanthera

philoxeroides

Jalabrahmi - Amaranthaceae 3

Kalpanath/Kalo

megh

Andrographis

paniculata

Creat Acanthaceae 3

Karancha Carissa carandas Karuanda Apocynaceae 3

Kamranga Averrhoa carambola Carambola apple Averhhoaceae 1, 3

Kathal Jackfruit 1,2

Lajjabati Mimosa pudica Sensitive plant Mimosoideae 3

Lebu Citrus aurantifolia Lemon Rutaceae 1,3

Mesta Hibiscus cannabinus Malvaceae 1,3

Man Kachu Alocasia indica Gaint taro Araceae 1,3

Mehedi/Mendi Lawsonia inermis - Lythraceae 3

Mochi

Ganda/Mochkanda

Pterospermum

acerifolium

Hatipaila Sterculiaceae 3

Nayantara Vinca rosea Pri winkle Apocynaceae 3

Nishinda Vitex negundo Five leaved

caste tree

Verbenaceae 3

Papaya Carica papaya Papaw tree Caricaceae 1,3

Piaz Allium cepa Onion Liliaceae 3

Rashone Allium sativum Garlic Zinziberaceae 3

Racta Jaba Hibiscus rosa- Rose of china Malvaceae 3

59

Common name Scientific Name English name Family Category

sinensis

Raktadrun Leucas sibiricus Labiatae 3

Racta Chandal Pterocarpus

santalinus

Red sanders Papilionaceae 3

Sofeda Manilkara zapota Sapota Sspotaceae 1,3

Thankoni Centella asiatica Indian pennywort Umblelliferae 3

Telakucha Coccinea cordifolia - Cucurbitaceae 3

Torup Chandal Desmodium gyrans - Papilionaceae 3

Tit Begun Smilax macrophylla - Liliaceae 3

Tentul Tamarindus indica Tamarind Caesalpinioideae 1,2,3

Ulat chandal Gloriosa superba Glory lilly Liliaceae 3

G. Tree within RoW

89. Total 1647 trees are located within the ROW which needs to be cut. There are 18 large trees on the left ROW and the 3 on the right ROW (Table 18). Twelve of these trees are of Jack fruit, Neem, Arjun, Shimul, Both variety and 9 other are exotic trees. In addition, there are community or social trees, of various maturity level and sizes situated in unequal distribution manner. Most of these trees will be cut by tree owner on maturity. As per Bangladesh Rules and Regulation, community has the right to cut social forestry tree on maturity. Govt. lease out its land including roadside open area to community for social forestry purposes.

Figure 24. Social Forestry near Kaliakoir Forest, Joydevpur, Gazipur

60

Table 18. List of Large Trees Along the JCTE Road

GPS Place Left

Right

Name of the tree Scientific name

Total Name of the tree Total

N24˚05∙795´ E90˚07∙403´

Deohata bridge Mehigoni Swietenia mahagoni 02 Nil

Rain tree 03

Jackfruit Artocarpus heterophylus

01

Neem Azadiracta indica 01

N24˚05∙780´ E90˚06∙984´

Tangail Institute of Technology

Arjun Terminalia arjuna 03 Nil

N24˚08∙347´ E90˚01∙228´

Pakulla Bazar, Mirjapur

Shimul Bombax ceiba

02 Nil

N24˚08∙347´ E90˚01∙228´

Pakulla Bazar, Mirjapur

Rain tree

05 Rain tree 01

Epil epil 01

N24˚13∙468´ E89˚57∙854´

Punli bridge Bot Fucas bengalinsis 01 Bot 01

Total 18 Total 03

Species wise distribution of of 21 trees : Mehogoni- 02, Rain tree-09, Jackfruit-01, Neem-01, Arjun-03, Shimul-02, Bot-08, Epil epil-01

Figure 25. View of Kaliakoir Reserved Forest, Joydevpur, Gazipur

1. Threatened plants:

90. There are no threatened plants found along the JCTE road alignment.

61

2. Terrestrial Fauna

91. The diversified habitat and ecosystem in the proposed area support various types of animals as given in Table 19. Primary and secondary mode was adopted for identification of fauna. Most of the birds are identified through direct observation rather than from people. Most of the Amphibians, Reptiles and Mammals were identified by using books and description of the local people during the field survey. A total of 130 species are identified during field survey among them 5 are Amphibian, 14 Reptilian, 93 Avian faunas and 15 Mammalian faunas. The list of these species with their vulnerability status is given at Table 3.15. Out of the species identified, 5 are endangered, 9 are vulnerable. No endemic species are found in the study area.

3. Migratory Route of Animals

92. There are no defined migratory route except at 400 m from the Joydevpur Circle(N24°02.957"/E90°14.183") to Kaliakoir Bypass (N24°03.579"/ E90°13.497") where animals from the forested areas cross the road.

93. Rivers play important role for migration of fishes. The most important aquatic migratory routes are the Pungli River (N24°13.468"/E89°57.854"), This river also used for his breeding, feeding and foraging.

62

Table 19. List of Fauna Identified In and Around the Project Area

Order Family Scientific Name English Name Local Name Local

Status Global Status

Class: Amphibia Anura Bufonidae Bufo melanostictus Common Toad Kuno bang NO LC

Ranidae Hoplobatrachus tigerinus Bull Frog Kola bang NO LC Rana temporalis Bull Frog Kola bang NO LC R. pipens Grass Frog Sona bang NO LC Euphlyctis cyanophlyctis Skipper Frog Kotkoti bang NO LC

Class: Reptilia 1. Lacertilia Geckonidae Hemidactylus flaviviridis Common House Lizard Tiktiki NO LC

Agamidae Calotes versicolor

Common Garden

Lizard Rokto-chosha NO

LC

Scineidae Mabuya carinata Common skink Anjon NO LC Varanidae Varanus bengalensis Bengal monitor Gui shap VU LC

Varanus salvator Ring lizard Kalo gui EN LC 2. Serpentes Colubridae Xenochrophis piscator Checkered keelback Dhora shap NO LC

Amphiesma stolata Stripped keelback Dora shap NO LC

Enhydris enhydris Common smooth water

snake Paina shap NO

LC

Coluber mucosus Rat snake Daraj shap VU LC Ahaetulla nasutus Common vine snake Laodoga shap VU LC Atretium schistosum Olive keelback Maitta shap NO LC

Elapidae Naja naja Monocellate cobra/

Spectacled cobra Khoia gokhra EN LC

3. Testudines Bataguridae Kachuga tecta Indian roofed turtle Kori kaitta NO LC

Class: Aves

1. Ciconiiformes 1. Phalacrocoracida

e

Phalacrocorax niger Little cormorant Paan-kowri NO LC

Dendrocygna javanica Lesser Whistling-duck Shorali NO LC

2. Ardeidae Ardeola grayii Indian pond heron Kani bok NO LC

63



Casmerodius albus Great egret Sada bok NO LC

Egretta intermedia Intermediate egret Mazla bok NO LC

Egretta garzetta Little egret Choto bok NO LC

Bubulcus ibis Cattle egret Go-bok NO LC

Nycticorax nycticorax Black-crowned night

heron Nishi bok NO LC

Ixobrychus cinnamomeus Cinnamon Bittern Lal bok NO LC

Ixobrychus sinensis Yellow Bittern Holud bok NO LC

3. Ciconiidae Anastomus oscitans Asian Openbill Shamuk-khol NO LC

4. Accipitridae Haliastur indus Brahminy kite Shankho chil NO LC

Milvus migrans Black kite Bhubon chil NO LC

Elanus caeruleus Black-shouldered kite -- NO LC

Accipiter nisus Eurasian Sparrowhawk Chorui Baz -- LC

Spilornis cheela Crested Serpent-eagle Khopa Baz VU LC

Ichthyophaga ichthyaetus Grey-headed fish eegol Metematha kura eagle LC NT

5. Falconidae Falco tinnunculus Common kestrel -- -- LC / M

2. Charadriiformes 6. Scolopacidae Actitis hypoleucos Common sandpiper Kada Khocha -- LC / M

Tringa stagnatilis Marsh Sandpiper NO LC

7. Glareolidae Glareola lactea Small Pratincole NO LC

8. Jacanidae Metopidius indicus Bronze-winged Jacana Jolpipi NO LC

3. Columbiformes 9. Columbidae Columba livia Rock pigeon Jalali Kobutar NO LC

Streptopelia chinensis Spotted dove Tila Ghughu NO LC

Streptopelia decaocto Eurasian collared dove Raj Ghughu NO LC

S. tranquebarica Red-collared Dove Lal Ghughu NO LC

Treron phoenicopterus Yellow-footed Green

Pigeon Horial VU LC

4. Psittaciformes 10. Psittacidae Psittacula krameri Rose-ringed parakeet Tia NO LC

5. Gruiformes 11. Rallidae Amaurornis phoenicurus

White-breasted

waterhen Dahuk NO LC

6. Cuculiformes 12. Centropodidae Eudynamys scolopacea Asian cuckoo Kokil NO LC

Centropus sinensis Greater coucal Kanakua NO LC

64



Cuculus micropterus Indian cuckoo Bou-kotha-kao Pakhi NO LC

Hierococcyx varies Common hawk cuckoo Chokhgelo Pakhi NO LC

H. sparveroides Large Hawk Cuckoo LC

Cacomantis merulinus Plaintive Cuckoo LC

7. Strigiformes 13. Strigidae Athene brama Spotted owlet Khuruley Pencha NO LC

14. Tytonidae Tyto alba Barn owl Laxmi Pencha NO LC

8. Apodiformes 15. Apodidae Apus affinis House swift Ababil NO LC

Cypsiurus balasiensis Asian palm swift Nakkati NO LC

9. Coraciiformes 16. Alcedinidae Alcedo atthis Common kingfisher Choto Maachranga NO LC

Halcyon smyrnensis White-throated

kingfisher Sada buk Maachranga NO LC

17. Cerylidae Ceryle rudis Pied kingfisher Pakra Maachranga NO LC

18. Meropidae Merops orientalis Little Green bee-eater Suichora NO LC

Merops philippinus Blue-tailed Bee-eater LC

Merops leschenaulti Chestnut-headed Bee-

eater LC

10. Piciformes 19. Megalaimidae Megalaima haemacephala Coppersmith barbet Choto Basanta Bauri NO LC

M. asiatica Blue-throated barbet Basanta Bauri NO LC

M. lineate Lineated barbet Gurkhod NO LC

20. Picidae Dendrocopos macei

Fulvous-breasted

woodpecker Pakra Kaththokra NO LC

Dinopium benghalense Black-rumped

flameback Kaththokra NO LC

Chrysocolaptes Lucidus Greater Flameback LC

11. Passeiformes 21. Laniidae Lanius cristatus Brown shrike Badami Koshai Pakhi -- LC

L. schach Long-tailed shrike Bagha tiki NO LC

22. Corvidae Oriolus xanthornus Black-headed oriole Holdey Pakhi NO LC

Corvus splendens House crow Pati Kak NO LC

C. marorhynchos Jungle crow Darn Kak NO LC

Dendrocitta vagabunda Rufous treepie Hanrichacha NO LC

65



Dicrurus macrocercus Black drongo Fingey NO LC

D. aeneus Bronze Drongo LC

Artamus fuscus Ashy woodswallow Latora NO LC

Tephrodornis gularis Large woodswallow LC

Pericrocotus

cinnamomeus Small minivet Sat saili NO LC

23. Muscicapidae Copsychus saularis Oriental magpie robin Doel NO LC

24. Aegithinidae Aegithina tiphia Common iora Towfik NO LC

25. Sturnidae Acridotheres fuscus Jungle myna Jhuti Shalik NO LC

A. tristis Common myna Bath Shalik NO LC

A. ginginianus Bank myna Gang Shalik NO LC

Sturnus contra Asian pied starling Gobrey Shalik NO LC

S. malabaricus Chestnut-tailed starling Kath Shalik NO LC

26. Pycnonotidae Pycnonotus cafer Red-vented bulbul Bulbuli NO LC

P. jocosus Red-whiskered Bulbul Shepahi Bulbul NO LC

27. Sylviidae Turdoides striatus Jungle babbler Satbhai NO LC

Orthotomus sutorius Common tailorbird Tuntuni NO LC

Bradypterus thoracicus Brown Bush Warbler LC

28. Nectariniidae Nectarinia asiatica Purple sunbird Niltuni NO LC

N. zeylonica Purple-rumped sunbird Moutusi NO LC

D. agile Thick-billed

Flowerpecker Fuljuri NO LC

Passer domesticus House sparrow Charui NO LC

Ploceus philippinus Baya weaver Babui NO LC

Anthus rufulus Paddyfield pipit -- -- LC / M

Motacilla alba White wagtail Pakra Khonjan -- LC / M

M. madaraspatensis White-browed Wagtail LC

29. Paridae Parus major Great tit -- NO LC

12. Coraciiformes 30. Upupidae Upupa epops Eurasian Hoopoe Hudhud Pahkhi LC

Class: Mammalia

66



1. Chiroptera Pteropodidae Pteropus giganteus Flying Fox Badur NO LC

Vespertilionidae Pipistrellus coromandra Indian Pipistrelle -- NO LC

Megadermatidae Megaderma lyra Greater False Vampire Badur NO LC

2. Carnivora Herpestidae Herpestes edwarsi Common Mongoose Bara benji VU LC

H. auropunctatus Small Indian

Mongoose Benji NO LC

Felidae Felis chaus Jungle Cat Ban biral EN LC

Canidae Vulpes bengalensis Bengal Fox Khek shial VU LC

Viverridae Viverricula indica Small Indian Civet Khatash VU LC

3. Cetacea Platanistidae Platanista gangetica South Asian River

Dolphin Shushuk EN EN

4. Rodentia

Muridae Rattus rattus Common House Rat Indur NO LC

Bandicota indica Bandicoot Rat Bara indur NO LC

B. bengalensis Lesser Bandicoot Rat Indur NO LC

Mus musculus House Mouse Nengri indur NO LC

6. Insectivora Soricidae Suncus murinus House Shrew Chicka NO LC

CR – Critically Endangered, EN – Endangered, NT- Near Threatened, VU – Vulnerable, LR – Lower Risk, DD – Data Deficient, NO – Not Threatened, M – Migratory

67

H. Aquatic Ecology

1. Aquatic Flora

94. Different types of aquatic flora species were recorded in the study areas. The most abundant hydrophytes in the project area are Kochuripana (Eichhornia crassipes), Topapana (Pistia stratiotes), Khudipana (Lemna minor) Pata Jhajii (Vallisneria spiralis), Shapla (Nymphaea sp.), Kolmi (Ipomoea aquatica), Helenchaa (Enhydra fluctuant), and Duckweed (Spiredella sp.). Numerous algae (e.g. Spirogyra and Scytonema) and amphibian plant, Dhol kolmi(Ipomoea fistulosa) are also found in the road side water bodies.

2. Aquatic fauna

95. There are 70 species of fishes and 3 species of shrimp were found in project roaarea. Aquatic sensitivity at different location and water bodies located in study area is given in Table 20. The fisheries in the proposed project area comprises of ponds, beels, rivers, flood lands, Burrow pits, and Khals.

Table 20. Aquatic Sensitivity of JCTE

S.L. Name of Khal/

River/Bridge/Culvert

Location Habitat quality

1. Pungli

River Pathorail, Delduar,

Tangail

N24°13.468"

E89°57.854"

> Important for water

retention and

irrigation in the

paddy field.

> fish abundance

during rainy Season

2. Kumli Canal

Kumli, Kalihati, Tangail.

N24°18.968"

E89°55.442"

> Important for water

retention of that

area.

> Fish abundance in

rainy season.

96. Crustaceans: The wetlands of this region also support large populations of the commercially important prawn such as Macrobrachium rosenbergii (Golda Chingri), M. malcomsoni (Chatka chingri) and Leander sp.(Gura chingri). Fresh water Crab is a common aquatic arthropod observed in most of wetlands. Fresh water Crab is a common aquatic arthropod observed in most of wetlands.

97. Aquatic Mammals: No aquatic mammals like Dolphin was observed in the rivers along the JCTE road.

3. Plankton

98. Before Bangabandhu bridge, in total of 22 taxa were identified in the Joydevpur project area. This is an indicator that the water supports good aquatic life.

I. Socio-Economic Environment

1. Population and Community profiles

99. An over view of socio-economic environment profile of Joydevpur-Chandra-Tangail-Elenga area is presented below at the upazilas (sub divisional basis) in the region. The demographic information is collated from from Population Census-2001 and Bangla Pedia 2008. The community is Muslim dominated. The demographic details are given at Table 21.

68

Table 21: Population and Community Profile of JCTE Road

Upozilas Through Total Male % Female % Sex Ratio

Annual growth

rate

Muslim %

Hindu %

Others %

Gazipur Sadar 866540 471768

54.44 394772 45.56 120 47.3 92.46 7.04 .13

Kaliakoir,Gazipur 267003 138240

51.78 128763 48.23 107 14.64 84.33 15.12 .49

Kalihati,Tangail 354959 182981

51.55 171978

48.45 106 6 90.02 9.2 .05

Mirzapur,Tangail 337496 169760

50.3 167736 49.7 102 8.69 85.29 14.61 .17

Tangail Sadar 380518 194254

51.05 186264 48.95 105 15.3 90.68 9.04 .04

Delduar ,Tangail 188449 94502 50.15 93947 49.85 101 7.3 87.41 12.55

Rayganj,Shiranjgong 267522 137574

51.43 129948 48.57 106 - 97 3

.02

Ullahpara.Shirajgonj 399074 204047

51.13 195027 48.87 107 - 93.87 6.10

69

100. Literacy rate: The literacy rate at the JCTE influence area is given at Figure 26 showing the male population has higher literacy rate than the femaleThe percentage of male with literay is higher than the female.

Figure 26. Literacy Level in Joydevpur-Chandra-Tangail-Elenga Road Area.

2. Physical and Cultural resources

101. There are few physical cultural resources (primarily religious structures) close to the road. Exact affected structures shall be firmed up at DPR stage.

102. Access to Education. Bangladesh have developed good education facilities. The project road area has adequate education facilities as can be seen from the Table 22. There are no gender differences in primary education. However, men have twice the success rate than women in completing secondary school or a higher level of education.

Table 22: Access to Education in JCTE Road Area

103. Water Supply and Sanitation. Tube wells are the most common source of drinking water in both the urban and rural areas. Tap water is accessible only in urban areas. Most households do not treat water prior to drinking. Sewage facilities are available in most of the urban areas.

104. Communication Facilities. The project areas are connected with national highways, village roads, waterways, and railways in certain locations. Mobile and wire telephone services are available in most of the areas. The level of communication facilities in JCTE road are shown at Figure 3.22.

Upozilas Total College Secondary

School/High school

Primary School/ Junior High

School

Madrasa Mass

Education Centre

Others

Gazipur Sadar 8 57 91 11 1

Kaliakoir,Gazipur 4 21 20 10

Kalihati,Tangail 4 25 17 31 1

Mirzapur,Tangail 2 38 22 5 2

Tangail Sadar 4 23 3 79 11 2

Delduar ,Tangail 13 30 34 39 4

Rayganj,Shiranjgong 2 18 10 8

Ullahpara.Shirajgonj 3 20 8 10 3

70

Figure 27. Communication Facilities in Joydevpur-Chandra-Tangail-Elenga Road Area

105. Economic Status: Agriculture is the main source of income for majority of the households in the project road area. The small portion of people are engaged in non-agriculture sectors like small and medium business, trade, and services. Most of the lands are fertile agricultural lands having single, double and triple cropping rotations.

106. Pollution and safety Aspects: People are concerned about increasing pollution in urban areas as well as safety of people while crossing the roads. Industries in Joydevpur were found discharging the untreated effluent to local drains, which may result in contamination of the land area and water bodies. Accident is rampant on the road due to rough driving as well fast speed and non-availability of safe passage for crossing the road.

71

:

Photograph 3. View of untreated effluent discharge to open drains near Joydevpur

72

Photograph 4. View of Accident Prone Locations

73

V. ANTICIPATED ENVIRONMENTAL IMPACTS AND MITIGATION MEASURES

107. Environmental impacts assessment was carried out considering present environmental setting of the project area, and nature and extent of the proposed activities. Potential environmental impacts associated with the proposed project activities of both the sub projects are classified as: (i) impacts during design and construction phase and ii) impacts during operation phase. Qualitative and quantitative techniques have been applied for direct and indirect impact identification. Impacts are classified as being insignificant, minor, moderate and major. Impacts are described in the sections below.

108. Some of the important impacts associated with the proposed project will be associated with land use (land acquisition), land stability (soil erosion), soil compaction and contamination, water availability, water quality of river/stream/canal, ground water contamination, waste and wastewater disposal, ambient air quality, ambient noise levels, vegetation, tree cutting (including social forestry tree), fauna ( terrestrial and aquatic), drainage pattern, hydrology, climate change, socio economic, places of social/cultural importance (religious structures, community structure), construction material sourcing and occupational health and safety. Adequate mitigation measures are devised to mitigate/minimise all likely environmental impacts and the same have been presented along with the impacts.

109. During the field study, consultations were also held with people in the locality including those presently living in the sub project areas, NGOs and Government authorities like Forests Departments, RHD, and Fisheries. Outcome of these consultations were used in impact assessment and devising mitigation measures.

A. Impacts on Physical Environment

1. Climate

h. Impact due to Changes in Climatic Conditions

110. The climate change impacts is assessed for the following two aspects:

o Likely changes in the climatic conditions with respect to temperature, flooding, salinity and drainage aspects.

o Greenhouse gas emission reduction.

111. These assessments has been carried out with the help of leading government institution CEGIS of Bangladesh which has undertaken this study with the help of GIS, models and physical data collection and subject experts from Bangladesh and India. The climate change effect study is enclosed as Appendix 6. Findings of the study with mitigation measures are given in the following section.

112. Bangladesh is recognised worldwide as one of the countries most vulnerable to the impacts of climate change. This is due to its unique geographic location, dominance of floodplains, low elevation from the sea, high population density, high levels of poverty, and overwhelming dependence on nature, its resources and services. The country has a history of extreme climatic events claiming millions of lives and destroying past development gains.

113. According to the fourth assessment, report of IPCC, continued greenhouse gas emissions at or above current rates would cause further warming and induce many changes

74 in the global climate system during the 21st century, which would very likely be more severe than those observed during the 20th century would.

i. Estimation of changes in climate parameters

114. For the future climate estimation, three time slices have been considered. These are: base period (1978-2007), 2030s (2020-2049) and 2050s (2040-2069). Table 23 presents the annual average changes predicted for the 2030s and 2050s for Bangladesh. Figure 28illustrates annual average temperature and rainfall over Bangladesh for the 2050s. Table 33 shows that temperature will increase 1.3°C by the 2050s while rainfall will increase by 8%. The annual and seasonal average changes in temperature and rainfall for A2 scenarios are given in Tables 24 and Table 25.

Table 23: Annual Average Changes in Temperature and Precipitation

Emission Scenario

Temperature (Change in °C) Precipitation (Percentage change)

2030s 2050s 2030s 2050s

A2 0. 73 1.32 4.9 8.1

Figure 28. Annual average changes in temperature and rainfall (A2 scenario, 2050s)

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115. From Table 24 it can be seen that maximum estimated change in temperature for Dhaka, Rajshahi and Barisal divisions are 2°C, 2.14°C and 1.72°C respectively in 2050s. These possible changes should be considered in road design as the JCTE road travels through Dhaka division.

Table 24: Temperature Change (°C): A2 Scenario

Season December-February

March-May June-August September-November

Annual

Division 2030s 2050s 2030s 2050s 2030s 2050s 2030s 2050s 2030s 2050s

Dhaka 1.19 2.00 0.77 1.42 0.44 0.88 0.60 1.10 0.75 1.35

Table 25: Rainfall Change (%): A2 Scenario



Annual


Dhaka -26.92 -36.86 25.36 34.43 8.97 12.58 -3.88 -2.80 4.72 7.77

116. Table 25 shows that rainfall might increase by more than 30% in Dhaka division. Additional drainage capacity might be required for the proposed road in this regard.

117. Taking the greenhouse gas-emission scenarios from 3rd IPCC assessment report (IPCC, 2001), it is estimated that the global rise in sea level from 1990 to 2100 would be between 9 and 88 cm. Table 36 presents the projected sea level rise in the year 2020, 2050 and 2080 for A2 scenario. Sea level rise in those years are considered to be the rise after base year 2005.

Table 26: Predicted Sea Level Rise for Years 2020, 2050, 2080

A2 Scenario Sea level rise

2020 2050 2080

High 6 cm 27 cm 62 cm

j. Climate change impacts on flooding

118. The baseline period has been considered as 1978 to 2007. Utilising the hydrodynamic model results, frequency analysis for the selected stations are done. The results are presented in Table 27.

Table 27: Frequency Analysis for Baseline Period (in meters)

Jamuna Turag Dhaleswari Gorai Padma S-Meghna Kirtonkhola

No. of Obs. 30 30 30 30 30 30 30

Max. 12.380 6.645 6.272 8.916 5.919 4.027 2.827

Mean 11.551 5.651 5.245 8.340 4.871 3.242 2.320

St. Dev. 0.458 0.466 0.478 0.794 0.480 0.367 0.210

Return Period (years)

2 11.476 5.575 5.167 8.210 4.793 3.182 2.286

2.33 11.551 5.652 5.246 8.341 4.872 3.243 2.320

5 11.881 5.986 5.589 8.911 5.217 3.506 2.471

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10 12.149 6.259 5.868 9.376 5.498 3.721 2.594

20 12.406 6.520 6.137 9.821 5.767 3.927 2.711

50 12.739 6.859 6.484 10.398 6.116 4.193 2.864

119. For the future time slices, the frequency analysis is carried out for five GCMs. To incorporate worst case scenario, the maximum value for each frequency from these five GCMs is considered. Tables 28 and Table 29 present these results.

Table 28: Frequency Analysis for 2030s



2 11.705 5.757 5.387 8.560 5.060 3.362 2.355

2.33 11.780 5.829 5.464 8.684 5.143 3.418 2.392

5 12.104 6.146 5.798 9.224 5.502 3.661 2.551

10 12.369 6.416 6.071 9.663 5.795 3.859 2.680

20 12.623 6.678 6.332 10.085 6.076 4.049 2.805

50 12.951 7.017 6.670 10.631 6.440 4.295 2.965

Table 29: Frequency Analysis for 2050s


Jamuna Turag Dhaleswari Gorai Padma S-Meghna

0 Kirtonkhola

2 11.874 5.931 5.509 8.581 5.159 3.407 2.367

2.33 11.947 6.009 5.591 8.706 5.243 3.463 2.403

5 12.266 6.346 5.946 9.249 5.608 3.707 2.556

10 12.525 6.621 6.235 9.691 5.905 3.905 2.681

20 12.774 6.884 6.512 10.116 6.190 4.096 2.801

50 13.096 7.226 6.871 10.665 6.559 4.342 2.956

k. Climate change impacts on Drainage

120. The future trans-boundary inflows of the three major rivers (Ganges, Jamuna and Meghna) during the monsoon period indicates that, across different GCMs, inflows into Bangladesh are on average projected to increase over the monsoon period (driven primarily from increased basin precipitation). The average changes expected in the rivers in the areas of the project road are presented in Table 30.

Table 30: Average Changes (%) in Discharges in Rivers

Road section Monthly changes in discharge (%)

May June July August September

Elenga-Tangail (JE) 17.4 10.9 6.9 9.5 9.7

Chandra-Joydevpur (CJ) 11.8 16.7 15 12 12.5

121. As a result of these increased discharges, the drainage structures throughout the roads have to drain much more water under climate change scenario.

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l. Salinity Intrusion

122. Saline water intrusion is highly seasonal in Bangladesh. Salinity and its seasonal variation are dominant factors for the coastal eco-system, fisheries and agriculture. Therefore, any change in the present spatial and temporal variation of salinity will affect the biophysical system of the coastal area. The changes in salinity in the coastal area of Bangladesh have been assessed in the study on “Investigating the Impact of Relative Sea-Level Rise on Coastal Communities and their Livelihoods in Bangladesh” (IWM & CEGIS, 2007). Based on the study results, the isosaline lines of 1, 5 and 15 ppt have been drawn for base and 2050 conditions (Figures 29 and 30). These figures indicate that in base condition about 10% area is under 1 ppt salinity and 16% under 5 ppt salinity and this area will increase to 17.5% (1 ppt) and 24% (5 ppt) by 2050. From the figures, it is clear that the proposed roads are far away from the salinity wave front.

Figure 29. Salinity condition in coastal area (for base condition)

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Figure 30. Salinity condition in coastal area (for 2050)

Mitigation

123. Additional road height requirement. To estimate the additional road embankment height to incorporate climate change induced flooding, the differences in water level between base and future time slices are computed. Among these values from different models, the maximum values were selected to ensure protection for worst case scenario. Besides that, as there is uncertainty in the GCM results, an additional safety factor of 1.5 might be applied on the suggested height requirements to cover this uncertainty. As the roads are designed mainly based on 20 year return period, suggested additional heights should be applied over the design road heights for 20 year return period (not the existing road levels) including freeboard and other additional components. Table 31 illustrates the additional height requirements for different sections of the proposed road.

Table 31: Additional Height Requirement (in cm)

Road section Additional height requirement (cm)

Elenga-Tangail (JE) 36.80

Chandra-Joydevpur (CJ) 36.40 **These values do not include the additional safety factor (1.5). The designers should decide whether to consider that or not.

Due to climate change, the river water levels will rise and as a result, the bridge clearances will be lower. Therefore, the bridge heights need to be increased. The bridges in the proposed road are designed for 1 in 50 year return period. Consequently, the additional height requirements for bridges are presented in Table 32.

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Table 32: Additional Height Bequirement for Bridges (in cm)


Elenga-Tangail (JE) 35.70

Chandra-Joydevpur (CJ) 36.70

m. Drainage

124. There are 27 bridges and 61culverts on the JCTE road. Three of the bridges are over 100m in length and are located on the Turag 1 and 2 Rivers and Pungli River.. The rest of the structures are mostly across undefined channels and carry only seasonal flow. Many bridges are located over depressions and low lying ditches. Culverts are located in depressions and at low lying agricultural land and operate merely as balancing structures, equalizing water levels either side of the road embankment.

125. The JCTE road area might have to drain 20% additional discharge due to climate change induced higher rainfall during extreme events. Therefore, adequate numbers of drainage facilities along with larger openings should be considered in designing the structures for the proposed roads.

126. Impact due to GHG Emissions: The road improvement projects may have associated benefits with respect to Green House Gas (GHG) emission reduction. Currently, no methodology is defined yet by IPCC for road sector. Efforts have been made to quantify the GHG emission reduction due to the proposed road improvement project. The GHG emission reduction is anticipated due to (i) widening of the road and reduction in traffic congestion (ii) improved road conditions. The GHG reduction is anticipated more due to larger movement of heavy vehicle, which is known for weak vehicle maintenance and thus inefficient fuel burning. It is estimated that about 430 ton per day of GHG can be saved due to this project. The detailed calculation are given at Appendix 7.

127. Mitigation: The maximum possible efforts have to be made for minimizing cutting of the trees while designing widening option. The findings of the climate change study must be considered while finalizing the road design.

2. Natural Hazards

128. Flood and earthquake are the only two natural hazards possible in all the sub project area. Flood related impact is discussed under separate section in this chapter. The earthquake related impacts are analysed below.

129. Impact: Considering that the projects roads Zone II (Moderate) of seismicity, coupled with the proposed seismic considerations integrated in the technical design of the bridge, no significant impact is anticipated

130. Mitigation: Relevant National and International codes shall be referred and adopted while designing the civil structures to sustain the earthquake of higher magnitude.

3. Extraction, transportation and storage of construction materials

80 131. Impact: Sourcing of construction materials such as boulders, rocks, sand and soil are becoming increasingly difficult in Bangladesh due to scarcity. Therefore sourcing of materials from improper and illegal locations can cause unsustainable extraction of natural resources. In general large-scale extraction of construction materials can have negative impact such as noise, air, water, soil pollution and reduction of scenic beauty with damage to ecosystems.

132. Soil erosion, lowering of the river beds, destruction of river banks, are main consequences from sand mining. Nuisance from dust, noise and vibrations will create health and social disturbance to the people around material extraction sites. Stagnation of water in borrow pits, material storage yards and quarries provide breeding sites for mosquitoes and may cause accidental damage to people and wild animals. Leaving of material extraction sites as is without rehabilitation may result in scarring of landscape, soil erosion, dust pollution and may cause accidents. The transportation and storage of construction materials can potentially cause disturbance to the general public, increase dust and noise nuisance and damage the existing roads.

133. Mitigation: Extraction of construction materials should be undertaken only from the approved quarries, river beds and other locations. If new material extraction sites need to be located, they should exclude places which are close to the public (schools, religious places, hospitals) and environment sensitive areas. All mandatory permits and clearances must be obtained from the respective agency as given in chapter 2, table 2.5 before starting extraction of materials.

134. Transport, loading and unloading of construction materials should not cause nuisance to the people by way of noise, vibration and dust. All drivers should obtained license for the category of vehicles they drive. They should follow the speed limits on roads based on the traffic rules and regulations. Construction materials should not exceed the carrying capacity of the trucks. All material extraction sites opened specifically for the project such as quarries, borrow areas, or riverside must be rehabilitated appropriately through landscaping, cleaning, planting of grasses, plants or trees.

135. When storage of construction materials all stock piles should be located sufficiently away from environment and public sensitive locations but if feasible, at the same time not too far away fromt eh construction site. Sand, stones, bitumen and cement should be covered to ensure protection from dust and avoid emissions. Construction materials should not be stored around cross drainage and natural flow paths. All cement, bitumen (barrels), oil and other chemicals should be stored and handled on an impervious surface above ground level (e.g. concrete slab) and should be enclosed ensuring that no storm water flows in to the structure. Adequate ventilation should be kept to avoid accumulation of fumes and offensive odour that could be harmful.

4. Air Environment

Design and Construction Phase

136. Impact: During construction phase, there are two main sources of air emissions i.e. mobile sources and fixed sources. Mobile sources are mostly vehicles involved in construction activities while emissions are from fixed sources that include diesel generator sets, construction equipment (e.g. compressors) and excavation/ grading activities.

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137. Certain amount of dust and gaseous emissions will be generated during the construction phase from road construction machineries. Pollutants of primary concern include Suspended Particulate Matter (SPM) and Respirable Suspended Particulate Matter (RSPM). However, suspended dust particles are coarse and settle within a short distance of construction area. Therefore, impact in nearby inhabited area will be direct but temporary and restricted within the closed vicinity of the construction activities only.

138. Localised emissions are also anticipated from hot mix plants and batching plants. These emissions would be in the form of coarse particulate matter and will settle down in close vicinity of construction site. Further, this will be a temporary phase. Hence, no significant impact is expected during the construction phase.

139. Mitigation: Road pavement design should be such that tyre friction due to vehicle movement will be reduced. Vehicles delivering loose and fine materials like sand and fine aggregates shall be covered to reduce dust pollution on existing road. The stockpiles of construction material shall be sprinkled with water. Water should be sprayed at asphalt mixing site and temporary service and access roads. After compacting, water should be sprayed on the earthwork regularly to prevent dust. Air pollution monitoring shall be carried out as per monitoring plan and corrective action shall be taken in case of deviation.

140. Hot mix plants should be located atleast 500 m away from the populated areas and be fitted with high stack (30m) to allow adequate dispersion of emissions. Further, the hot mix plants must be sited at least 1 km in the downwind direction from the nearest human settlement. Regular maintenance of machinery and equipment shall be carried out. Diesel Generating sets shall be fitted with stacks of adequate height. Low sulphur diesel will be used in DG sets as well as machineries

Operation Phase

141. Impact: The bad road conditions, the idling of vehicles and congestions are the main causes of the air and noise pollution at present. The improved road conditions will change this scenario, which will result in the improved ambient air quality.

142. Mitigation: It is proposed to maintain the road conditions especially the shoulders and embankment turfing. Densely poplulated trees shall be planted close to school, and religious places. Provision of slip road shall be made in urban and congested areas as feasible to separate slow moving and localised traffic. Best traffic management practices shall also be adopted to regulate the traffic.

5. Noise Environment

143. Noise will be generated during construction from construction activities and operation of heavey equipment and machinery and during operation mainly from the plying of traffic on the road.


144. Impact: During construction, noise is likely to be generated form site clearing, excavation, concrete mixing, crushers, piling in bridge construction. The general noise levels

82 during construction phase such as due to working of heavy earth moving equipment and machineries installation may sometimes go up to 100 dB(A) or more at the work sites.3

145. Under the worst case scenario, it is assumed that all these equipment generate noise from a common point. The increase in noise levels due to operation of various construction equipment is expected to increase the noise level from 100 dB (A) at a distance of 1 m to 52.1 dB (A) at a distance of 250 m from the sources. The vehicular increase during construction is likely to be limited and may not have any significant contributions to increase in ambient noise level.

146. Mitigation: Vehicles and equipment should be fitted with silencer and maintained well. Mufflers should be used during pile driving hydraulic mechanism to ensure noise level is below 85 dB(A). The workers should be provided with personal protection devices as earplugs and earmuffs. Tree plantation shall be started along with the start of construction. Noise and vibration monitoring shall be carried out as per the suggested monitoring plan. The construction equipment/machinery (stationary) shall be placed away from inhabited areas. Provision of temporary noise barrier shall be made near sensitive locations like schools, religious places and hospitals. If temporary noise barriers are not feasible then regulate construction activity and timing so as the impact intensity is minimised

Operation Phase

147. Impact: The main source of noise during the operation phase is the traffic. As a part of the IEE study, impact on noise levels due to the increased vehicular movement and better road conditions was studied using Federal Highway Administration model. The maximum traffic and noise level was observed in JCTE road. The basement was carried for maximum scenario and based on current traffic density of 2011 and predicted density of year 2015 and year 2025. In the current scenario the daily vehicle density in the JCTE road is in the range of 13250 PCU (basis 1 Truck or bus =2 PCU, Light Vehicle 1 PCU), which is projected to be 42,762 by 2025. The results of modelling are outlined in the following Table 33:

Table 33: Increase in Noise Levels due to Increased Vehicular Movement

Ambiant Noise Level dB(A) at 5 m from

Centre of the Road

Distance

(m) Increase in Noise

Level dB(A) (2008-2013)

Increase in Noise Level dB(A) (2023-2028)

Av 73

10 78 81

20 75 78

50 69 72

100 63 68

200 57 64

148. It is evident from the above Table that ambient noise level will increase due to the increased traffic. However, the better road condition and less congestion on roads will reduce the net noise levels at market and other crowded places. The Noise levels are likely

3 The noise level from various construction equipment /machinery is (all levels are in dB(A)): Dozers ( 95-100),

front Loaders (72-84), Backhoes (72-93), Tractors (76-96), Toppers/Truckes (82-94), Concrete mixers (75-83), Concrete pumps (75-83), Concrete pumps (81-83), Cranes (movable) (75-86), Vehicular Traffic (contruction material & plant & Machinery) (85-98), Dg Set ( 90-95), Pumps (69-71), Compressors (74-86), Pneumatic Wrenches (83-88), Jack Hammer and rock drills (81-98), Pile Drievrs (peak) (95-105).

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to reach the acceptable levels at a distance of 500 m from the road. Some sensitive locations within 600m of the road may be affected due to higher noise levels than the stipulated 45 dB(A). Overall, impact on noise environment is considered moderate during the operation phase.

149. Mitigation: It is suggested that suitable engineering measures such as noise barriers, road pavement design, underpasses/foot over bridges at market areas as feasible should be adopted to minimize the noise generation. Vegetation (as the proposed plantation along the RoW as 3 rows of trees and shrubs of varying heights) will act as effective noise barriers and minimize the impact of noise to the nearby communities. It is also suggested that surface roughness of the roads are maintained as per the design characteristics and honking should be discouraged through signboard displays. Noise monitoring shall be carried out as per the suggested monitoring plan.

150. It is also recommended that sensitive locations like schools, religious places within 100m of the road should be provided with a further location specific plantation barrier to further reduce the noise levels in the area. Additional noise barrier may be provided if noise levels are found more than the prescribed level even after planting the trees.

6. Land Use

a. Land Use Change due to Project Activities

Design & Construction Phase

151. Impacts: The project activity involves widening of road. The required RoW of 40m is available with RHD almost along the entire road length and proposed bridges and flyover locations. The total land to be acquired is 18.91 ha of which 6.94 ha in Gazipur District and rest 11.97 ha in Tangail District. Most of the land to be acquired is agricultural, fallow, and homestead land. The permanent land use change will be equivalent to total land acquisition which is 18.91 ha.

152. The construction activity for road widening and Bridge/flyovers construction will temporarily change the land use for use of construction site, access road, and construction camp. Due to these interventions, agricultural, seasonal wet land area and social forestry tree around these areas may get affected adversely.

153. Mitigation: Since road alignment is along the exiting alignment, there will be no major land use impacts. Design options like RCC retaining wall are proposed to minimise the land acquisition wherever required. However all attempts shall be made to further reduce the loss of agricultural and homestead land while finalising the road widening option at detailed design stage.

Operation Phase

154. Impact: Unplanned occupation of roadside land for habitation and commercial purpose may alter the land use of the study area beyond the project-acquired area.

155. Mitigation: Project authorities shall take necessary actions as per the recommendation of Resettlement Plan (RP) and Social Impact Assessment.

b. Land use change due to Borrowing of Earth


84 156. Impact: For widening and elevating the road levels substantial earth is required. The current RHD practice is to borrow earth from the roadside. During the previous construction activities, earth has been borrowed mostly within RoW. The borrowed areas are seen left without rehabilitation or interconnectivity to maintain the natural drainage at various locations. These borrow pits are being used as fishpond. However, these are also causing water logging since no drainage is planned in these areas. Additionally, RHD has the practice of issuing of contract for sourcing borrow earth without specified controls for borrowing the earth or preservation of top soil or borrow areas rehabilitation. Similar practice for proposed road widening activity will have direct impact on land use, top soil preservation and drainage pattern around the road.

Loss of topsoil is one of the impacts with respect to borrowing of earth. Besides this loss of productive soil, compaction of soil along the haulage route may also take place if proper mitigative measures are not employed.

Mitigation: GOB has adopted the practice of encouraging construction of roadway embankment with river sand rather than clayey agricultural soil. The same option is proposed for theproject road. Wherever earth to be borrowed for cladding with cohesive soil, following mitigation measures should be taken to minimise the impact on land use:

Preference shall be given to borrow earth from RoW itself wherever feasible. However, due care shall be given for protecting the road embankment with slope protection measures. Each borrow pit shall have a side opening for flow of accumulated water. It shall be put to community preferred used for fishing or other activity. Alternatively, it shall be rehabilitated and used for tree plantation using the preserved top soil.

Wherever borrow earth not available from the RoW, preference shall be given to land, which farmers want to convert either into a fishpond or lowering the agriculture field level to increase its water retention capacity. No land acquisition shall be made for borrow areas.

While borrowing the earth top soil shall be preserved. The borrow pits shall be rehabilitated after borrowing the earth

The following guidelines shall be used for selection of borrow pits and amount that can be borrowed. These are:

Borrow areas should not be located on cultivable lands. However, if it becomes necessary to borrow earth from temporarily acquired cultivated lands, their depth should not exceed 45 cm. The topsoil to a depth of 15cm shall be stripped and set aside. Thereafter, soil may be dug out to a further depth not exceeding 30cm and used in forming the embankment.

Borrow pit shall be selected from wasteland at least 500m away from the road;

Priority should be given to the borrowing from humps (including from digging of wells) above the general ground level within the road land;

Priority should be given to the borrowing by excavating/enlarging existing borrow areas;

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Borrowing should be from land acquired temporarily and located at least 500m away from the road;

In case of settlements, borrow pits shall not be selected within a distance 800m from towns or villages. If unavoidable, earth excavation shall not exceed 30cm in depth

The haulage distance from site should not be too far.

Good engineering and construction practices should be followed.

While issuing the contract, all above conditions shall be included in the contract and monitored as well.

Operation Phase

157. No impact is anticipated during the operation phase. However, if the borrow areas are not rehabilitated as per the intended end use of the owner, some social impacts e.g. loss of income may occur. Therefore, rehabilitation of the borrow areas should be ensured. In fact, if properly done, it would be a positive impact for the landowner.

7. Soil

a. Soil Erosion


158. Impacts: Soil erosion is observed at various locations of the road. Soil erosion levels depend on various factors like slope of an area, geological structure, soil type, and climatic variation. Slope though is predominant factor amongst these. The existing roads have an average slope of about 1% with alluvial loam soils, which is not prone to soil erosion with reasonable vegetation cover. During construction phase, some trees, shrubs, grasses and will need to be cleared and existing road pavement will need to be removed. This may create localised soil erosion problems during the rains.

159. The slope of 1:2 is proposed for the project road, which is the desired slope internationally. The proposed ROW is sufficient to construct road with this slope level and as such, soil erosion potential is minimal at large. However, soil erosion potential will exist close to bridge areas, beel areas without adequate embankment protection. The most erosion prone and water logged areas are summarised at Table 34 and Table 35 below:

Table 34. Most Erosion Prone Areas in JCTE Road

SN Erosion Location (Km

from Joydevpur) Lat/long

1 3.746 90°24‟49.63‟‟ 23°59‟48.77‟‟

2 4.899 90°20‟22.69‟‟ 24°0‟15.18‟‟

3 19.780 90°12‟50.99‟‟ 24°3‟57.81‟‟

4 23.339 90°11‟32.65‟‟ 24°5‟23.06‟‟

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SN Erosion Location (Km

from Joydevpur) Lat/long

5 28.467 90°8‟46.01‟‟ 24°5‟47.62‟‟

6 30.207 90°7‟44.01‟‟ 24°5‟46.5‟‟

7 41.321 90°1‟51.52‟‟ 24°8‟4.71‟‟

8 43.866 90°1‟7.53‟‟ 24°9‟4.43‟‟

9 46.794 90°0‟51.16‟‟ 24°10‟35.29‟‟

10 49.780 89°59‟28.96‟‟ 24°11‟34.53‟‟

11 52.237 89°58‟40.16‟‟ 24°12‟36.02‟‟

12 54.178 89°57‟53.93‟‟ 24°13‟26.42‟‟

13 59.477 89°56‟16.32‟‟ 24°15‟36.78‟‟

14 64.006 89°55‟5.37‟‟ 24°17‟28.99‟‟

15 68.214 89°55‟5.30‟‟ 24°19‟42.55‟‟

Table 35. The Most Water Logged Areas in JCTE Road

SN Water logged Area Location (km from

Joydevpur) Lat/long

1 4.120 90°20‟48.3‟‟ 23°59‟58.52‟‟

2 21.102 90°12‟31.08‟‟ 24°4‟36.02‟‟

3 45.178 90°1‟3.68‟‟

24°9‟46.65‟‟

4 48.911 89°59‟48.55‟‟ 24°11‟13.34‟‟

5 53.538 89°57‟49.43‟‟ 24°12‟56.24‟‟

6 59.171 89°56‟16.96‟‟ 24°15‟26.82‟‟

7 67.661 89°55‟27.84‟‟ 24°19‟23.93‟‟

160. Mitigation: Adopt good engineering & construction practices particularly at above identified locations. Undertake re-plantation of native variety of trees and shrubs and turfing including vegetative turfing of slops parallel to construction. Based on morphological

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consideration provide adequate bank protection and structures. The erosion tendency increases at water logged areas as well. Adequate drain and slope protection measures shall be applied at such locations specially as identified above. Spraying of water over the road bed from time to time and use of geo-grids on a layer by layer basis for better bonding in the pavement structure must be carried out to resist erosion.

Operation Phase

161. Impact: No soil erosion is anticipated during the operation phase except in the situation where shoulders are not well maintained and its damage trigger the erosion of road embankment.

162. Mitigation: The road especially shoulders and embankment/slop turfing shall be well maintained. Adequate surveillance shall be made to protect the embankments from unauthorised accesses

b. Soil Compaction and Contamination


163. Impact: During transportation of man, machine and materials, the cultivable lands beyond the proposed ROW may get compacted due to movement of vehicle and construction equipment, setting up construction camps, resulting in reduction in agriculture yield.

164. Dumping of construction debris on fields adjoining the acquired areas, may lead to impairment of soil for agriculture, especially when the nearby areas to the alignment is largely agriculture. Parking of vehicles by the side of roads also leads to soil compaction and may spoil the soil characteristics necessary for cultivation. Soil in the study area may also get contaminated particularly from the bituminous wastes, spillage of oil and grease, mixing with construction materials, at the construction sites

165. Mitigation: The movement of construction vehicles, machinery and equipment will be restricted to the corridor or identified route. The unusable, non-saleable, non-hazardous construction waste shall be dispose of in the properly delineated places. The compacted land is restored for agricultural use.

166. All efforts shall be made to prevent soil contaminations. Following measures shall be taken to prevent the same: The construction vehicle shall be fuelled or repaired/serviced at the designated place with proper arrangement of waste collection and disposal. The arrangement shall include, cemented floor with dyke around for fuel storage and filling as well repairing of construction equipment.

To avoid the soil contamination at the wash down and re-fuelling areas, “oil interceptors” shall be provided.

The demolition waste if any shall also be used to the extent feasible for construction.

Oil and grease spill and oil soaked materials shall be sold off to authorised recyclers.

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Operation Phase

167. During the operation phase, contamination of soil is not likely to happen other than due to accidental spillage from vehicle movement. Depending on the nature and magnitude of spill, appropriate land remediation measures shall be employed by the concerned authorities.

8. Water resources

c. Impact on surface water bodies


168. Impact: The proposed road crosses 3 important rivers/Khal. Most of the water bodies except Fulzor are seasonal in nature. Major bridges are proposed on most of these rivers. Dredging and piling activities may have localised impact in terms increase TSS level in river water. Since this will be a temporary phenomenon, no significant adverse impact is anticipated during this phase.

169. There are large number of ponds and borrow pits currently being used for fishing, are likely to be affected. Most of these ponds are seasonal in nature and go dry during dry season. Most of these ponds are used for unorganised fishing. Project design has made provisions of about many lesser bridges and culverts. Hence, no significant impact is anticipated on these water bodies during this phase.

170. Uncontrolled dumping of wastes, sewage, dredge materials, and accidental spillage of fuels and chemicals into the water bodies may greatly pollute them Disposal of sewage and wastes from the construction camps to surface water bodies without treatment will deteriorate the water quality. The seasonal beels and ponds are unlikely to be affected from construction activities. However, the pollution of perennial water bodies can adversely affect the aquatic in them.

Operation Phase

171. Impact: Runoff from the roads containing oil and grease may contaminate the water bodies in close proximity to the roads.

172. Mitigation: No waste shall be allowed to be dumped in beels and ponds. Any accidental spillage shall be reported to the project authorities for necessary action such as clearing and disposing the spilled material safely.

d. Groundwater


173. Impact: Increased demand of groundwater is anticipated during the construction phase for construction activities and domestic purposes. Since ground water is likely to be contaminated with arsenic at large places (Figure 22), consumption of arsenic contaminated groundwater may have adverse health effect on workers. Uncontrolled extraction of water may also affect availability of waters to locals.

174. Mitigation: It is necessary that arrangement for safe drinking water is made prior to start of work. Water shall be supplied for consumption only after adequate analysis and

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requisite treatment. The workers may also be trained on the need for judicious use of freshwater resources. The contractors must be advised to use water judiciously.

Operation Phase

175. Impact: The project may lead to faster urbanization near the project area especially along proposed new bypasses. This will exert stress on the availability of groundwater in the project area.

176. Mitigation: Planned development can prevent this phenomenon. However, this action is beyond the authority of EA.

9. Drainage & Flood


177. Impact (Flood): The subproject area is prone to flood. The average flood return period for the project area is 2.33 years. The road stretches likely to be threatened due to flood, increase with increase in the return period. As per assessment and considering the existing road levels some parts of the road stretch is likely to be affected by flood respectively. The details of these analysis and threat to road in 10, 20 and 50 years return period are given in Table 36.

Table 36. Flood Threatened Segments of the Proposed Road in Joydevpur-Elenga Section

Risk level ( return year) Length of road (km) Figure

1:2:33 Segment1-20 Segment2-26 Segment3-30

3.14

5 Segment1-21 Segment2-30 Segment3-38



50 Segment-21 Segment2-30 Segment3-44

178. Mitigation (Flood): The road elevation level in the project area should be designed considering the flood threat levels. Provision of 1m free board is proposed.

179. Impact (Drainage): Run off from storage of construction material near water bodies, or uncontrolled disposal may cause temporary drainage congestion, especially near the locations of small bridges, culverts, service areas, and construction sites.

90 180. There are many water logged as listed in previous sections above. Project design has made provisions of about many lesser bridges and culverts. Hence, no significant impact is anticipated on these water bodies during this phase.

181. Mitigation (Drainage): Construction shall be so planned that there is no drainage congestion. Wastes should not be disposed near any water body. All waste depending on its characteristics, should be disposed off in a controlled manner.

182. Adequate cross drainage structure shall be provided to easily drain off water. To beels and other areas.

Operation Phase

183. Impact: Drainage congestion may result due blockage by waste, soil and other kinds of debris.

184. Mitigation: All channels should be kept clear to facilitate drainage. It shall be ensured that drainage along the road is maintained to prevent water logging along the road.

10. Hydrology


185. Impact: No major impact are expected on hydrological aspects of the river due to bridge constructions. However, river hydrological, morphological, and ecological aspects have direct bearing on bridge location selection. On all the rivers, bridge already exists and new bridge shall be constructed at the same locations.

186. The dredging and use of dredged material if involved may have its impact in terms of localised sedimentation level increase and dispersion of pollutants present in the dredged material in the river water.

187. Mitigation: While designing the bridge and bank protection works, special attention should be given to the following issues:

188. The dredged material from the riverbank shall be tested for presence of heavy metals and other pollutants before its reuse.

11. Topography and Landscape


189. Impact: With the proposed planning for the project, the topography of the project area is not expected to be affected significantly other than from excavations for borrow pits. If not selected carefully, the borrow pits can lead to spoilage of agricultural land..

190. Mitigation: It is recommended that all requisite borrow pits shall be located outisde the RoW or in uncultivated areas or private land with concurrence and agreed borrow bit rehabilitation plan with landowners.

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Operation Phase

191. Impact: The proposed road project is expected to boost the local development. Likewise, settlements may develop along the proposed approach roads. Development of such unplanned growth may affect the landscape of the area.

192. Mitigation: The designated RoW shall be maintained free of any encroachment. The select bridge sites may also be developed as tourist spot with further beautification of the site.

B. Impact on Biological Environment

1. Terrestrial Ecology

a. Disturbance to Vegetation


193. Impacts: There would be no major impact on terrestrial flora except cutting of trees during project intervention in both the subproject area. There is only no protected forest, reserved forest or sanctuary etc. present in these areas.

194. About 21 large trees in JCTE road section are located along the road alignment and may be affected due to the project. In addition, many social forestry trees are likely to be cut. Trees are of timber value, fruit bearing and medicinal in nature. The medicinal plants are common in the area. The Arjun and Boira plants were found to be the most vulnerable medicinal plants in the study area.

195. Mitigation: All efforts shall be made to minimize the tree cutting by selecting road-widening option based on technical consideration. Public and NGO‟s shall be taken into confidence before cutting of the old trees if its felling is absolutely unavoidable due to technical consideration. Option may also be explored at detailed design stage to widen the road on other side of trees leaving them in the middle of the road as divider.

196. The Arjun and Boira medicinal plants shall be conserved to the extent feasible.

197. According to Forest Department‟s recommendation,the tree shall be planted at the ratio of 1:2. This ratio may be more in case of social forestry tree as per mutual understanding arrived with tree owner before cutting the social tree. These trees shall be planted primarily along the road within ROW. The social forestry can be planted on the area allocated by local authorities.

b. Disturbance to Wildlife


198. Impact: There are no endemic wild animal within the proposed ROW. Hence, no impact is anticipated on endemic species. There are many endangered species identified in the JCTE road section (refer section 3.4.2). There is no direct disturbance is expected to wild animals.

199. Mitigation: All efforts shall be made to prevent cutting of large tree. All efforts shall be made to ensure that these trees are cut only on one side of the road by making suitable adjustment in the road design.

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Operation Phase

200. Impact: There are instance of accidental kill of mammalian animals and the reptilian animal. The animal accidents are more common in all stretches but it is more in reserved forests area near Joydevpur.

201. Mitigation: To prevent animal accident it is proposed to make provisions in the road design for culverts low width under passes as well provision of small net on the both side of the road shall be made where the animal movement is frequent.

c. Migratory route and Habitat fragmentation of Terrestrial and Aquatic Fauna


202. Impact: There are no migratory routes of terrestrial fauna. Fish species such as Sheat Fish, Carp, Pale Carplet, Salmon,Prawn,Kakila, Aire,Tengra,Bele,Mrigal and Olive Barb migration takes place in JCTE road Section (in Pungli). Migration is more prominent between June to August. Construction of bridges during the rainy season and without due consideration of maintaining the deep-water channel of migration of these fishes.

203. No habitat fragmentation is otherwise due to the project since most of the alignment is pre-existing.

204. Mitigation: No construction shall be undertaken in during the high flood when water depth is usually maximum 6m. During dry period (from November to May) the river is almost dry up and no flow is occurred in the river.. Further, it is recommended that construction along the riverbanks must be avoided during the fish breeding season (July to September).

Operation Phase

205. Impact: When the water level recedes in the post rainy season, the big fishes may get fragmented due to reduced water or unavailability of deep water channel especially the places where sedimentation is high.

206. Mitigation: Efforts shall be made as an enhancement measure to maintain deep-water stream up to certain distance on both end of the bridge.

2. Aquatic Ecology

a. Effect on beel, fish pond, spawning & breeding ground and fish productivity


207. Impacts: There would be loss of fish productivity in the pond fishery, borrow pit fishery due to filling of the ponds along the road areas.

208. Mitigation: Adequate cross drainage structure shall be provided in all water logged or pond extending both sides of the road areas. No construction shall be undertaken during the spawning and breeding period between June and September at these activity aquatic sensitive locations.

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C. Impact on Socio-Economic Environment

209. The public pronouncement is in favour of the improvement of the road as they have a view that by improving the communication link they would stand in a better chance to improve their livelihood. However, during the survey of the project area and public consultation several social issues have come up that need attention while developing mitigation measures to be negotiated and resolved. These have been described below.

1. Impact on Social Aspects

a. Water Supply, Sanitation


210. Impact: The establishment of construction site and influx of construction worker may exert pressure on the natural resources, water supply, and sanitation situation of the project area. However, this will only be a temporary phase lasting only during the construction period.

211. Mitigation: It is recommended that arrangements be made for the construction workers, such that the local people in the study area do not face any crisis of the necessary goods. Also all sanitation, drinking water, and domestic solid waste disposal facility shall be created to avoid any unacceptable situation for the native habitat.

b. Resettlement

212. Impacts: The social and land acquisition/resettlement experts have conducted surveys to prepare the list of the Project Affected Persons (PAP). The amount of land to be acquired has been assessed. Compensation modalities upholding the rights of the legitimate landowners are included in the Resettlement Plan.

213. Mitigation: The assessments made by the social experts will be referred to for social impact mitigation. The environmental assessment shall be made for rehabilitation and resettlement site if any suggested

c. Agricultural land to be affected (Land Acquisition and Land Productivity)

214. Impact: The land shall be acquired for road widening and approach road to bridges was estimated at 18.91 The agriculture productivity will be lost for this land area.

215. Mitigation: Institutional support shall be provided to improve the agriculture productivity and pond fishery productivity to compensate the loss of land productivity.

d. Impact of project on household, population and community structures.

216. Impact: In total 2,394 HHs and 9885 persons are likely to be affected due to JCTE road. A total of 369,010 sq. ft of private structures (1542 nos.) structures is likely to be affected in this road. Total 52 community properity resources are also likely to be affected. Exact road specific details of likely affected structures is being worked out by Social and R & R assessment study separately.

217. Mitigation: All compensation or structure replacement value shall be made as per R& R plan. Since various community structures are within or close to the ROW, measures

94 shall be taken to protect these structures with suitable modification in road design. If in any instance there is no other option other than to demolish the structures, than compensatory new, structures shall be constructed in consultation with the community concerned. The Eidgahs and cremation ground shall be provided with safe access.

218. Caution signage, speed breakers, traffic signal shall be installed as suitable to the location. Since schools are sensitive receptors with respect to noise and air pollution, plantation and noise barriers shall be provided at these locations as required.

219. All efforts shall be made to protect the graveyard located close to road with suitable modification in road design.

e. Places of Pilgrimage, Tourism, archeologically protected monument

220. No such places exist within the sub-projects and hence no impact is expected.

f. Markets and weekly bazaars4

221. Several weekly bazaars are likely to be affected only during the construction phase. ROWs are also used by illegal squatters and opportunistic land grabbers for small business. These people will be affected and affected shall be compensated as per R&R plan

2. Occupational Health & Safety

a. Occupational Health & Safety of Community

222. Impact: Since the traffic on the road is expected to increase every year owing to better road conditions, the vehicles are likely to ply with higher speed, which will increase the probability of road crashes. The instances of animal kills are also likely to increase if adequate cross passes structures are not provided. Air pollution due to construction activities may have harmful affect on public health. Improper upkeep of construction camps, uncontrolled disposal of effluent and wastes may lead to unhygienic conditions, blockage of drainages, water logging situation, which can also cause spread of various diseases.

223. Mitigation: It is recommended that safety signage be displayed along the road and speed limits be displayed as well as monitored especially along settlements and particularly, where schools are within 100m from the road. Provision of foot over bridge shall also be made at these locations. Provision of slip roads shall be made in road design in densely populated areas. The speed limit shall however be such that bottlenecks do not result. As per the provisions made under the respective sections the structure measures for safety of man and animals shall be implemented.

224. Adequate measures have been suggested above under respective section for prevention of air pollution, water pollution, solid waste management, drinking, maintaining hygienic conditions at construction camp under respective section.

b. Occupational Health and Safety of Workers

225. Impact: Construction workers are at risk of accident due to moving vehicle, and other construction related activities. Workers are also exposed to high dust, exhaust from

4 Temporary market set-up for short durations is known as Bazaars in Bangladesh.

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vehicles and noise levels. Workers are often required to work irregular working hours resulting in fatigue and increased risk of accidents.

226. Mitigation: Each worker shall be provided with appropriate PPEs (helmets, spectacles, hand gloves, masks, safety shoes, earplugs, raincoats and belt). Adequate training shall be provided to each worker on safety procedures, use of PPEs and other occupational health aspects. First aid and emergency help facilities shall be provided at each work site. Adequate safety signage, barricading and illumination shall be arranged at each work site. Each worker shall be subjected to defined working hours with provision for rest periods. Periodic medical check-up shall also be undertaken. Regular checkup of working area shall be undertaken in order to avoid any slippage due to grease, oil proper collection, storage and disposal of waste.

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VI. ENVIRONMENTAL MANAGEMENT PLAN (EMP) AND GRIEVANCE REDRESS MECHANISM

227. The aim of the Environmental Management Plan (EMP) is to ensure effective implementation of the recommended mitigations measures throughout the subsequent subproject development stages. The mitigation measures are designed either to prevent impacts or to reduce the effect to an acceptable level by adopting the most suitable techno-economic option. The EMP also ensures that the positive impacts are conserved and enhanced.

228. The EMP plan has been prepared combined for each road with specific mention for road specific action. The combined EMP has been prepared since there are many actions, which are common for all the roads.

A. The EMP

229. The EMP consists of a set of mitigation, monitoring and institutional measures to be envisaged during the design, construction and operation stages of the project. The plan also includes the actions needed for implementation of these measures. The major components of the Environmental Management Plan are:

Identification of adverse impacts

Mitigation of potentially adverse impacts

Monitoring during project implementation and operation stages

Institutional Capacity Building and Training

Implementation Schedule and Environmental Cost Estimates

Integration of EMP with Project planning, design, construction and operation

230. The Environmental Management Plan is detailed at Appendix 8.

1. EMP Implementation Timetable

231. The construction period for the project road will be three years. However, duration of first contract will be four years. The road is schedule to open in 2016. The project road has been divided into contract packages as given in Table 37.

Table 37. Construction Plan : Contract Package Details for JCTE Road

Contract Package Package Location Contract Length (Km)

From (Chainage ) To (Chainage)

JCTE-1 0.0 18.9 18.9

JCTE-2 18.9 42.7 23.8

JCTE-3 42.7 69.3 26.6

232. The mitigation measures shall be implemented depending on the nature and period of impact. The implementation schedule has been prepared considering 36 months of construction phase starting from year 2013 and operation phase of 20 years. The monitoring activities have

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been planned considering the number of contract packages given above and road length. The proposed implementation schedule is enclosed as Appendix 10.

2. Social Development Program

233. A separate Social Impact Assessment study has been undertaken and social development programme is addressed as per the study. The various activities having significant impact of social nature like agriculture, fish catch, etc., have also been addressed under this study.

3. Contingency Response Plan

234. Field study, public consultation, and consultant‟s experience reveal that this project may have only one environmental emergency i.e. accidents on paved roads and consequent spillage due to damage of oil tank of the vehicle. It is suggested that an efficient communication and response system is needed to be developed and practiced to minimize the response time. This should be addressed by considering updated environmental guidelines of RHD for effective implementation of mitigative measures. The project authorities (RHD) shall ensure accidental spillage management either by developing in-house capabilities or by associating with any competent third party.

4. Authorities and Their Responsibilities for Implementation of the EMP

235. The hierarchy of authorities and responsibilities for the implementation of the environmental management plans shall be based on the activity. The suggested hierarchy and information flow is given at Figure 5.1.

236. All the policy decisions, including incorporation of the EMP requirements in compliance to loan covenants shall be the responsibility of the RHD.

237. RHD, the executive agency, has separate Environment and Social circle headed by Additional chief Engineer, who will be supported by Superintending Engineer, Sub division Engineer, Assistant Engineer and sub assistant engineer (refer organisation structure Figure 5.2). This cell has no representation in the field works or project implementation yet. They are currently playing very limited role. Most of the funded projects are managed by separate environment cell facilitated through respective consultant. It is proposed to designate one field officer (environment) for each of Project Implementation Unit who will interact with contractors, supervision consultant and Environment and Social Circle of RHD. The field officer will be responsible for periodic compliance monitoring, and ensuring effective implementation of EMP. He will also initiate corrective action against any deviation. Environment and Social circle will be responsible for timely obtaining necessary permissions and clearances / No objection certificates from respective Government body. This circle will also facilitate the field officer technically and providing other monitoring as per requirement.

5. Mechanisms for Feedback and Adjustment

238. Field Officer with the help of contractors and Supervision Consultant will submit a six-monthly progress report on implementation level of EMP to the PIU. Any deviation from the contract requirements with respect to proposed EMP should be corrected within a fortnight and records will be maintained for the same. As part of the feedback mechanism, the PIU shall monitor project compliance with respect to:

Environmental Management Plan

Applicable laws, rules and regulations

98 239. Public involvement shall be encouraged and ensured throughout the lifecycle of the project. The PIU shall gather and maintain information on any damage or public concern that may be raised by the local people, NGOs and local authorities. While immediate solutions are to be worked out with the help of contractor, and supervision consultant, a detailed report will be submitted to the PIU/RHD for information or detailed consideration, as the case may be. An initial coordination cum training workshop will need to be conducted for clarification of roles and responsibilities and effective implementation of the EMP.

6. Grievance Redress Mechanism and Suggestions Management

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

241. The Social and Environmental Circle (SEC) of RHD shall make the public aware of the GRM through public awareness campaigns. The contact phone number of the respective SEC will serve as a hotline for complaints, and shall be publicized through the media and placed on notice boards outside their offices and at construction sites. The project information brochure will include information on the GRM and shall be widely disseminated throughout the project area by the Environmental Specialist/Engineer in the SEC, with support from the NGOs and communications firm. Grievances can be filed in writing or by phone with any member of the SEC.

242. First tier of GRM: The SE, SEC of RHD (member of CC of RHD HQC) shall be the designated as the key specialist for grievance redress (1st tier). Resolution of complaints will be done within 7 working days. Investigation of grievances will involve site visits and consultations with relevant parties (e.g., affected persons, contractors, traffic police, etc.) Grievances will be documented and personal details (name, address, date of complaint, etc.) will be included, unless anonymity is requested. A tracking number shall be assigned for each grievance, including the following elements:

initial grievance sheet (including the description of the grievance), with an acknowledgement of receipt handed back to the complainant when the complaint is registered;

grievance monitoring sheet, mentioning actions taken (investigation, corrective measures); and

closure sheet, one copy of which will be handed to the complainant after he/she has agreed to the resolution and signed off.

243. The updated register of grievances and complaints will be available to the public at the SEC office, construction site, and other key public offices along the project area. Should the grievance remain unresolved, it will be elevated to the second tier.

244. Second tier of GRM: The Chief of CC of RHD HQC (Adl. CE of MSW of RHD), will activate the second tier of GRM by referring the unresolved issue (with written documentation). The GRC shall be established by the SEC of RHD before commencement of site works. The GRC will consist of the following persons: (i) project director; (ii) representative of city ward; (iii) representative of the affected persons; (iv) representative of the local deputy commissioner‟s office (land); and (v) representative of the Department of Environment (DOE) for environmental related grievances. A hearing will be called with the GRC, if necessary, where the affected person can present his or her concerns and issues. The process will facilitate resolution through mediation. The local GRC will meet as necessary when there are grievances to be addressed. The local GRC will suggest

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corrective measures at the field level and assign clear responsibilities for implementing its decision within 15 working days.

245. The contractor will have observer status on the committee. If unsatisfied with the decision, the existence of the GRC shall not impede the complainant‟s access to the government‟s judicial or administrative remedies.

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

247. The SE, SEC will be responsible for processing and placing all papers before the GRC, maintaining database of complaints, recording decisions, issuing minutes of the meetings, and monitoring to see that formal orders are issued and the decisions carried out.

248. Third tier of GRM: In the event that a grievance cannot be resolved directly by the PIUs (first tier) or GRC (second tier), the affected person can seek alternative redress through the city ward committees or in appropriate courts. The PIUs or GRC will be kept informed by the city corporation authority. The grievance redress mechanism and procedure is depicted in Figure –G.1 below. The monitoring reports of the EMP and the resettlement plan implementation shall include the following aspects pertaining to progress on grievances: (i) number of cases registered with the GRC, level of jurisdiction (first, second, and third tiers), number of hearings held, decisions made, and the status of pending cases; and (ii) lists of cases in process and already decided upon, which may be prepared with details such as name, identification (I.D.) with unique serial number, date of notice, date of application, date of hearing, decisions, remarks, actions taken to resolve issues, and status of grievance (i.e., open, closed, or pending). A flow chart of Grivence redress mechanism is given in Figure 31.

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GRC=Grievance Redress Mechanism, PIU= Project Implementation Unit, SEC= Social and Environmental Circle

Figure 31. Grievance Redress Mechanism

B. Environmental Monitoring Plan (EMoP)

249. The objective of environmental monitoring during the construction and operation phases is to compare the monitored data against the baseline condition collected during the study period to assess the effectiveness of the mitigation measures and the protection of the ambient environment based on national standards.

250. A monitoring schedule has been sketched based on the environmental components that may be affected during the construction and operation of the project. Since project is likely to have impact on various components of environment, a comprehensive monitoring plan covering terrestrial and aquatic ecology, soil erosion, drainage congestion, tree plantation, air quality, noise, and vibration are provided in Appendix 9. Monitoring Plan has been separately suggested for construction phase and operation phase. Monitoring points have been selected based on the sensitivity of the location with respect to sensitive receptors.

Person/group/ property affected

Grievance arises

Action/lack of action by contractor/project authority

First Level Grievance

Second Level

Grievance

Third Level

Grievance

PIU Grievance redressed

7 days

SEC

HD GRC

Higher Authority/ Court of Law

Grievance redressed

Legal ruling

15 days

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1. Monitoring Schedule

251. The monitoring schedule has been developed based on the possible occurrence of adverse impacts and required mitigation actions. However, this schedule is subject to change depending on the analysis results obtained. The protocol for changing the monitoring schedule is given below.

a. Tree Plantation

252. The 75% survival rate of re-plantation shall be monitored on the first year of the operation phase. If the survival rate is found below 75%, survival rate monitoring shall be again taken up after 3 years. This cycle should continue until the 75% survival rate is achieved.

b. Terrestrial and Aquatic Fauna including Fisheries

253. The fish productivity monitoring are important and sensitive issues. In case, any significant decline in terms of fish productivity in the beels/wetlands or pond is noticed, the monitoring frequency shall be increased until the effectiveness of mitigation measures are established.

c. Soil Erosion and Drainage Congestion

254. No significant soil erosion problem is anticipated due to the project either in the construction phase or in the operation phase. However, in the construction phase, some localised soil erosion may be noticed owing to construction activities. However, if soil erosion is noticed during construction and operation phase, the corrective action shall be initiated and frequency of check be increased to assess the tendency of occurrence.

d. Air and Noise Quality

255. Due to the variability of the construction activities, namely changes in batch composition, type of construction activity and other anthropogenic influences, the ambient air quality of the project area may change. If the air quality with respect to any parameter exceeds by more than 25% of its last monitored value, the monitoring frequency shall be doubled and cause of the increase investigated. If the construction activities are found to be the reason for this increase, suitable measures should be adopted.

256. Similarly, due to the variability in traffic movement, namely changes in traffic volume, traffic compositions and other anthropogenic influences, the noise quality in the project area is likely to change. If the noise quality exceeds by 20% of the applicable ambient noise quality standard or 5% of its last monitored value, the monitoring frequency shall be increased and the cause of the increase investigated. If the construction activities are found to be the reason for this increase, suitable measures should be adopted.

e. Water Quality

257. No significant change in water quality is perceived due to the project in the operation phase. However, in the construction phase, the monitored values for pH, BOD, COD, TDS, DO and Oil & Grease might change owing to construction activities. Hence, it is suggested that if the monitored value for any water quality parameter exceeds by more than 20% of its last monitored status the monitoring frequency shall be increased. If the construction activities are found to be the reason for this increase, suitable measures should be adopted.

2. Authorities and their Responsibilities for Implementation of EMoP

258. The most essential component of the Environment Monitoring Plan is the execution of the Plan in accordance with the monitoring schedule provided therein. The Field Officer (Environment) will be responsible for timely monitoring of various parameters and compliance with the mitigative measure proposed. A resultant database is proposed to be maintained. A Management Information

102 System (MIS) is also put in place for effective flow of information between various levels and functions within PIU/RHD.

C. Institutional Capacity

259. The proposed organisation structure to implement the project and the environmental management plan is shown at Figure 32.

Figure 32. Proposed Organisation Structure

260. To enhance the capacity of the RHD Environmental and Social Circle and PIU for effective implementation of proposed mitigation measures and monitoring the resultant effect, some training programs and awareness workshop are proposed. The detailed training plan is provided at Appendix 11.

261. It would be essential to understand the legislative framework and enhance capacity of Environmental and Social Unit of RHD and Field Officer (Environment) for analysing the applicability of various environmental legislations and clearances, approvals and compliance monitoring requirements. An environmental legislation applicability matrix framework has already been given in Chapter III above for ready reference.

Social & Environmental Circle

(RHD Head Quarter)

In- charge PIU Contractor

Project Director

Field Officer (Environment)

Relevant Other Organizations:

DOE,FD & DOF,

Social Forestry/Tree Plantation

Need based subject expert support

Supervision Consultant

RHD, Govt. of Bangladesh

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D. Mitigation, Monitoring and Institution Strengthening Cost

262. The environmental budget has been worked out for the project road . The mitigation cost (construction and operation phase) along with training costs is estimated to be 0.4 million USD. The detailed budget is given at Appendix 12.

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Figure 33 . Organisation Structure of RHD

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VII. INFORMATION DISCLOSURE, CONSULTATION AND PARTICIPATION

A. Introduction

263. Public consultation is one of the key components of the environmental assessment. The EA team conducted public consultations in several spots of the project road. The approach involved a mix of conventional as well as participatory/ rapid rural appraisal (PRA/ RRA), focus group discussions (FGD) and one-to-one interviews. Accordingly, as first step, the literature and secondary data was reviewed. Local people from different socio economic backgrounds in the villages along the alignment, NGOs and concerned Govt. officials were consulted. Public consultations were held during the different site visits from Feb 2011 to May 2011 in different stages of IEE report preparation.

264. The public consultations were conducted with the following objectives: (i) to inform the public/local people about the construction of the project road, (ii) to identify the need and concern of the public, (iii) to assess the environmental impacts and (iv) to assess cultural patterns and behaviour of local communities.

265. Stakeholders from different backgrounds were consulted. Their concerns are summarised in the following three parts: (i) consultations with Government officials, (ii) consultation with local people and (iii) consultations with the NGOs. EA findings were also presented to stakeholders in a workshop and suggestions were integrated while finalising this report.

B. Public Consultation Milestone

266. The different people contacted and consulted during the course of the project are given at Table 6.1 to 6.3. Since the consultations were informal and interview based, no question are/ brochures were supplied to the participants.

C. Information Disclosed

267. The discussions were primarily focused on receiving maximum inputs from the participants regarding their acceptability and environmental concerns arising out of the project. Issues were discussed in depth with the government officials and NGOs while in case of the people those issues were touched upon which are relevant to them. To begin with, they were given a brief outline of the project‟s objectives, type and components of the project in a simplified manner and in their native language. A set of pre-determined common questions were provided to the stakeholders to seek their perception of the proposed project. The discussions with the stakeholders were focused mainly on the following points:

Whether the proposed project will help in providing safety to the people, their property and environment of the area,

Any significant negative impact of the project on the overall environment of the area,

Possible affects of the project on fisheries, trees, other habitats, agriculture, wetlands, drinking water availability and local economy

The consultation process was undertaken after studying the project design and identifying the possible impacts due to the project execution and commissioning.

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Impact on the flora and fauna was mainly discussed with the officers of the forest department. The effect of air and noise pollution due to the project (during the design and construction stage) and affect on river water quality were focus of discussion with Department of Environment. Biological environment, disturbance on fishing activities and fish productivity, productivity of beels in the study areas of the sub-projects and proposed mitigation measures were discussed at length with fisheries and wildlife Department.

D. Compliance with Relevant Regulatory Requirements

268. In Bangladesh, no public hearing is required for the proposed project under the Bangladesh Environmental Conservation Act 1995. The requirement of public consultation during the implementation of the project is proposed as part of the mitigation plan.

269. Public consultation was undertaken as per the ADB requirements. All the five principles of information dissemination, information solicitation, integration, coordination and engagement into dialogue were incorporated during the task. A framework of different environmental impacts likely from the project was strengthened and modified based on opinions of all those consulted, especially in the micro level by setting up dialogues with the village people from whom information on site facts and prevailing conditions were collected.

E. Major Comments Received

270. While a wide range of people from different administrative, social and economic backgrounds were consulted, their concerns and outcome of the consultation along with suggestions made by them are following section.

1. Government Officers’ Comments

271. Department of Environment, Ministry of Environment and Forests has highlighted that sourcing borrow earth is a concern in Bangladesh. Preference must be given to source borrow earth from char area or riverbed. They also highlight the need of establishing adequate Baseline Environment Quality conditions around borrow areas and road construction areas. They also emphasised that adequate mitigative measures must be planned incorporated in the road design. RHD must also obtain prior environmental clearance before start of construction.

272. Officers from WARPO and BWDB highlighted that water bodies shall not be destroyed in any manner and drainage pattern shall be maintained. The width of these water bodies shall be maintained. Adequate cross drainage structure shall be provided at requisite locations. Tree shall be planted near near water bodies will prevent bank erosion of the water bodies.

273. Conservator of Forests, Wild Life and Nature conservation circle, advised to preserve the old tree. He indicated that Govt. plans to declare the old tree as heritage but the proposed tree conservation act yet not finalised. He also emphasize that though there is no specific law governing number of tree to be planed against the number of tree cut but he highlighted that adequate number of tree shall be planted preferably on 1:2 ratio.

274. Officials from Bangladesh Forest Department also highlighted that the tree within ROW belongs to RHD even if these are old and RHD is free to cut these tree if so required. In reserved forests area no activity can be undertaken without permission.

275. Fisheries officers from Barisal indicated that most of the ponds in this area are seasonal in nature and road development may not have direct impact on fisheries.

107

276. The officers from Road and Highway showed their commitment for adoption of all requisite environmental protection measures. They have that mitigative measures shall be simple and implementable. They also welcome the suggestion of institutional capacity building of RHD.

2. NGOs Comments

277. The NGOs consulted for priority roads have supported the development but raised certain concern. The suggestions made by NGOs have been considered while developing mitigative measures. The key concern and suggestion are summarised below:

They highlighted that rivers in Bangladesh carry lot of silt, which results in rising of riverbed level. This reduces the water carrying capacity and navigation capability of the river. The river flow shall be maintained even during construction stage. Bangladesh gets 25% GDP from agriculture. Therefore, agriculture land diversion for road construction shall be minimised through appropriate design adjustments.

They raised concern for the safety of people and animal due to widening of the road. Appropriate safety measures and accesses provision shall be made for safe passage of people and animals.

In Barisal area, low-lying areas gets flooded which can affect the road. This aspect shall be considered while designing the road. They also suggested that embankment slope shall be stabilised through vegetation turfing. Tree shall be planted around water bodies for erosion prevention.

Road development in the past has fragmented drainage and various other aspects of land use pattern in Bangladesh. Borrowing of earth shall be monitored to prevent such damaging tendencies.

These roads are existing road and no significant air, noise pollution issue is expected except tree cutting which should be minimised. Compensatory tree shall be planted which attract more avi fauna preferably, these should be fruit bearing trees.

3. Local People’s Comments

278. A number of informal public consultations were held along the priority roads. In all the places, respondents mostly welcomed the project. However, they did point out few issues of concern noise & air pollution, accident hazard along with loss of land and compensation issues.

279. A brief summary of comments of local people is presented in the following sections:

Most of the people who were interviewed in the project area welcome the road improvement project as this is expected to improve the connectivity. Farmers have positively reacted to the development considering that better communication facility will fetch them better farm price. However, roadside shopkeepers and farmers have concern of loss of business due to widening of road and loss of livelihood.

The people in the sub-project areas were less concerned about the environmental problems, such as, air and noise pollution, top soil removal problem that may arise due to pre and post operation of road construction. However, they have raised concern regarding dust pollution and noise pollution near religious places and schools and suggested for adoption of appropriate mitigative measures for the control of it.

108

People have raised concern of accident during road crossing near village crossing due to increasing traffic. They have strongly demanded provision of foot over bridge and speed breaker. They also demanded for traffic management near big towns like Joydevpur.

Local people are of strong opinion for the early implementation of the project.

F. Integration of comments

280. As observed from their responses, almost everyone interviewed was supportive of the project and believes that it will help to provide the much-needed connectivity and development to the region.

During discussions, notes were taken for any issue raised and suggestions made. These were collated for a comprehensive analysis of the concerns raised. References have been taken from public opinion where no official data were available, while the officially available data have been extensively used for understanding of the study area characteristics. Each of the issues was then analysed on practical and scientific basis and accorded a likewise importance in terms of their magnitude in impacts and mitigation. For any significant concern, preventive or mitigation measures have been suggested drawing points from all the suggested measures.

Table 38: Details of Consultation with Government Authorities for JCTE Road Project

(Consultation were held between 6th to 12th February 2011, 15th March to 31st March, 10th May to 8th June)

Department Name and Designation

of the Government Official

Comments Suggestions

Roads and Highway Department, R & IMP- II

Engr. Md. Ali Massud Haider, Project Director, Priority Roads Project

Priority Roads are priority. Department will be open to incorporate feasible environmental protection measures in road design.

Mitigative measures shall be simple and implementable.

RHD is open for the implementable ideas for institutional capacity building

Md. Aminur Rehman Lasker, Addl. Chief Engineer, RHD

Department of Environment ( DoE)

Ministry of Environment & Forests GOB, Dhaka

Md Shahjahan, Director (Environmental Clearance)

Sourcing of borrow area earth is a concern in Bangladesh

Needs adequate Baseline Environment Quality Determination for construction and borrow areas.

Effective Measures must be developed for construction and operation stage both.

Sourcing borrow earth from agriculture area is acceptable provided top soil is preserved.

Obtain prior environmental clearance being it a red category Project.

Collect Soil from Multiple sources such as Char area or from riverbed, which will increase water depth in river and improve navigability of the river.

Bangladesh Forests Department

Md Shamsul Azam, Dy. Conservator of Forests

No fixed rule in Bangladesh about no of tree to be planted against no of tree to be cut.

Old roadside tree belongs to RHD and they are to decide its cutting.

Though, there is no rule of tree to be planted against the tree cut but at least two tree must be planted against each tree to be cut

109

Department Name and Designation

of the Government Official

Comments Suggestions

Three type of Forests. In reserved forests, no activity can be taken without permission.

The social forestry ownership remains with the authorized owner and they are permitted to cut it.

Wildlife and Nature Conservation Circle, Forest Department, Dhaka

Dr. Tapan Kumar Dey, Conservator of Forest

The social forestry ownership remains with the authorized owner and they are permitted

Road Side tree belongs largely to RHD. It also belongs to LGED, Jila Parishad.

Govt. proposes to declare old tree as Heritage Tree but no list declared as yet. The tree conservation Act 2010 is yet to be finalised.

Concurrence must be taken from tree owner before cutting the road tree.

WARPO ( Water Resources Planning Organisation), Dhaka

Md. Nilufa Islam, Director

Water bodies should ne be destroyed due to road widening

Water Floe pattern should also not be disturbed

Adequate Cross drainage structure shall be provided.

Afforestation near water bodies shall also help prevent erosion of road or water body banks.

Bangladesh Water Development Board ( BWDB)

Md Shamsul Karim, Executive Engineer

Better transport will have direct contribution in upliftment of the economy.

Width of water bodies shall be maintained through appropriate road design and alignment selection.

Social Forestry Department

Mr Haradhan Banik

Social forestry is to be done through development bank or alternatively through them> However requisite compensatory forestry money is to be given by RHD

None specific

110

Table 39: Details of Consultation with NGOs for JCTE Road Project

(Consultation were held between 6th to 12th February 2011, 15th March to 31st March, 10th May to 8th June)

(Issue Discussed: Mostly related to pollution during construction and operation stage, ecological sensitivity, socio-economic and their preference and recommendations for the project)

Name of NGO Name of

Representative Comments Suggestions

Centre for Sustainable Development , Dhaka

May,11

Mr. Mahfuz Ullah, Secretary General,

We supports Improvement of Road Bangladesh gets 25% GDP from

agriculture. Therefore, agriculture land diversion for road construction shall be minimised.

Rivers in Bangladesh carry very silt. This results in increase level of riverbed and reduced navigation capability as well as fish movement.

National Forests are already degraded. Bhanga area is rich for turtle. This aspects

shall be considered while finalising the road alignment.

Appropriate design adjustments shall be made to minimise the loss of agriculture land.

The river flow shall be maintained while constructing the bridge. Bridge shall be designed such that navigation is not affected.

Efforts shall be made to plant the tree in order of preference first for fruit bearing tree, followed by timber

CNRS (Centre for Natural Resource Studies), Banani, Dhaka

May 11

M. Mokhlesur Rahman, Executive Director

www.cnrs.org.bd

We supports Improvement of Road Near Chandrarea local animals cross the

roads many times in JCTE, these should be protected.

In Barisal are lot of low-lying area which

gets flooded and which should be considered while designing the road.

Appropriate accesses provision shall be made for safe passage of people and animals if embankment height is high

Slop preferably shall be stabilised by vegetation.

Compensatory tree shall be planted which attract more avi fauna.

Shushllan, Shekhertak, Dhaka

May 11

Mustafa Bakuluzzaman, Head of Fund Raising & Public Relation

www.shushilan.org

We supports Improvement of Road Protect Sall forests near

Chandan in JCTE road.

IUCN (International Union for Conservation of Nature), Dhaka

May 11

Md. Istiak Sobhan, PhD., Programme Coordinator

www.iucn.org/Bangladesh

We supports Improvement of Road Fragmentation of land use and drainage pattern due to proposed road is secondary or tertiary impact since Bangladesh is already fragmented. No protected area is being crossed by the proposed roads and hence no wildlife affect. All NGO s are supportive of the roads.

Monitor borrow earth area to prevent further fragmentation tendencies.

Efforts shall be made to plant the tree in order of preference first for fruit bearing tree, followed timber

Adroit Environment Consultants ltd., Mohammadpur, Dhaka

Mukul Ashraf, Chief Executive Officer

No issue with any road. Road Improvement will help in reducing air

Pollution due to idling of vehicle

Tree cutting shall be minimised More and more compensatory

tree shall be planted even if tree cutting is unavoidable

http://www.cnrs/

http://www.shushilan/

http://www.iucn/

111

Table 40: Details of Consultation with Public in JCTE Road Sections

(Public consultation were held between 6th to 12th February 2011, 15th March to 31st March, 10th May to 8th June )

(Issue Discussed: Mostly related to pollution during construction and operation stage related to Air, Water, Soil, and Noise. Discussions were also held related to borrow earth availability, accident, land use, tree cutting, loss of land due to road widening, socio-economic and their preference for the project and recommendations)

Location Person Met Comments Suggestions

Joydev-Elenga Road

Joydevpur Circle, and Joydevpur Bypass, Gazipur

Md. Abu Sayed Md. Taher Ali Md. Hakim Khan Md. Aziz Mia Md. Dulal, Md Maseed, Md Shajahan, Md Javed, Md. Rahim

Accident Prone Area due high traffic and substantial movement of employees to and from the factories located on both side of the road particularly in the morning and evening hours. Increased Traffic May Cause Air and Noise Pollution. Population of animals is reducing as forest cover is reducing due to human activities/development.

Footpath and over-bridge should be constructed in appropriate and convenient (heavily used) locations so that common people may use it to avoid accident during road crossing. Speed-breakers should be constructed near schools, hospitals and religious places. Tree shall be planted wherever there is space available.

Kaliakoir Forest Check Station Gazipur, Dhaka

Md. Farid Uddin Sarkar Md. Mr. Dihar Kumar Das

Most of this area road side social forestry is already matured and ready for cutting, hence los of tree due to road construction will not actually results in loss of trees Many endangered mammals, reptiles, amphibians and birds are present in the reserve/natural deciduous forest. High-speed cars, trucks, buses often kill the wildlife in these forest areas.

Traffic speed shall be regulated at this location

Chainage 14.7 Saifal Firdoz

Arrangement shall be made for safe passage of animal for crossing the road.

None Specific

Ishyal Mirzapur Shadul Mia, Hamilur, Dawan Mazhar, Rubi, Liyaqat Ali, Farooz hussain,

Accident Prone Area Improved road is essential and we welcome the road.

Road should be straight as it is sharply turning at this place or road ROW should be

112

Sayed Ali, Feroz, Abdul Hassan, Bilal

People are willing to give borrow earth.

reduced. Require Safe Passage being a growth centre. Provide underpass at this location to facilitate easy movement of people who are moving in large number currently.

Suhol Khal Fuzual Rehman, Alam Gir, Azgar, Luffar Rehman, Dehul Mia

Many Accidents involving villagers and kids. Traffic noise is not an issue

Provision shall be made for safe passage of kids. A foot over bridge may be provided near school.

Pongli Bazar Humanyu Kubir, Sohil, Mohd Sumesh, Mofizer

Difficult to cross the road due to heavy traffic, Accident prone Right side the road is flood prone as well Road development is welcome Dust prone area due to sand mining Erosion prone area

Make appropriate measures in road design for safe passage.

Kaliakoir Circle, and Sriboltoli Bypass , Kaliakoir

Md. Yousuf Mia Md. Maksud Alam Md. Moniur Rahman Md. Rubel Joardar Md. Ahad Ali Md. Shafique Sardar

Road construction will create disturbances during initial stages but ultimately it will help in increasing income. No Noise or air pollution problem Land loss will result in loss of agriculture land and livelihood.

Govt. should plan the road within existing ROW.

Shohagpur Bazar, Kaliakoir

Md. Younus Md. Yakub Uddin Mr. Dev Nath

Very welcome step from Govt. Local people will be benefited economically due to more employment opportunities. Commuting will be fast which will help improve business environment

None specific

Kurni Bazar, Mirzagonj, Kotiadi Road, and Kumli, Kalihati, Tangail area

Md. Babu Mridha Mr. Gautam Biswas Md. Ishan Sarder Md. Karim Mrida Md. Taslim Biswas Md. Rakib Alam Md. Bhuttu Md. Ibrahim Mia Md. Mostafizur Rahman

Good news Construction stage will create some inconvenience to people but that is tolerable. Fish are found in rainy season and during flood primarily No issue of air or noise pollution due to traffic Accident may increase due to road improvement

More trees shall be planted close to road from construction stage itself. Tree cutting shall be minimised Foot over bridges may be provided near habitat areas

113

Photograph 5. View of Public Consultation at Various Locations

114

VIII. CONCLUSIONS AND RECOMMENDATIONS

281. The conclusions are based on Environmental Assessment carried out for the project. The project involves road widening, new bridge construction, approach roads to new bridges and flyovers.

282. The project is classified “B” in accordance with Safeguard Policy Statement 2009 requiring preparation of an Initial Environmental Examination Report. As per the Environmental Conservation Act, 1995 of Bangladesh, the project falls under Red category and requiring preparation of an EIA. This report is prepared keeping the ADB and GOB safeguard requirements in consideration.

283. The study was carried out from February 2011 to May 2011. The study was based primarily on secondary data and specific studies (flora, fauna, land use, hydrology and climate change) undertaken. The environmental study covered the project area, as well as the area of direct and indirect impacts. The environmental assessment report was prepared in accordance with relevant applicable laws and regulations of the Government of Bangladesh; and in conformity with the Safeguard Policy Statement 2009. Total budget for EMP is about 0.4 million USD.

A. Environmental Gains Due to Proposed Work Justifying Implementation

284. The project entails various impacts on the project setting. There are many impacts bearing benefits to the area against the limited number and magnitude of negative impacts. These include the following: (i) the project will substantially improve the transport efficiency on the road linking the banga-bandhu bridge to Dhaka and the southeast road corridor (to Chittagong). (ii) This will contribute in intrigrating the southwest region into the national economy. (iii) The project once implemented will improve the overall environmental conditions with better roads and environmental protection measures (iv) will reduce traffic conjection at related air pollution due to idling of the vehicles due to widening as well as provision of flyovers and underpasses.

B. Potential Impacts, Mitigation, Management and Monitoring

285. The finding of IEE indicates that the project is unlikely to cause any significant adverse environmental impacts. The project proposed road corridor does not pass through or located nearby any national park, wildlife sanctuary, reserved forests, or any other ecologically sensitive or areas. No archaeological/protected monument is located in the project vicinity. The land use pattern around the alignment is predominantly agricultural.

286. While some of the impacts are negative, there are many bearing benefits to the area. Most of the impacts are likely to occur during construction stage and are temporary in nature. Some impacts require design consideration and are suitably addressed. The road alignment does not pass through or near to any ecologically sensitive/protected area. No archeologically protected monument either located in any of the sub project vicinity. The land use pattern around the road alignment primarily includes fallow land, agriculture land, rural settlement, and perennial or non-perennial water bodies. Urban settlement is also there but most of the populated locations either provision of flyover has been made or best engineering measures like RCC wall are taken to minimize the social impact. The impact is primarily caused due to land clearing for widening the carriageway, cutting of roadside full grown trees, borrowing of earth, transportation of construction material, loss of water bodies/fish ponds, and construction of bridge. The impacts are with regard to loss of terrestrial flora, impact on aquatic fauna, soil compaction, water contamination, and change in ambient air quality, water quality, and increase in ambient noise levels. During the operation, direct local impacts are mostly related to noise

115

levels, air quality and road accidents. Some sections of all the road are threatened by floods of average flood return period of 2.33 years. Provisions have been recommended for the road elevation keeping the HFL level keeping this threat in view.

287. Bangladesh like any other country is likely to be affected with the changes in the climatic conditions with respect to temperature, flooding and salinity aspects. The climatic study for the project road has indicated an increase of temperature of 0.73 degrees (Celsius) by year 2030 and precipitation change to 4.9 percent by year 2030 for A2 scenario. The predicted sea level rise is assessed as 6cm by 2020. This will result in flooding pattern and drainage aspects. This will result in increased discharges and therefore the drainage structures throughout the roads have to drain much more water under climate change scenario. No salinity intrusion is anticipated in the project area. Based on the assessment, the road elevation and bridge height would have to be increase from 17cm to 37 cm in different sections of the road over and above the design road height for 20years return period. The DPR consultant may consider these aspects while designing the roads.

288. It is estimated that about 430 ton per day of GHG can be saved due to this project. It is proposed that tree cutting shall be minimize and the road should be well maintained.

289. Implementation of the prescribed mitigation measures will minimize the adverse impacts. Moreover, the impacts shall be monitored continually by implementing and updating the Environmental Management Plan and Environmental Monitoring Plan.

290. During the construction stage, some trees along the road are likely to be cut but if the proposed compensatory afforestation plans are effectively implemented and survival rate is monitored and sustained, the positive benefits are likely to be accrued. Many old trees are located along the project road. These trees play vital role for the environmental conditions of the area. Efforts are proposed to minimize cutting of these trees with suitable modifications in the road alignment / widening options. However there are no legislative restrictions in cutting these trees. There are no other environmental sensitive resources found in the project area, which is likely to be affected due to the project.

291. The project is welcomed by all the stakeholders and received immense support from local people. The local people appreciated that besides providing an all weather efficient connectivity to large rural populations and improving the traffic scenario in the region, it will bear out several other socio-economic positive benefits. The suggestions received from the public/stakeholders have been integrated while developing the mitigation measures and Environmental Management and Monitoring Plan.

C. Post IEE Surveillance and Monitoring

292. While an IEE is meant to provide a comprehensive understanding of the environment status of the area under the study, post IEE surveillance is the means to ensure that the significant impacts identified are adequately mitigated as per the proposed mitigation plan. A detailed monitoring plan has been provided as part of the Environmental Management Plan. Fisheries, air, surface water quality, ground water quality, noise, soil erosion, drainage congestion and tree survival rate monitoring and reporting along with the follow up actions in case of deviation from the norms have been detailed out. The frequency has been set in consideration of the likely impacts.

D. Public Consultations

116 293. The project received support and consent from most of local people including those who will be rehabilitated, provided adequate compensation is paid. The local people did not perceive any adverse impact due to the proposed project. Environmental awareness and likewise concern were found generally low. Nevertheless, local stakeholders as well as NGOs did raise concern regarding cutting of old trees of the area.

E. Recommendations

294. The initial environmental examination of the subproject ascertains that the project is unlikely to cause any significant environmental impacts. No additional studies or need of undertaking detailed EIA is envisaged at this stage. The Executing Agency shall ensure that EMP and EMoP is included in Bill of Quantity (BOQ) and forms part of bid document and civil works contract. The same shall be revised if necessary during project implementation or if there is any change in the project design and with approval of ADB.

295. The IEE was carried out while the feasibility study was being prepared. Therefore, the detailed engineering design was not available. In this regard, any major changes during detailed design, or any major additional work other than the proposed project activities will require updating of this environmental assessment. The revised report will have to be submitted to concerned Government authorities, if any clearance is involved. It shall also have to be sent to ADB for concurrence before civil works commence. Moreover, the executing agencies have to submit the detailed engineering designs to ADB, which will review them and examine whether major changes or major additional works have been included.

296. The decision of cutting old trees shall be made based on technical considerations of road widening options. NGOs and public shall also be consulted before cutting the tree.

297. The climate change study output may be given due consideration for deciding road embankment height and the bridge heights.

298. RHD has social and environmental cell but they need capacity building and practical exposure. Adequate training shall be imparted as proposed under environmental management plan to enhance the capability of concerned EA officials. It is recommended to update environmental guidelines focused on effective implementation of mitigation measures. Performance indicators may also be developed as part of these guidelines to monitor and assess the effectiveness of the mitigation measures.

Appendix 1 117

RAPID ENVIRONMENTAL ASSESSMENT CHECKLIST

ROADS AND HIGHWAYS

Rapid Environmental Assessment (REA) Checklist

Instructions: (i) The project team completes this checklist to support the environmental classification of a project. It

is to be attached to the environmental categorization form and submitted to the Environment and Safeguards Division (RSES), for endorsement by Director, RSES and for approval by the Chief Compliance Officer.

(ii) This checklist focuses on environmental issues and concerns. To ensure that social dimensions are

adequately considered, refer also to ADB's (a) checklists on involuntary resettlement and Indigenous Peoples; (b) poverty reduction handbook; (c) staff guide to consultation and participation; and (d) gender checklists.

(iii) Answer the questions assuming the “without mitigation” case. The purpose is to identify potential

impacts. Use the “remarks” section to discuss any anticipated mitigation measures.

Country/Project Title: Sector Division:

Screening Questions Yes No Remarks

A. Project siting

Is the project area adjacent to or within any of the following environmentally sensitive areas?

Cultural heritage site

None. Though the roads passes through many villages and towns and few community resources like temple, mosque and graveyards are located near the roads.

Protected area None. There are no protected areas in or within 10 km of the project road

Wetland There are small ponds or Khals link to certain rivers. However none of them are protected or rich in biodiversity.

Mangrove

None

Estuarine

None

Buffer zone of protected area

None of the road passes through protected or from the buffer zone of protected areas. JCTE road though passes through reserve forest area (about in 200 M stretch) between Chandra and Joydevpur.

BANGLADESH: SASEC Subregional Road Project (Joydevpur – Tangail – Elanga road)

South Asia Transport and Communication Division

118 Appendix 1


Special area for protecting biodiversity

None

B. Potential environmental impacts

Will the project cause…

Encroachment on historical/cultural areas; disfiguration of landscape by road embankments, cuts, fills, and quarries?

No encroachment on historical or cultural areas is envisaged.

The topography of project road is mainly flat. But minor impacts on landscape are unavoidable due to increase in elevation and widening of road embankment and side roads for slow moving vehicles.

Encroachment on precious ecology (e.g. sensitive or protected areas)?

The project road does not pass through any National Park/Wildlife Sanctuary.

Alteration of surface water hydrology of waterways crossed by roads, resulting in increased sediment in streams affected by increased soil erosion at construction site?

Various bridges are proposed in the project road. However all the bridges will be constructed along the existing bridge. The bridge construction may temporally increase the sedimentation level in the river around bridge construction site. However this would be temporary and short term in nature. All measures shall be taken during construction stage so that watercourses are not affected and temporary soil and rock stockpiles will be designed so that runoff will not induce sedimentation of waterways.

Deterioration of surface water quality due to silt runoff and sanitary wastes from worker-based camps and chemicals used in construction?

Suitable prevention siltation prevention measures such as silt fencing is included in the EMP. Adequate measures for sanitary and construction related waste such as chemicals shall be taken to prevent contaminating local water resources.

Increased local air pollution due to rock

crushing, cutting and filling works, and

chemicals from asphalt processing?

Local air pollution level is likely to be increased for short duration during construction period particularly due to earth work. Appropriate distance from settlement area and wind direction will be taken into account to locate air polluting facility like stone crushing unit etc. if required.

Risks and vulnerabilities related to occupational health and safety due to physical, chemical, biological, and radiological hazards during project construction and operation?

Construction activities could cause accidents and health risks to workers. Occupational health and safety measures will be mandatory for the contractor.

Appendix 1 119


Noise and vibration due to blasting and other civil works?

Ambient noise level is expected to increase in the range of 80-90 dB(A) due to various construction activities, maintenance workshops, and earthmoving equipment for short durations. The impact due to noise during construction activities will be minimal to inhabitants since most of the built-up areas are located at safe distances from the road. However, there are few noise sensitive locations especially schools close to the alignment that will be affected.

Impact due to noise to the workers and local community will be avoided/minimised through mitigation measures such as occupation health and safety gear, restriction of construction timing and others.

Dislocation or involuntary resettlement of people?

There will be minimal resettlement impacts. Further details are provided in the Resettlement Plan.

Dislocation and compulsory resettlement of people living in right-of-way?

Disproportionate impacts on the poor, women and children, Indigenous Peoples or other vulnerable groups?

Other social concerns relating to inconveniences in living conditions in the project areas that may trigger cases of upper respiratory problems and stress?

No major impacts anticipated. However, efforts will be made to minimize air pollution through appropriate measures such was wet spraying, covering of trucks, location of hot mix plants and other stationary equipments away from settlement areas and others.

Hazardous driving conditions where construction interferes with pre-existing roads?

Proper safety measures such as barricades, flagment, sign boards etc. will be placed to prevent accidents.

Poor sanitation and solid waste disposal in construction camps and work sites, and possible transmission of communicable diseases (such as STI's and HIV/AIDS) from workers to local populations?

Appropriate waste management shall be adopted in constructon camps. Worker health checks and awareness raising will be implemented to educate workers on communicable diseases.

Creation of temporary breeding habitats for diseases such as those transmitted by mosquitoes and rodents?

Breeding habitats maybe created in labour camps, garbage disposal sites borrow pits and material storage yards. Appropriate sanitation requirements in labour camps and avoidance of stagnant water included in the EMP.

Accident risks associated with increased vehicular traffic, leading to accidental spills of toxic materials?

Temporarily during construction Stage. Adequate measures will be provided to prevent them such as speed reduction, provision of crash barrier & proper traffic signage system at sensitive places will ensure smooth traffic flow which will reduce accidental risk

Increased noise and air pollution resulting from traffic volume?

Due to improvement in road riding conditions the net effect on noise and air pollution will be negligible.

Increased risk of water pollution from oil, grease and fuel spills, and other materials from vehicles using the road?

EMP recommendations are designed to mitigate water pollution due to construction related activities.

120 Appendix 1


Social conflicts if workers from other regions or countries are hired?

Most workers will be hired locally.

Large population influx during project construction and operation that causes increased burden on social infrastructure and services (such as water supply and sanitation systems)?

Most workers will be hired locally, hence this is not anticipated.

Risks to community health and safety due to the transport, storage, and use and/or disposal of materials such as explosives, fuel and other chemicals during construction and operation?

Transport, storage, use and disposal of fuel and chemicals will be required. Appropriate safety, storage and disposal measures recommended in the EMP.

Community safety risks due to both accidental and natural causes, especially where the structural elements or components of the project are accessible to members of the affected community or where their failure could result in injury to the community throughout project construction, operation and decommissioning.

Safety and injury related risks will arise from the presence of equipments and construction activities. Clear demarcation of restricted areas and prevention of open access to construction areas is included in the EMP.

Note: Hazards are potentially damaging physical events.

Climate Change and Disaster Risk Questions

The following questions are not for environmental categorization. They are included in this checklist to help identify potential climate and disaster risks.

Yes No REMARKS

Is the Project area subject to hazards such as earthquakes, floods, landslides, tropical cyclone winds, storm surges, tsunami or volcanic eruptions and climate changes (see Appendix I)

As in most parts of Bangladesh, parts of the project road faces problems of flooding. A separate climate change impact study has been conducted and design measures for adapting to future flooding events have been recommended.

Could changes in temperature, precipitation, or extreme events patterns over the Project lifespan affect technical or financial sustainability (eg., increased erosion or landslides could increase maintenance costs, permafrost melting or increased soil moisture content could affect sub0-grade).

With the incorporation of recommendations from the climate change study, it is expected that the road will be able to withstand future increases in precipitation levels.

Are there any demographic or socio-economic aspects of the Project area that are already vulnerable (eg., high incidence of marginalized populations, rural-urban migrants, illegal settlements, ethnic minorities, women or children)?

Could the Project potentially increase the climate or disaster vulnerability of the surrounding area (e.g., by encouraging settlement in areas that will be more affected by floods in the future, or encouraging settlement in earthquake zones)?

Appendix 2 121

Environmental standards for Air quality as per the Environment Conservation Rules, 1997

Density in microgram per cusec meter

TABLE 51: STANDARD FOR AIR

Sl.

No.

Categories of Area Suspended Particulate

Maters (SPM)

Sulphur- dioxide

Carbon Monoxide

Oxides Nitrogen

a. Industrial and mixed 500 120 5000 100

b. Commercial and mixed 400 100 5000 100

c. Residential and rural 200 80 2000 80

d. Sensitive 100 30 1000 30

Notes:

(1). At national level, sensitive area includes monuments, health center, hospital, archeological site, educational institution, and government designated areas (if any).

(2). Industrial units located in areas not designated as industrial areas shall not discharge pollutants which may contribute to exceeding the standard for air surrounding the areas specified at Sl. nos. c and d above.

(3). Suspended Particulate Matter means airborne particles of a diameter of 10 micron or less.

122 Appendix 3

Environmental Standards for Noise Quality as per the Environment Conservation Rules, 1997

Sl. No.

Category of areas Standards determined at dB(A)

Day Night

a. Silent zone 45 35

b. Residential area 50 40

c. Mixed area

(mainly residential area, and also simultaneously used for commercial and industrial purposes)

60 50

d. Commercial area 70 60

e. Industrial area 75 70

Notes: 1. The time from 6 a.m. to 9 p.m. is counted as daytime. 2. The time from 9 p.m. to 6 a.m. is counted as night-time. 3. Area up to a radius of 100 meters around hospitals or educational institutions or special

institutions / establishments identified / to be identified by the Government is designated as Silent Zones where use of horns of vehicle or other audio signals, and loudspeakers are prohibited.

Appendix 4 123

Standard for Inland Surface Water

Best Practice based classification

Parameter

pH BOD mg/I DO mg/I Total Coliform number/100

a. Source of drinking water for supply only after disinfecting :

6.5-8.5 2 or less 6 or above 50 or less

b. Water usable for recreational activity:

6.5-8.5 3 or less 5 or more 200 or less

c. Source of drinking water for supply after conventional treatment:


d. Water usable by fisheries:

6.5-8.5 6 or less 5 or more --

e. Water usable by various process and cooling industries:


f. Water usable for irrigation:


Notes:

1. In water used for pisiculture, maximum limit of presence of ammonia as Nitrogen is 1.2 mg/l.

2. Electrical conductivity for irrigation water – 2250 µmhos/cm (at a temperature of 25°C); Sodium less than 26%; boron less than 0.2%.

Groundwater samples were analysed and compared against the Standards for drinking water given in The Environment Conservation Rules, 1997 as given below:

124 Appendix 5

Standard for Quality of Drinking Water

Sl. No.

Parameter Unit Standards

1 2 3 4

1. Aluminium mg/l 0.2

2. Ammonia (NH3) ” 0.5

3. Arsenic ” 0.05

4. Balium ” 0.01

5. Benzene ” 0.01

6. BOD5 20oC ” 0.2

7. Boron ” 1.0

8. Cadmium ” 0.005

9. Calcium ” 75

10. Chloride ” 150-600*

11.

Chlorinated alkanes carbontetrachloride dichloroethylene dichloroethylene tetrachloroethylene trichloroethylene

”

0.01 0.001 0.03 0.03 0.09

12. Cholorinated phenols pentachlorophenol 2.4.6 tricholorophenol

mg/l ”

0.03 0.03

13. Chlorine (residual) ” 0.2

14. Chloroform ” 0.09

15. Chromium (hexavelent) ” 0.05

16. Chromium (total) ” 0.05

17. COD ” 4

18. Coliform (fecal) n/100 ml 0

19. Coliform (total) n/100 ml 0

20. Color Hazen unit 15

21. Copper mg/l 1

22. Cyanide ” 0.1

23. Detergents ” 0.1

24. DO ” 0.2

25. Fluoride ”

6

26. Hardness (as CaCO3) ” 200-500

27. Iron ” 0.3-1.0

28. Kjeldhl Nitrogen (toal) ” 1

29. Lead ” 0.05

30. Magnesium ” 30-35

31. Manganese ” 0.1

32. Mercury ” 0.001

33. Nickel ” 0.1

34. Nitrate ” 10

Appendix 5 125

Sl. No.

Parameter Unit Standards

1 2 3 4

35. Nitrite ” <1

36. Odor ” Odorless

37. Oil and grease ” 0.01

38. pH ” 6.5-8.5

39. Phenolic compounds ” 0.002

40. Phosphate ” 6

41. Phosphorous ” 0

42. Potassium ” 12

43. Radioactive materials (gross alpha activity) Bq/1 0.01

44. Radioactive materials (gross alpha activity) ” 0.1

45. Selenium mg/l 0.01

46. Silver ” 0.02

47. Sodium ” 200

48. Suspended particulate matters ” 10

49. Sufide ” 0

50. Sulfate ” 400

51. Total dissolved solids ” 1000

52. Temperature oC 20-30

53. Tin mg/1 2

54. Turbidity JTU 10

55. Zinc mg/1 5

126 Appendix 6

Climate Change Study by CEGIS

A. The Project

1. The present study is part of a Asian Development Bank (ADB) Project Preparation Technical Assistance (PPTA) study entitled “ADB PPTA 7383-BAN: Preparing for the Priority Roads Projects”. This climate change study has been prepared to incorporate the impacts of climate change to be considered in project implementation under the environmental study. This PPTA will assist Roads and Highway Department of Ministry of Communication of GOB, to implement part of the Road Master Plan published in March 2008. The project will cover Joydevpur-Elenga (JCTE) Road. (Figure A6.1).

Figure A6.1. Map showing roads considered in the present study

2. According to interim report on feasibility study and preliminary design of the JERoad Project (RHD, 2011), these roads are two lanes at most of the places, which will be upgraded to four-lane highways. There will be few bypasses, which is not even two lane and will be upgraded to four lane. The right of way (ROW) required for this is 40m, which is available in all the three roads. Wherever ROW is not available and land acquisition will be a problem, the RC retaining wall option will be exercised to reduce the ROW requirement. The ROW may not be available in areas where new parallel bridges and its approach roads are to be constructed. Widening will be mostly left aligned. The roads are passing through rural, urban, and densely populated areas. In many areas, ROW is also encroached by people. Therefore, at some places either ROW may not be available where the retaining wall option may be exercised. The environmental studies consider the core area as 50 m

Appendix 6 127

either side from the centre of the road. Impact zone is considered as 100m either side from centre and larger study areas as 2 Km either side of the road.

B. Climate change and Bangladesh

3. Climate change is a global issue. The world‟s climate is changing and will continue to change in the coming century. Climate Change is basically the change in climate over a time period that ranges from decades to centuries. It is a normal part of the Earth‟s natural variability, which is related to interactions among the atmosphere, ocean, and land, as well as changes in the amount of solar radiation reaching the earth. However, the term “climate change” is defined by the United Nations Framework Convention on Climate Change (UNFCCC) as “A change of climate which is attributed directly or indirectly to human activity that alters the composition of the global atmosphere and which is in addition to natural climate variability observed over comparable time periods” (IPCC, 2007). The risks associated with these changes are real but highly uncertain. Societal vulnerability to the risks associated with climate change may exacerbate ongoing social and economic challenges, particularly for those parts of societies in developing countries dependent on resources that are sensitive to changes in climate.

4. Bangladesh is recognised worldwide as one of the countries most vulnerable to the impacts of climate change. This is due to its unique geographic location, dominance of floodplains, low elevation from the sea, high population density, high levels of poverty, and overwhelming dependence on nature, its resources and services. The country has a history of extreme climatic events claiming millions of lives and destroying past development gains. The people and social system have knowledge and experience of coping with the effects of such events–to some degree and extent. Historically, Bangladesh is trying to adapt with the changing environment. The Inter-government Panel on Climate Change (IPCC) has identified the country as one of the most vulnerable countries to climate change, which may severely affect lives and livelihoods of millions of Bangladeshi people in coming decades. In this regard, Bangladesh has already prepared the National Adaptation Programme on Action (NAPA) and Climate Change Strategy and Action Plan (MoEF, 2005 and MoEF, 2009).

5. According to the fourth assessment report of IPCC, continued greenhouse gas emissions at or above current rates would cause further warming and induce many changes in the global climate system during the 21st century, which would very likely be more severe than those observed during the 20th century. Figure A6.2 shows the scenarios of GHG emissions from 2000 to 2100 along with projections of surface temperature.

128 Appendix 6

Source: IPCC 4th assessment report

Figure A6.2. Scenarios for GHG emissions from 2000 to 2100 and global surface warming

C. Scope of Work

6. Global warming has pose threat to various countries due to likely changes in metrological conditions, weather phenomenon, sea water levels. This may have direct effect in infrastructure development planning in terms of design parameters. It is desirable to assess likely changes in river water flow, flooding patterns, temperature and rainfall pattern etc. Considering these likely threats, it was proposed to undertake climate change study with the following tasks:

Likely changes in climatic conditions due to climate change over a period of short terms say 5 years, road design period of 25 years, long term say 50 years.

Analysis and determination of after effect of climatic changes with respect to road like additional flood threat with levels due to climate change, higher rains quantitative terms or duration terms, increased temperature (value terms), river water levels, changes in drainage pattern.

Recommendation for design consideration like embankment heights, probability of salinity intrusion in the project area etc.7

D. Study Methodology

7. The study methodology includes several steps. These are:

1. Estimation of changes in climate parameters

2. Estimation of changes in river water level

3. Implications of climate change with respect to flooding, drainage, salinity intrusion

etc.

4. Suggestions for adaptation

7 GHG emission assessment is being carried out by other experts and is out of coverage of this report.

Appendix 6 129

1. Estimation of changes in climate parameters

8. In order to estimate the impact of climate change the first estimation required is the change in temperature, rainfall and sea level rise. The temperature and rainfall estimations have been prepared based on global circulation model (GCM) results and available tools like „Model for the Assessment of Greenhouse-gas Induced Climate Change‟ (MAGICC) and „SCENario GENerator‟ (SCENGEN). In these estimations, the base condition is a 30 year average of 1978-2007 and two future time slices 2030s (2020-2049) and 2050s (2040-2069) are used to estimate future changes. From MAGICC/SCENGEN, a group of best GCMs for Bangladesh have been selected based on the method described by Wigley et al. (2008) incorporating a weighting scheme based on skill and convergence criteria as proposed by Giorgi and Mearns (2002). Among the available statistics, pattern correlation, root-mean-square error, bias, and bias-corrected RMSE have been used for evaluating the individual skills of the models. Using these statistics, all the models have been first ranked based on skill criteria. Among the best nine models three are flux adjusted which gives them an advantage in a model validation exercise. To address this issue the convergence criteria is considered. Based on convergence criteria one model has been rejected and finally eight models have been selected which are CGCM 3.1 (T47), CCSM 3.0, CSIRO-Mk3.0, GFDL-CM 2.0 and 2.1, INM CM-3.0, MIROC 3.2 (medres) and UKMO-HadCM3.

9. The output from SCENGEN has a grid resolution of 2.5°x2.5°. The output from SCENGEN needs to be refined to a finer grid to capture the variation between Bangladesh and adjacent areas. In order to address this, a GIS-based mean distribution method has been applied. In this method the values for temperature and precipitation from SCENGEN‟s 2.5°x2.5° grid to 0.25°x0.25° (~25 km) grid have been generated. It has been assumed that the spatial variation in temperature and precipitation pattern will be the same in the future. Based on this assumption, the GIS-based mean distribution method has been applied to generate fine grid future temperature and precipitation from CRU observed data and future data from SCENGEN.

10. The sea level rise predictions are used from IPCC estimations.

2. Estimation of changes in river water levels

11. The future changes in river water levels and discharges have been estimated utilizing MIKE11 model results prepared for both base and future time slices for five best suitable GCMs. These models have been selected based on several criteria. These are, the selected GCM must perform well in the GBM region and adequately capture the dynamics of the monsoon, the subset of models must represent the range of climate sensitivity and changes found in IPCC models and the grid resolution of the GCM must be adequate for the hydrologic application. The selected models are, CCSM, UKMO, GFDL, ECHAM and MIROC.

3. Implications of climate change with respect to flooding, drainage, salinity intrusion etc.

12. The changes in temperature and rainfall results in increased water level and discharge in rivers causing extreme events like flooding and drainage congestion. The estimated river water level data for base and future periods from five GCM have been used for frequency analysis to estimate the changes in flood return periods. The frequency analysis is carried out using Gumbel‟s method. Based on the frequency analysis results, the maximum water level values among the five GCM for each frequency have been picked to cover the worst case scenario.

13. The changes in discharge is also estimated consequently which will be applied qualitatively for suggesting the drainage improvements. The salinity intrusion in the lower part of the country has

130 Appendix 6 been estimated from hydrodynamic model results and salinity wave front for both 1ppt and 5ppt have been prepared.

4. Suggestions for adaptation

14. Based on frequency analysis results, the additional heights required for different frequencies have been estimated. In addition to these, qualitative suggestions for drainage improvements are provided.

E. Estimation of changes in climate parameters

15. Climate change is no longer an issue for the distant future. Climate change is already taking place, and the South Asian countries, particularly the poorest people, are most at risk. The impacts of higher temperatures, more variable precipitation, more extreme weather events, and sea level rise are felt in South Asia and will continue to intensify.

16. In order to estimate future climate change over Bangladesh, data from Global Circulation Models (GCM) have been used. For this purpose MAGICC and SCENGEN developed by the National Center for Atmospheric Research (NCAR), USA and Climatic Research Unit (CRU), University of East Anglia, UK have been used. MAGICC incorporates results from 20 GCMs as used in the 4th IPCC Assessment Report and available at the IPCC data distribution center and officially known as the „WCRP CMIP3 multi-model dataset‟.

17. For the future climate estimation, three time slices have been considered. These are: base period (1978-2007), 2030s (2020-2049) and 2050s (2040-2069). Table 1 presents the annual average changes predicted for the 2030s and 2050s for Bangladesh. Figure 3 illustrates annual average temperature and rainfall over Bangladesh for the 2050s. Table 1 show that temperature will increase 1.3°C by the 2050s while rainfall will increase by 8%. The annual and seasonal average changes in temperature and rainfall for A2 scenarios for are given in Tables A6.2 and A6.3.

Table A6.1. Annual average changes in temperature and precipitation

Emission Scenario

Temperature (Change in °C) Precipitation (Percentage change)

2030s 2050s 2030s 2050s

A2 0. 73 1.32 4.9 8.1

Appendix 6 131

Figure 3: Annual average changes in temperature and rainfall (A2 scenario, 2050s)

18. From Table A6.2 it can be seen that maximum estimated change in temperature for Dhaka, division is 2°C in 2050s. These possible changes should be considered in road design as the JCTE road travels through Dhaka division, DMB road through Dhaka division.

Table A6.2. Temperature change (°C): A2 scenario



Annual


Dhaka 1.19 2.00 0.77 1.42 0.44 0.88 0.60 1.10 0.75 1.35

Table A6.3. Rainfall change (%): A2 scenario

Season December-February March-May June-August September-November

Annual


Dhaka -26.92 -36.86 25.36 34.43 8.97 12.58 -3.88 -2.80 4.72 7.77

19. Table 3 show that rainfall might increase by more than 30% in dhaka division. Additional drainage capacity might be required for the proposed roads in this regard.

132 Appendix 6 20. Taking the greenhouse gas-emission scenarios from 3rd IPCC assessment report (IPCC, 2001), it is estimated that the global rise in sea level from 1990 to 2100 would be between 9 and 88 cm. Global sea level rise for the years 2020, 2050 and 2080 has been selected from the Third Assessment Report (TAR) of IPCC for high emission scenarios of SRES (Special Report on Emission Scenarios). Table A6.4 presents the projected sea level rise in the year 2020, 2050 and 2080 for A2 scenario. Sea level rise in those years are considered to be the rise after base year 2005.

Table A6.4. Predicted sea level rise for years 2020, 2050, 2080

A2 Scenario Sea level rise (in meters)

2020 2050 2080

High 6 cm 27 cm 62 cm

F. Estimation of changes in river water levels

21. The magnitude of changes in climate parameters may appear to be very small. But if added to existing climatic events (such as floods), these could substantially increase the magnitude of these events and decrease their return period. For example, a 10% increase in rainfall may increase runoff depth by one-fifth and the probability of an extreme wet year by 700%. A recent study entitled „Climate Change Impacts on Food Security in Bangladesh‟ assessed future flooding scenarios for Bangladesh (Yu et al, 2010). In this study, MIKE 11 model was used for generating river flow, discharge and finally flooding. In this study Bangladesh has been divided into 16 sub regions for incorporating the spatial and temporal variation in flooding in different parts of the country. In defining the sub regions the MPO/NWMP Plan Unit and district boundaries are considered to be whole. These sub regions are classified based on various climatic, agricultural and flooding characteristics. In the classification process of sub regions similar topography, flooding characteristics etc. have been considered with great importance. Figure 4 illustrates these sub regions along with the representative stations and the proposed roads.

22. From figure 4 it can be seen that, the proposed road Joydevpur-Elenga (JCTE) travels through sub regions 2, 4, 5, 14 and 15. So, in order to analyze the possible water level changes the nearby representative stations were used. These stations are, for JCTE road , Turag (14000 and 51500); .

Appendix 6 133

Figure 4: Sub-regions, water level stations and proposed road

G. Climate change impacts on flooding

23. The secondary impacts of climate change are not only in magnitude but also in frequency. For example, there are chances of not only increasing of flood water levels but also reduction of flood return periods. This indicates that a 20 year return period flood might become a 15 year return period flood under climate change scenarios. The flooding phenomena for the future time slices

134 Appendix 6 have been estimated using extreme event analysis. For this purpose, Gumbel‟s method has been used. The results of frequency analysis are presented in the following sections.

1. Baseline period

24. The baseline period has been considered as 1978 to 2007. Utilising the hydrodynamic model results, frequency analysis for the selected stations are done. The results are presented in Table A6.5.

Table A6.5: Frequency analysis for baseline period (in meters)

Jamuna 189000

Turag 51500

Dhaleswari 176000

Gorai 96000

Padma 96000

S-Meghna 0

Kirtonkhola 20000

No. of Obs. 30 30 30 30 30 30 30

Max. 12.380 6.645 6.272 8.916 5.919 4.027 2.827

Mean 11.551 5.651 5.245 8.340 4.871 3.242 2.320

St. Dev. 0.458 0.466 0.478 0.794 0.480 0.367 0.210


2 11.476 5.575 5.167 8.210 4.793 3.182 2.286

2.33 11.551 5.652 5.246 8.341 4.872 3.243 2.320

5 11.881 5.986 5.589 8.911 5.217 3.506 2.471

10 12.149 6.259 5.868 9.376 5.498 3.721 2.594

20 12.406 6.520 6.137 9.821 5.767 3.927 2.711

50 12.739 6.859 6.484 10.398 6.116 4.193 2.864

2. Future predictions

25. For the future time slices, the frequency analysis is carried out for five GCMs. To incorporate worst case scenario, the maximum value for each frequency from these five GCMs is considered. Tables A6.6 and A6.7 present these results.

Table A6.6: Frequency analysis for 2030s (in meters)


Jamuna 189000

Turag 51500

Dhaleswari 176000

Gorai 96000

Padma 96000

S-Meghna 0

Kirtonkhola 20000

2 11.705 5.757 5.387 8.560 5.060 3.362 2.355

2.33 11.780 5.829 5.464 8.684 5.143 3.418 2.392

5 12.104 6.146 5.798 9.224 5.502 3.661 2.551

10 12.369 6.416 6.071 9.663 5.795 3.859 2.680

20 12.623 6.678 6.332 10.085 6.076 4.049 2.805

50 12.951 7.017 6.670 10.631 6.440 4.295 2.965

Appendix 6 135

Table A6.7: Frequency analysis for 2050s (in meters)


Jamuna 189000

Turag 51500

Dhaleswari 176000

Gorai 96000

Padma 96000

S-Meghna 0

Kirtonkhola 20000

2 11.874 5.931 5.509 8.581 5.159 3.407 2.367

2.33 11.947 6.009 5.591 8.706 5.243 3.463 2.403

5 12.266 6.346 5.946 9.249 5.608 3.707 2.556

10 12.525 6.621 6.235 9.691 5.905 3.905 2.681

20 12.774 6.884 6.512 10.116 6.190 4.096 2.801

50 13.096 7.226 6.871 10.665 6.559 4.342 2.956

H. Climate change impacts on drainage and salinity intrusion

3. Drainage

26. The future trans-boundary inflows of the three major rivers (Ganges, Brahmaputra and Meghna) during the monsoon period indicates that, across different GCMs, inflows into Bangladesh are on average projected to increase over the monsoon period (driven primarily from increased basin precipitation). Larger changes are anticipated by the 2050s compared to the 2030s. Larger changes are observed on average for the Ganges river system. The magnitude of change is dependent on the month. For the Ganges and Brahmaputra system, the average discharges increase for all months. The average changes expected in the rivers in the areas of the three roads are presented in Table A6.8.

Table A6.8: Average changes (%) in discharges in rivers

Road section Monthly changes in discharge (%)

May June July August September

Hatikumrul-Tangail (JCTE) 17.4 10.9 6.9 9.5 9.7

Chandra-Joydevpur (JCTE) 11.8 16.7 15 12 12.5

27. As a result of these increased discharges, the drainage structures throughout the roads have to drain much more water under climate change scenario.

4. Salinity Intrusion

28. Saline water intrusion is highly seasonal in Bangladesh. Salinity and its seasonal variation are dominant factors for the coastal echo-system, fisheries and agriculture. Therefore, any change in the present spatial and temporal variation of salinity will affect the biophysical system of the coastal area. The changes in salinity in the coastal area of Bangladesh have been assessed in the study on “Investigating the Impact of Relative Sea-Level Rise on Coastal Communities and their Livelihoods in Bangladesh” (IWM & CEGIS, 2007). Based on the study results, the isosaline lines of 1, 5 and 15 ppt have been drawn for base and 2050 conditions (Figures A6.5 and A6.6). These figures indicate that in base condition about 10% area is under 1 ppt salinity and 16% under 5 ppt salinity and this area will increase to 17.5% (1 ppt) and 24% (5 ppt) by 2050. From the figures it is clear that the proposed roads are far away from the salinity wave front.

136 Appendix 6

Figure A6.5. Salinity condition in coastal area (for base condition)

Figure A6.6. Salinity condition in coastal area (for 2050)

Appendix 6 137

I. Suggestions for adaptation

1. Additional road height requirement

29. To estimate the additional road embankment height to incorporate climate change induced flooding, the differences in water level between base and future time slices are computed. Among these values from different models, the maximum values were selected to ensure protection for worst case scenario. Besides that, as there is uncertainty in the GCM results, an additional safety factor of 1.5 might be applied on the suggested height requirements to cover this uncertainty. As the roads are designed mainly based on 20 year return period, suggested additional heights should be applied over the design road heights for 20 year return period (not the existing road levels) including freeboard and other additional components. Table A6.9 illustrates the additional height requirements for different sections of the proposed roads.

Table A6.9: Additional height requirement (in cm)


Hatikumrul-Tangail (JCTE) 36.80

Chandra-Joydevpur (JCTE) 36.40

Dhaka-Mawa (DMB) 37.60

Mawa-Bhanga (DMB) 42.30

Faridpur part of FB 29.45

Gopalganj-Madaripur part of FB 42.30

Barisal part of FB 17.00 **These values do not include the additional safety factor (1.5). The designers should decide whether to consider that or not.

30. Due to climate change the river water levels will rise and as a result the bridge clearances will be lower. So, the bridge heights need to be increased. The bridges in the proposed roads are designed for 1 in 50 year return period. Consequently, the additional height requirements for bridges are presented in Table A6.10.

Table A6.10: Additional height requirement for bridges (in cm)


Hatikumrul-Tangail (JCTE) 35.70

Chandra-Joydevpur (JCTE) 36.70

2. Drainage

31. There are one hundred and twenty bridges and two hundred and nine culverts on the three project roads. Fifteen of the bridges are over 100m in length and are located on defined perennial waterways. The rest of the structures are mostly across undefined channels and carry only seasonal flow. Many bridges are located over depressions and low lying ditches. Culverts are located in depressions and at low lying agricultural land and operate merely as balancing structures, equalizing water levels either side of the road embankment.

32. The JCTE road area might have to drain 20% additional discharge due to climate change induced higher rainfall (Hassan et al, 2007). So adequate numbers of drainage facilities along with larger openings should be considered in designing the structures for the proposed roads.

138 Appendix 6

REFERENCES

Giorgi, F. and Mearns, L.O., 2002. Calculation of average, uncertainty range, and reliability of regional climate change from AOGCM simulations via the Reliability Ensemble Averaging (REA) method, J. Clim. 15, pp1141–1158.

Hassan A, Tanner TM, Islam KMN, Conway, D, Mechler R, Ahmed AU, and Alam, M., 2007. Secondary Impacts of Climate Change in Bangladesh, In: Detailed Research Report of ORCHID: Piloting Climate Risk Screening in DFID Bangladesh. Institute of Development Studies, University of Sussex, UK.

IPCC, 2001. Climate Change 2001, Third Assessment Report of the IPCC, Cambridge University Press, Cambridge

IPCC, 2007. Global Climate Projections. In: Climate Change 2007: The Physical Science Basis. Contribution of Working Group I to the Fourth Assessment Report of the Intergovernmental Panel on Climate Change. Cambridge University Press, Cambridge, UK and New York, NY, USA.

IWM and CEGIS, 2007, Investigating the Impact of Relative Sea-Level Rise on Coastal Communities and their Livelihoods in Bangladesh, DEFRA, London, UK.

Mitchell, T.D. and Jones, P.D., 2005. An improved method of constructing a database of monthly climate observations and associated high-resolution grids. Int. J. Climatology, 25, 693-712.

MoEF, 2009. Bangladesh Climate Change Strategy and Action Plan 2009, Ministry of Environment and Forest, Bangladesh.

MoEF/UNDP, 2005. National Adaptation Programme on Action (NAPA). Final Report. Ministry of Environment and Forests, GOB, Bangladesh.

RHD, 2011, TA 7383-BAN: Priority Roads Project, Feasibility Study and Preliminary Design: Interim Report, Roads and Highways Department, Ministry of Communications, Government of the People‟s Republic of Bangladesh.

Wigley,T..M.L.,2008. MAGICC/SCENGEN 5.3: User Manual (version 2), available at http://www.cgd.ucar.edu/cas/wigley/magicc/UserMan5.3.v2.pdf.

Yu, W. H., Alam, M., Hassan, A., Khan, A. S., Ruane, A. C., Rosenzweig, C., Major, D. C. and Thurlow, J., 2010. “Climate change risks and food security in Bangladesh”, South Asia Region, Agriculture and Rural Development Unit, Sustainable Development Department, the World Bank, Earthscan Ltd., London, UK.

Appendix 7 139

Green House Gases Emission Assessment

Reduction in GHGs Emission

a) Zero Option

In this case, no improvement of the section will taken place in future, which means the vehicles will continue to face traffic congestion and bad road resulting loss of substantial fuel wastes due idling and slow moving. .

b) CO2 Emissions increase by Heavy Vehicles(Trucks/Buses)

The CO2 emission for the PRP sections was indicatively calculated based on the likely fuel

efficiency depending on the road conditions “without Project” and improved conditions “with project‟ scenario.

Estimated fuel efficiency for all vehicles is 3.10 km/l. It is considered that fuel efficiency will reduce by 30%, 20%, and 10% in very badly cracked, badly cracked and lightly cracked road conditions respectively.

The subsequent table A shows the calculation; As a result, there will be total saving of 384.25 tonnes of CO2

in a day in JCTE road.

c) CO2 Emissions increase by Light Vehicles (Passengers Car)

The calculation of CO2 emission for the light vehicles was done in the same way, but the fuel efficiency will increases, for the all vehicles it estimated as 12.0 km/l.

The following Table B shows the calculation. As a result, there will be total per day saving of 45.88 tones of CO2 in JCTE road...

Benefits are generated not only for cargo, but also for passengers. The heavy vehicles will generate higher CO2, in case of “without project” because of lesser fuel efficiency and higher fuel consumption.

140 Appendix 7

Calculation for CO2 Emission (Heavy Vehicles)

Status Road

Section

No. of Vehicles/

day1 (Truck &

Bus in 2015)

Running Distance

Very Badly Cracked

(VBC).Badly Cracked( BC),

Lightly Cracked LC, good

condition (GC)

Fuel Efficiency2,

(km/l)

Diesel Consumption (litres)3

With Congestion ( WC),

Without Congestion ( WOC)

Conversion Ratio4

(GJ Calorie)

Diesel (GJ)

CO2 Conver

sion Ratio4

(kg/GJ)

CO2 Mass (kg)

Carbon emissions (tons/day) (equal to

CO2 mass per day)

Total CO2

generation (tonnes)

Without Project

JCTE 14270 110.5 BC-31 Km LC- 78 Km GC-1.5 Km

GC-3.1 LC-2.79 BC-2.48

VBC- 2.17

6,42,648.7 -WC

0.03870 24870.5 74.10 1842904.0 1842.90

2328.86??

With Project

JE 14270 110.5

GC – 110.5 Km

GC-3.1 508656.5 - WOC 0.03870 19685

74.10 1458659.0 1458.65

1858.50??

TOTAL CO2 SAVED PER DAY 470.35??

1. Based on traffic survey. 49%, 29% and 19% of Goods traffic for JCTE, FB and DMB roads section respectively. Assumed that another 15 % will be passage Bus Traffic 2. It assumed that depending on the road condition, fuel efficiency would vary. It is assumed that fuel efficiency will reduce by 30%, 20 %, and 10 % in very badly cracked, badly cracked, and lightly cracked road sections respectively. 3. Vehicle will also assumed that due to traffic congestion, vehicle is likely to burn 10% extra fuel. Congestion is taken in case of the entire three roads. No traffic congestion is considered in case of FB road. 4. Diesel energy conversion:0.3870 GJ/litre, CO2 Emissions: 74.1 kgCO2/GJ(IPCC data) , Fuel efficiency: Japan Ministry of National Transport

Appendix 7 141

Calculation for CO2 Emission (Light Vehicles)

Status

Road

Section

No. of

Vehicle

s/day1

(Light

Vehicle

s per

day

2015)

Running

Distance

Very Badly

Cracked

(VBC).Badl

y Cracked(

BC), Lightly

Cracked

LC, good

condition

(GC)

Fuel

Efficiency2

, (km/l)

Diesel

Consumption

(litres)3

With Congestion ( WC),

Without Congestion (

WOC)

Conver

sion

Ratio4

(GJ

Calorie)

Gasoline

(GJ)

CO2

Conve

rsion

Ratio4

(kg/G

J)

CO2 Mass

(kg)

Carbon

emissions

(tons/day

) (equal

to CO2

mass per

day)

Total

CO2

generatio

n

(tonnes)

Without

Project

JCTE

8028 110.5

BC-31 Km

LC- 78 Km

GC-1.5 Km

GC-12

LC-10.8

BC-9.6

VBC- 8.4 93,397.98 - WC 0.03400 3175.53

69.30 220064.3 220.06 381.18

With

Project

JE

14270 110.5

GC – 110.5

Km GC-12 73,924.50 -WOC 0.03400 2513.43 69.30 174180.91 174.18

306.59

TOTAL CO2 SAVED PER DAY 74.59

1. Based on traffic survey light vehicle after excluding goods and buses will works out to 36%, 56% and 66% of Light Vehicles for JCTE, FB and

DMB roads section respectively.

2. It assumed that depending on the road condition, fuel efficiency would vary. It is assumed that fuel efficiency will reduce by 30%, 20 %, and 10 % in

very badly cracked, badly cracked, and lightly cracked road sections respectively.

3. Vehicle will also assumed that due to traffic congestion, vehicle is likely to burn 10% extra fuel. Congestion is taken in case of the entire three roads.

No traffic congestion is considered in case of FB road.

4. Petrol energy conversion:0.3400 GJ/litre, CO2 Emissions: 69.3 kgCO2/GJ (IPCC data), Fuel efficiency: Japan Ministry of National Transport

142 Appendix 8

Environmental management Plan

Environmental Issue/

Component

Remedial Measure Reference to Legislations if

any

Approximate Location

Time Frame

Mitigation Cost

Institutional Responsibility

Implementation

Supervision

A. Design and Construction Stage

Extraction & Transportation of Construction Materials

Extraction of river

sands

Prior to extraction, needs permits/NOC from relevant authority such as BIWTA

Turag & Pungli Rivers

Contractor RHD/SC

Transportation of

construction

materials such as

sands, rocks, RCC

etc.

Construction materialsCover should be covered properely

Overload should be avoided

Relevant Roads in Bangladesh

Contractor RHD/SC

Climate

Climate Change

and long term

impact on

environment

Consider climate change study output for design of alignment and bridge height.

Kyoto Protocol Throughout the project areas

DPR stage To be decided by DPR consultant

RHD RHD

1. Land Use

Land use Change

and Loss of

productive/top soil

All efforts shall be made in finalization of alignment to reduce productive land requirement

Agricultural areas not to be used as borrow areas.

Borrow areas, access roads, bypasses,


Project preparation cost and construction cost

Design consultant and Contractor,

RHD/SC

Land use change

due to Borrowing

of Earth

Land acquisition for borrow areas to be minimized. River sand shall be used for embankment. Soil should be used for top layer. Preference shall be given to borrow earth from RoW itself wherever feasible.

Borrow pits shall be rehabilitated/

Land Acquisition Act 1894, Acquisition and Requisition of immovable Property Ordinance, 1982

Identified borrow areas




RHD/SC

Appendix 8 143

used for fishing and other community preferred activity.

Non-productive lands, barren lands, raised lands; wastelands shall be used for borrowing earth with the necessary permissions/consents.

If new borrow areas are to be selected, all environmental considerations to be ensured.

The depths in borrow pits to be regulated so that the sides will not be steeper.

Topsoil to be stockpiled and protected for use at the rehabilitation stage.

Unpaved surfaces used for the haulage of borrow materials to be maintained.

Transportation of earth materials through covered vehicles.

2. Soil

Soil erosion due to

construction

activities,

earthwork/,cut & fill

and Erath stock

piles

Adopt Good Engineering & construction practices.

Undertake re-plantation of Native variety of trees and shrubs

Construction schedule for bridges/beels during non-monsoon season.

Bio-turfing of embankments to protect slopes.

The earth stockpiles to be provided with gentle slopes to prevent soil erosion.

Bridge locations and earth stockpiles.

Design and construction stage



RHD/SC

Compaction of soil

due to movement

of vehicles and

equipments

Construction vehicles, machinery, and equipment to be stationed in the designated ROW to avoid compaction.

Approach roads/haulage roads shall be designed along the

Bangladesh Environmental Conservation Act, 1995 (ECA, 1995) and Environment Conservation

Throughout the project areas especially Parking areas, Haulage roads

Construction Phase

Included in Engineering cost

Contractor RHD/SC

144 Appendix 8

fallow and consolidated soil area to reduce the compaction.

Rules 1997 (ECR, 1997)

and construction yards.

Contamination

of soil due to

leakage/spillage

of oil,

bituminous and

non bituminous

debris

Provision of cemented surface with dyke around fuel storage and filling.

Oil interceptors shall be provided with at the wash down and re-fuelling

Demolition waste shall be used to extent feasible.

Oil and grease spill and oil soaked materials shall be sold off to authorized recyclers.

Fuelling stations, construction sites, and construction camps and disposal location.

Construction Phase

Included in Engineering cost

Contractor RHD/SC

3. Water

Loss of surface

water bodies and

impact on fishes

Design modifications shall be made to prevent any water bodies from filling.

If filling is unavoidable, no bituminous or hazardous materials shall be used for filling.

Institutional measures to be made to enhance fish productivity in these water bodies.

Wetland protection Act 2000 Protection and Conservation of Fish Act, 1950 and The protection and Conservation of Fish Rules,1985

All water bodies likely to be affected along the proposed alignment

Construction Phase

Project preparation and Construction cost

Design Consultant and Contractor

RHD/SC

Siltation in water

bodies

Bridge construction to be limited to the maximum extent in dry season.

Embankment slopes to be modified suitably to restrict the soil debris entering water bodies.

Provision of Silt fencing shall be made at water bodies.

Silt/sediment should be collected and stockpiled for possible reuse.

Earthworks to be prevented from impeding natural flow of rivers, streams and water canals or existing drainage system.

Bridge

Construction

Areas

During

Construction

stage

Included

in

Engineeri

ng Cost

Contractor RHD/SC

Appendix 8 145

Deterioration in

Surface water

quality due to

uncontrolled

dumping of waste,

sewage, dredge

materials and

accidental spillage

of fuels

No sewage shall be discharged into the ponds and wetlands.

Adequate provision for collection and disposal of liquid wastes at construction camps shall be made.

Septic tanks shall be provided at construction camps and rehabilitation sites for treatment and disposal of sewage.

Concrete platforms with bunding and shade are to be provided for storage of fuels and chemicals.

Oil traps may be provided at construction sites, especially the fuelling areas.

Water Pollution Control Ordinance 1970

All water bodies nearby the proposed alignment

Construction stage

Engineering Cost

Contractor RHD/SC

Alternation of

aquifer regime and

further

contamination of

already arsenic

polluted aquifers

Maximize available surface water resources in the project area.

No abstraction from all already arsenic polluted aquifers.


Throughout the project area

Design and Construction Stage

Project preparation and Construction cost

Contractor RHD/SC

Health hazard to

workers in case of

unsafe drinking

water supply

Workers shall be provided arsenic free and safe drinking water.



Construction Stage

Included in overall project cost

Contractor RHD/SC

4. Drainage and flood

Drainage

congestion due to

waste/sediment

disposal and

construction of

road embankment

The road elevation level in both the subprojects area is to be designed considering the flood threat levels.

Construction shall be so planned that there is no drainage congestion. Wastes should not be disposed on any water body.

Adequate cross drainage structure shall be provided to easy draining of water

Regular cleaning up of all



Construction Stage

Project Preparation and Construction cost


RHD/SC

146 Appendix 8

channels to avoid its choking.

5. Hydrology

Impacts due to

constructions of

bridges.

Consider flood threat mapping and drainage profiling for consideration of bridge heights.

Proposed major bridge locations


Project Preparation and Construction cost


RHD/SC

Increase in

sedimentation and

dispersion of

pollutant of

dredged material

The dredged material from the river bank shall be tested for presence of heavy metals and other pollutants before its reuse

All river beds where dredging are proposed for sand extraction.

Construction phase

Engineering Cost

Contractor RHD/SC

6. Air Quality

Dust Generation

due construction

activities and

transport of

construction

materials.

Transport of loose and fine materials through covered vehicles.

Loading and unloading of construction materials in covered area.

Approach roads shall be paved and widened.

Storage areas to be located downwind of the habitation area.

Water spraying on earthworks, unpaved haulage roads, other dust prone areas and construction yard.

Provision of PPEs to workers.


Throughout project corridor, Construction sites, Loading areas, storage areas, Transport route etc.

During the Construction stage

Included in project cost

Contractor RHD/SC

Emission from

vehicle,

equipments and

machinery.

Regular maintenance of machinery and equipment.

Mixing plants and asphalt to be sited at least 1 km in the downwind direction from the nearest settlement.

Ambient air quality monitoring.

DG sets to be fitted with stacks of adequate height and low sulphur diesel to be used in DG


Asphalt mixing plants, DG sets locations


Included in project cost

Contractor RHD/SC

Appendix 8 147

sets as well as machineries.

Monitoring of air quality as per EMoP.

Included in monitoring cost

7. Noise

Noise from

construction

vehicle, equipment

and machinery.

All equipment to be timely serviced and properly maintained to minimize its operational noise.

Construction equipment and machinery to be fitted with silencers and maintained properly.

Construction timings to be regulated near inhabited and sensitive locations.

Protection devices (ear plugs or ear muffs) will be provided to the workers operating in the vicinity of high noise generating machines.

Noise monitoring.


Throughout project section especially at construction sites


Included in Engineering Cost. Monitoring Cost as indicated In EMoP.

Contractor

RHD/SC

Worker‟s Health in

construction camp

Adequate sanitation facilities to be provided at construction camps by means of septic tanks soak pits, etc.

Proper drainage to be maintained around the sites to avoid water logging leading to disease.

Preventive medical care to be provided to workers.

Disposal of solid waste on regular basis at identified locations.

Provision of day crèche for children

All construction camps

During construction stage

Included in Engineering/ construction Cost

Contractor. RHD/SC

8. Topography & Landscape

148 Appendix 8

Land degradation

due to careless

excavation from

borrow area

All requisite borrow pits shall be opened preferably within the RoW and not on agriculture land

Top soil shall be preserved. Borrow pits shall be rehabilitated.

If any borrow pits are required to be opened on private land, it shall be either closed or converted to ponds as per the discretion of the landowner.

Constructional wastes shall be optimally used for construction activities.

Identified borrow area locations

During construction stage

Included in Engineering/ construction Cost

Contractor. RHD/SC

9. Flora and fauna

Vegetation loss

due to site

preparation and

construction

activities

Minimize the tree cutting by selecting road widening option based on technical and tree laws consideration.

Afforestation shall be done at the ration of 1:3

For social forestry afforestation ratio shall be as per the consultation with tree owner.

Bangladesh Wildlife Preservation Order 1973 and revision 2008 (Draft)

Throughout project stretch

Design and construction stage

As per the indicative budget given in the Environmental budget section

Contractor RHD & forest Dept.

Disturbance to

aquatic life

including migration

of fish due to

bridge

construction.

Construction of Bridges during non-rainy season.

Deep water channel shall be always maintained during bridge construction.

The protection and conservation of fish Act, 1950 and the Protection and Conservation of Fish Rules, 1985

All the major rivers particularly those where fish migration takes place.

Design & Construction phase

Included in project preparation and construction cost

Design consultant and Contractor.

RHD/SC

Appendix 8 149

Impact on fishing

activity

(production,

spawning and

breeding grounds)

Adequate cross drainage structure shall be provided in all these areas.

Institutional support shall be provided including promoting fish culture which can enhance the pond fish productivity

No construction shall be undertaken during the spawning and breeding period between June, July, August and September at this activity aquatic sensitive location.


Various ponds located in the road section

Design & construction phase

Included in project preparation and construction cost

Design consultant and Contractor.

RHD/SC

10. Social

Impact due to

setting up of

Construction

Camp

Adequate sanitation facilities to be provided at construction camps by means of septic tanks soak pits, etc.

Proper drainage shall be maintained around the sites to avoid water logging leading to disease.

Preventive medical care shall be provided to workers.

Disposal of solid waste on regular basis at identified locations.

Construction camps


As per the indicative budget given in the Environmental budget section

Contractor RHD/SC

150 Appendix 8

Loss of private

structures,

agricultural land

and common

property resources

Design modifications to be made to avoid loss of any such structures.

Relocation of common properties at proper locations in consultation with local/beneficiary population.

Adequate compensation as recommended in Resettlement Plan.

Institutional support shall be provided to improve the agriculture productivity and pond fishery productivity to compensate the loss of land productivity.


At identified locations

During Site clearance

As indicated in R&R cost.

RHD Concerned Authority

B. OPERATION PHASE

1. Land use

Change in Land

use due to

Encroachment in

ROW and

occupation for

habitation and

commercial

purpose beyond

ROW

Recommendation of Resettlement Plan shall be implemented.


Along the entire Stretch

Operation phase

Included in RP implementation cost

RHD, Local Administration, DC office

2. Soil

Erosion due to

damage of

embankment and

during

transportation of

sand by sand

miners along river

Turfing of embankment shall be maintained

Surveillance to protect the embankment from unauthorized accesses.

Identified Erosion Prone Areas.

Design and Operation phase

Included in operation/ Maintenance cost/

RHD

Appendix 8 151

Soil contamination

due to accidental

spillage from

vehicular

movement

In case of spillage, the report to

relevant departments will be

made.

Efforts will be made to clean the spills of oil, toxic chemicals etc. as early as possible.


All over the project area

Operation phase


RHD

3. Water Resources

Contamination of

water bodies from

runoff from the

roads containing

oils & grease

No dumping of wastes in beels or ponds Accidental spillage shall be report to project authorities for clearing and disposing the spill material safely


All water bodies(i.e. river, ponds)

Operation phase


RHD

Drainage

construction due to

construction of

approach road and

bypasses

Regular cleaning of drainage channels shall be done to avoid any choking / water logging

Approach roads/ bypasses

Operation phase


RHD

Scarce ground

water availability

after rapid

urbanization in the

area after road

development

Planned development shall be made in consistent to local development plan.



Operation phase


RHD and local development authority

4. Air Environment

152 Appendix 8

Air pollution due to

vehicular

movement

Roadside tree plantations will be

done and maintained.

Bottlenecks should be avoided

for smooth flow of traffic.

Plantation of pollutant absorbing

trees.

Regular maintenance of the road

will be done to ensure good

surface condition

Ambient air quality monitoring

should be carried out during

operation phase. If monitored

parameters are above the

prescribed limit, suitable control

measures must be taken.


Through out the project corridor

Operation phase

Included in operation/ Maintenance cost/ Monitoring cost as indicated in EMoP

RHD, DOE (air quality monitoring)

5. Noise Environment

Noise pollution

due to vehicular

movement

Multi layered plantation at sensitive locations

Speed limitation and restriction on horn at noise sensitive locations (i.e. health centers/educational institutions etc.).

Monitoring of survival of trees at the rate of 75 % should be done in the first year of the operation phase and suitable mitigation measures should be taken to protect the trees.


Through out the project corridor specially near sensitive locations

Operation phase

Overall operating cost/ Engineering cost

RHD

6. Topography & Landscape

Encroachment in

the Row The designated RoW shall be

maintained free of any

encroachment.

The bridge site may also be

developed as tourist spot with

further beautification of the site.

Through out the project corridor

Operation phase

Included in operation/ Maintenance cost

RHD

7. Fauna & Flora

Appendix 8 153

Note: Once according to doe environmental guideline , this project is fallen under red category so environmental clearence certificate is required. for this project.

Killing of animals

in road accidents Low width under passes with the

provision of small net on the both

side of the road shall be provided

where the animal movement

Bangladesh Wildlife Preservation Order 1973 and revision 2008 (Draft)

Near reserve forest area in JCTE Road

Operation phase


RHD

Fragmentation of

larger fish due to

reduced water

level

Efforts shall be made to maintain

deep water stream for certain

length on both end of the bridge.


All the rivers where do migration takes place

Operation phase


RHD

8. Safety

Increase in the

number of road

accidents &

animals kills due to

inadequate cross

passes

Safety signal shall be displayed along the road and speed limits be displayed as well as monitored especially along settlements

Foot over bridge shall be provided near schools, markets, habitat areas for safe crossing of the roads

The speed limit shall however be such that bottlenecks do not result.

As per the provisions made under the respective sections the structure measures for safety of man and animals shall be implemented.

Throughout the stretch especially near settlement areas

Operation Phase


RHD

154 Appendix 9

Environmental Monitoring Plan

Environmental Component

Project Stage Parameters Location Frequency Standards Approximate cost (Tk)

Implementation Supervision

Air Quality Construction stage

SPM, RPM, NOx, CO, SO2

Hot mix plant, concrete mixing plant/stone crushers at construction

sites (6 sites)

24 hr continuous, 2/year per site for 3 years

Air quality standard MoEF ,Bangladesh

120,000 (Tk 20,000 per

monitoring for 2 sites for three

year)

Contractor through Approved Laboratories

RHD

Operation stage

SPM, RPM, NOx, CO, SO2

Major Road Intersections Continuous 24-hourly, 2 locations per year at different sensitive locations for three year

Air quality standard by MoEF ,Bangladesh

120,000 (Tk 20,000 per monitoring for 2 sites for three

year)

Approved Laboratories

RHD

Water Quality Construction stage

pH, Manganese( Mn), Arsenic(As), Iron(Fe), Chloride, and Fecal Coliform(FC), TDS

Drinking water to made available to

Construction Camps, surface and

ground water near project site

One a year for drinking water sources for each of six camps

Water quality standard by MoEF, Bangladesh

180,000 ( Tk 10000 per

sample for drinking water)

Contractor Approved Laboratories

RHD

Operation stage

pH, Manganese( Mn), Arsenic(As), Iron(Fe),

Chloride, and Fecal

Coliform(FC), TDS, Oil & Greases

Surface and ground water near project

site

Once Water quality standard by MoEF, Bangladesh

20,000 ( Tk 20000 per

sample)

Approved Laboratories

RHD

Siltation in water bodies

Construction Stage

------------------- All major Water Bodies Once during rainy seasons of the construction period.

Water quality standard by MoEF, Bangladesh

Part of routine action of

engineering team

Support from water resource dept.

RHD

Operation stage

------------------- All major water bodies Once during operation of 1st year

As per water resource guidelines


engineering team

Support from water resource dept.

RHD

Noise levels Construction stage

National Ambient Noise Standard

Construction sites and inhabited locations and sensitive areas

24 hr continuous, 2 locations per package for six package per year for 3 years

Noise level standard by MoEF, Bangladesh

108,000 ( Tk 3000 per

sample)

Contractor Independent monitoring agency

RHD

Operation stage

National Ambient Noise Standard

At inhabited areas and identified sensitive locations

2 locations per package for 1 year for six packages


36,000 (@ Tk 3000 per

location)

contractor through approved monitoring agency

RHD

Appendix 9 155

Soil Erosion Construction Stage

Visual check for Soil erosion and siltation

River banks After first precipitation



engineering team

Contractor RHD

Operation Stage

Visual check for Soil erosion and siltation

River banks Once during operation of 1st year

Visual Checks


engineering team

Engineering Team

RHD

Soil Quality Operation stage

Heavy Metals

At each construction camp post

restoration of construction camp site once at each site for six sites

MoEF Bangladesh

Standard

60,000 ( Tk 15000 per

sample)

Approved monitoring agency

RHD

Drainage Congestion Construction stage

Visual Checks Through the Project Corridor Once in a year before rainy season

MoEF Bangladesh

30,000 RHD Engineering Team

RHD

Operation Stage

Visual Checks Through the Project Corridor Once in a year before rainy season

None Specific

50,000 RHD Engineering Team

RHD

Aquatic fauna including fisheries

Construction stage

Disturbance to aquatic fauna due to increased siltation

All major water bodies Once in a year None

Specific

80,000

Independent Expert

RHD

Operation Impact on fish productivity , breeding and spawning

At identified spawning, breeding sections of fish productivity

End of First year of operation

None Specific

50, 000 Independent Expert

RHD

Accident and Fatality Rate

Operation Record of Accidents Accounting of Lost Work time, different level of disabilities/fatalities.

Thought out the Project Section ---------

None specific

Part of regular operation and Maintenance

cost

RHD RHD

156 Appendix 10

Mitigation Measures Implementation Schedule

Environmental Issue

EMP

Time Line

Construction Phase Operation Phase

1 2 3 4 1 2 3 4 5 6 7 8 9 10

11

12

13

14

15

16

17

18

19 20

Technical Support

Updation of Environmental guidelines and performance indicators

Flora Compensatory afforestation (Minimum 1:3) (Plantation and maintenance for two year)

Drainage Congestion

Provision of adequate opening

Monitoring Analysis of Drainage Congestion

Erosion, Sedimentation

& Soil

River Bank Protection Measures

Soil Conservation

Monitoring of Soil Erosion

Land

Compensation against land acquisition

Landscaping on approach road and service areas

Slope/ Embankment protection at

Approach Road

Turfing of embankment with grasses and herbs

Embankment Protection of the approach road

Water & Drinking Water

Supply

Installation of oil and grease traps at construction sites

Construction of soak pits at construction sites & Rehabilitation sites

Monitoring of Surface Water Quality

Monitoring of Ground Water Quality & Levels

Ensuring availability of Arsenic free drinking Water for Construction Camps

Air Quality & Dust

Management

Water Spraying/ Watering

Monitoring of Ambient Air Quality

Construction Safety

Provision of PPEs

Health Issues Health Checkup Camps

Tree & noise Barriers

Monitoring of Tree Felling & Plantation

Maintenance of tree (Additional two years)

Provision of additional tree plantation

Provision of Noise Barriers

Monitoring of Noise & Vibration

Establishments Construction Stage

Training Environmental training & Awareness

Management Information

System

Legends

Critical

High priority

Medium priority

Appendix 10 157

Environmental Issue

EMP

Time Line

Construction Phase Operation Phase

1 2 3 4 1 2 3 4 5 6 7 8 9 10

11

12

13

14

15

16

17

18

19 20

Low priority

158 Appendix 11

Training Plan8

S. No. Target group Subject(s) Method Time Frame

Planning, and Construction Stage

1 All concerned PIU/RHD Project Staff

Environmental Overview: Environmental Regulations, and national standards, process of impact assessment and identification of mitigation measures, importance of EMP & Monitoring, and Monitoring methodology

Lectures Before beginning of the implementation of the project

2 Environmental Engineers, field officers, Contractors, supervision consultants

Implementation of EMPs: Basic features of an EMP, Planning, designing and execution of environmental mitigation and enhancement measures, monitoring and evaluation of environmental conditions – during construction and operation

Workshops and Seminars

Before the construction begins


Environmentally Sound Construction Practices: Waste Management and minimization in construction, pollution control devices and methods for construction sites and equipment, Environmental clauses in contract documents and their implications, Environmental monitoring during construction

Seminars, Lectures and Site visits

Before the construction


Monitoring Environmental Performance during Construction: Monitoring, Air, Water, Soil Erosion, Noise, and effect on wild life and fisheries, Evaluation and Review of results, Performance indicators and their applicability, possible corrective actions, reporting requirements and mechanisms

Lectures, Workshop and site visits

During initial phases of construction

5 Construction Labourers

Waste handling and sanitation at construction sites/construction camps

Workshops and signage

During initial phases of construction

During Operation Phase

6 Environmental Engineers, field officers, Contractors,

Long-term Environmental Issues in Project Management: Designing and implementing environmental surveys for ambient air, noise, biological and water quality , data storage, retrieval and analysis, contract documents and environmental clauses, Risk assessment and management, contingency planning and management and value addition

Workshops and seminars

During implementation of the project

7 General Public and bridge Users

Wild life protection and environmental protection awareness programme

Signage, workshops,

Construction and operation stage

8 Above programs were proposed under other projects sponsored by ADB. Some of the programmes may need to modified if

the same have been covered and delivered under other projects.

Appendix 12 159

Environmental Budget for JCTE Road

Component Item Unit Quantity Rate

( in BDT)

Amount

(million BDT)

CONSTRUCTION STAGE

Technical Support

Updation of Environmental guidelines and performance indicators

Lumpsum

- 1.5 0.45

Flora

Clearing of Roadside plantation

km Covered in engineering costs

Compensatory afforestation (Minimum 1:2) ( Plantation and maintenance for one year)

No of tree

13,648 300 /tree 4.09

Agriculture

Institutional support for enhancing agricultural productivity (Development of Demonstration plots for change in cropping pattern for cash crop or high yield variety)

Plots 1 0.5 0.5

Technical Support to farmers

Lump sum

1.0 Million 1.0

Fisheries

Conversion of derelict pond into culture ponds & other support (fisheries seed distribution, demonstration ponds, technical support)

Lump Sum

- 1.0 Million 1.0

Drainage Congestion

Provision of adequate opening

Covered in engineering cost

Erosion & Sedimentation

River Bank Protection Measures


Land Compensation against land acquisition

Covered in R & R Budget

Soil Maintenance cost in Soil Conservation


Noise Provision for additional tree plantation / Noise Barriers


Slope /Embankment protection at approach Road

Turfing of embankment with grasses and herbs

Covered in engineering costs

Water

Installation of oil and grease traps at construction sites @ 1 per site and I site per construction package ( 6 )

No 15 0.060 million

0. 90

Construction of soak pits at construction sites @ 2 per construction camp and 1 camp per package

No 12 0.030 million

0.36

Dust Management

Water Sprayer / Watering Covered in Engineering cost

Construction Safety

Accident risks in construction activity

Covered in Engineering cost/insurance

160 Appendix 12


( in BDT)

Amount

(million BDT)

General Safety (provision of PPE like ear muffs, gloves etc.)

No of labour

2000 Average 100/labour/year for construction period

of 36 months or three years

0.60

Health Health check up camps for construction workers

camps camps/year 0.2/camp 0.80

Environmental Monitoring in the construction phase

Monitoring Tree Felling & Plantation

Cost as mentioned in monitoring plan

Tk 0.52 Mn

0.52

Fisheries

Ambient air quality

Surface Water Quality

Ground Water Quality & Levels

River Sediments

Noise & Vibration

Soil Erosion

Drainage Congestion

Accident including Animal accidental kills

SUB TOTAL (CONSTRUCTION STAGE) 10.31

OPERATION STAGE

Fisheries Maintenance of Derelict Ponds

or rehabilitation of Borrow Areas

Lump Sum

- 0.7 0.7

Erosion Control and land scaping

Reserve Fund for Erosion Control

Lump Sum

p

- 2.5 2.5

Embankment Protection of the approach road

Lump Sum

- 0.7 0.7

Land Scaping on approach road and service areas

Lump sum

- 0.7 0.7

Tree survival

Maintenance of tree ( additional two years)

No of tree

13648 200 /tree 2.12

Provision of additional tree plantation ( Plantation and maintenance for one year)

No of trees

5000 300/tree 1.5

Monitoring of performance indicators

Monitoring Tree Felling & Plantation

Cost as mentioned in the Monitoring plan Tk

0.34 Mn

0.34

Fisheries

Ambient air quality

Surface Water Quality

Ground Water Quality & Levels

River Sediments

Noise & Vibration

Soil Erosion

Drainage Congestion

Accident including Animal accidental kills

SUB TOTAL ( OPERATION PHASE) 8.56

ESTABLISHMENT & TRAINING

Appendix 12 161


( in BDT)

Amount

(million BDT)

Establishment Construction Stage Per month

36 1,000/month 3.6

Operation Stage Per Month

s

60 25,000 for first three years of operation and

15000 after three years additional

two years of operation

1.26

Training Environmental training & awareness

Lump sum

As per training details

- 3.0

Management Information System Lump sum

- - 0.5

SUBTOTAL (ESTABLISHMENT & TRAINING) 7.46

SUB TOTAL ( Construction, Operation for 20 years, establishment and mobilization ) 26.33

CONTINGENCIES @ 10 % on total Environmental Costs 2.63

GRAND TOTAL (in TK) 28.96

GRAND TOTAL ( in US$) (@ 1 US $ = 72Tk) US $ 0.402

Million or say US $

0.4 million

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