Environmental ' e Assessment/Analysis

Reports _ __

Public Disclosure Authorized Report E0044

Bangladesh -

Public Disclosure Authorized Second Road Rehabilitation &i Maintenance Project EA Category B Public Disclosure Authorized 1 of 2 Environmental Analysis April 1993 Public Disclosure Authorized

This report has been prepared by the Borrower or its Consultant *ENVIRONMENTAL ANALYSIS'

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APRIL 1993

PEOPLE'S REPUBLIC OF BANGLADESH MINISTRY OF COMMUNICATIONS ROADS AND HIGHWAYS DIVISION

Prepared By: Louis Berger International, Inc. 100Ha}ed &rW ESD Orm0, New Jmey 0719 - UA Sarm Associates Limited MA Mo*hs C _mmIAm - Dbaa iN1 - _twu" Executive Summary ENVIRONMENTAL ANALYSIS SECOND ROAD REHABILITATION & MAINTENANCE PROJECT People's Republic of Bangladesh April 1993

EXECUTIE SUMMARY

INTROlDUCTION: The EnvironmentalAnalysis of the Second Road Rehabilitationand Maintenance Project (RRMP-II)presents the findings of an enviromnentalinvestigation undertaken on behalf of the BangladeshMinistry of Communications,Roads and HighwaysDepartnent (RHD). RRMP-IIis planned to implementspecific road improvementsin the westernpart of Bangladeshand is funded by the World Bank. The level of analysisis establishedby the Bank's determinationthat the project does not require a full environmentalassessment (EA) as that term is defined by its OperationalManual, Directive4.01. The project has been designatedby the World Bank as Category B within its three-part classification sybtem. (Category A requires a full EA; Category C requires no environmentalanalysis beyond that determination.) The project does, however, require a lesser level of environmentalinvestigation as defined by the investigation's terms of reference, i.e., a Category B enviroitnental analysis as summarizedherein.

The analysis focuses primarily on five road realignmentsand town by-passes to be constructedas part of RRMP-II and assesses other improvementsand maintenance activities. Other than the five sub- projects, activities are confined to existing rights-of-way(ROWs), but road widenings, other earth- disturbingactivities and indirectimpacts beyond the ROWs (e.g., borrowpits) will also occur. Improved access will have a generally positiveimpact throughoutthe area.

PURPOSE: The purpose of the analysisis to ensurethat kheproject options in general and the five sub- projects in particular are environmentallysound and sustainableand to identify ways of improvingthe project environmentally,by preventing, minimizing,mitigating or compensatingfor adverse impacts.

ORGANIZATION: Althoughthe projecthas beendetermined to fall in CategoryB and does not require a formal EA, the analysis is organized in the format outlined for an EA by Bank directives, i.e., an overview assessmentof the existingconditions in the study area; identificationand assessmentof the potential positive and negative impacts of RRMP-I; analysisof alternativesto and within RRMP-IIin general, includingalternative realigmnentand bypass proposals, alternativeconstruction materials and other details; mitigationand enhancementrecommendations; environmental management and training recomunendations;and environmentalmonitoring recommendations.

FINDINGS: Potential impacton the area's hydrologyis one of the most important topics of potential enviromnentalconcem. Earlier projects have had adverseimpacts on flooding characteristics.Following the re-evaluationof RHD's design parametersafter the 1988 floods, however, the sizing of bridges and other drainagestructures no longer assumesthat planned, but as yet unrealized, flood control, drainage and irrigationschemes will limit future flood flows. Bridges, ctlverts and other drainagestructures are, therefore, sized to accommodateflood levels under existing rather than hypothetical conditionsand incorporatethe best availableflood data. As a result of this revised approach, RRMP-IIis not expected to have an adverse effect on flood and drainage patterns;vulnerability of roads to flood damage will be minimized. To ensure that potential adversehydrological impacts are minimized,while at the same time

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* Monitoring of fooding conditions as they may change over time or become better known. Althoughthe prject is proceedingon the basis of the best availabledata and safest assumptions, changesto existingconditions are likelydue to eventualimplementation of flood control, drainage and other schemes and other factors. New information may be generated by Flood Action Program and its supportinganalysis. Monitoring of the situation to ensure optimal sizing of drainage structures is recommended.

In other areas of potential environmentalconcern, the analysis finds that environmentalconsiderations have been incorporatedin each stageof the project. Resettlementand culturalresource issues at one sub- project location (Saidpur)will require resolution;generally, however, sclected sub-project alternatives are those with the least potential for adverse environmentalimpact. Nonetheless,in spite of the lack of significant adverse impact as that term is defined for environmentalreview purposes, impacts to the environment,both positiveand negative,will occur and a series of mitigationand/or enhancementactions are reconunendedas follows:

* Integrate Road Improvements with Urban Planning & CommercdalAccomnnodation Actions. Road developmentin Bangladeshin general and improvementsunder RRMP-I in particularhave been successfiulin opening trade and commerce and getting goods to market. Unfortmately, however, sometimesthere is no 'market there in the physical sense. Transport and land use planning are not coordinated. Physical accommodationsfor commercialactivities are meager. The effectivenessof the RRMP-Hroad improvementswill be diminished by -the overspill of commercial activity into the roadway and related congestion. It is recommendedthat the programn mitigate these impacts by includingdelineation of commercial activity areas for coordinated actions with the Ministryof Local Government(MLG), the lead agencyfor non-transportphysical planning. Coordinatedactions are recommendedin both rural market areas and urban centers, particularly Saidpurand Natore. Coordinationwith local officials will be criticalto the success of these efforts.

* Increase the Extent of ConsultationWith Potentiafly Affected Populations. Consultationwith potentiallyaffected populations have been limited, possiblydue to the largely remedialnature of the project thus far, but have been conductedin conjunctionwith the resettlementaspects of the project. Opportunitiesfor integrationof actions as recommendedabove and potentialimpacts on human settlementsin both rural and urban areas (e.g., the Rajshai-NawabganjAlternate Route and Saidpur, respectively) make more broadly-basedconsultation with affected populations increasingly important. Mechanismsto facilitate such consultationsexist at the local level. Greater coordination with local governmentofficials will facilitate both the coordination of developmentprograms and consultationswith affectedpopulations. Moreoverthe assistanceof non-governmentorganizations (NGOs) in resettlementwill also support RHD in this process.

* Incorporate Environmental Provisions in Contracts and Speifications. RRMP-II is particularly forate that certain pential direct and indirect impacts of the program do not appear to be substantialissues in practice, e.g., reported practices in regard to the restorationof borrow pits and constructioncamps. It is postulatedthat if this is indeed the case, it is probably attributableto the fact that these elemens are the subjea of short-term lease arrangementswith propert owners who have a contimninglong-term, stewardship interest in the land. To reinforce

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this stewardshipand to provide for the contingencyof its absence, standard provisionsfor the avoidanceof environmentaldegradation and encouragementof environmentalrestoration should be included in RRMP-U contractor contractsto provide a contracual basis for enforcement. Specificrecommendations are presented.

* Use Lime Consolidation In Preference To Brick Aggregate. The possibleuse of alternative constructionmaterials is an important environmentalconsideration. RHD has generated some technical and economic documentationregarding the use of lime consolidationversus brick aggregate. From an environmentalperspective, the indirect impact of increasingthe demand for brick with its atendant degradation of agricultural land (even if temporary), additional air pollutioncaused by the burningof importedcoal (at best) and depletionof scarce wood resources (as is currently common practice) to create the brick, in the face of an apparently viable and cheaper alternative, must be consideredquestionable. The lack of local contractor expertise in the use of lime consolidation techniques is recognized. While it is not an mimediateissue under RRMP-ll because no reconstructionis curtly envisioned, an effort to upgrade contractor expertise in industrytraining programs (discussedbelow) could mitigate the impedimentto use of the techniqueover the longer term.

* Continue And Where Possible Expand Tree Planting Activities. Extensive roadside tree planting occurs throughout the project area, induding areas of tree removal under RRMP-II. These actions mitigateadverse impactsof RRMP-IIand shouldbe continued.

* AssignEnvironmental Management To A Designated Office. RHD's organizationalstructure does not currentlyprovide a focal point with responsibilityfor environmentalissues. In the absence of assigned responsibility,follow-up and monitoring of recommendedenvironmental actionswill be haphazardat best. Currently,the office of the Chief Arboriculturistis the closest approximationof an environmentalunit within the RHD structure. It is recommendedthat this office become the nucleus of an environmentalunit. Responsibilitiesand staff of the office shouldbe expandedto includeenvironmental monitoring responsibility, including, but not limited to tree-planting. Expanded iesnonsibilitieswould include the monitoringof environmentaldata sources (e.g., the flood control projects), enforcement of environmentalrestoration actions recommended as part of the standard contract provisions and organization of enviromnental training programs as discussedbelow.

* Initiate Environmnntal Training & Adaptation of Environmental Guidelines for RHD Staff & Contrctors. As far as has been determinedin the course of the environmentalinvestigation, no environmentaltraining or guidelinesare offered to RHD staff or road contractors. Such activitiesdo occur in other ministrieswith related mandates,as witnessedby the Guidelineson EnvironmentalIssues Related to Physical Planning, published by MLG and Environmental ReferenceDoi and related materialsprepared as a part of the CAREIntegrated Food for Work (IFFW) projectwhich also undertakesroad projects. The World Bankhas alreadynoted the need for 'improved techniques and environmentallysound approaches to road construction' by contractors(Annex 8 of the Aide Memoire followingthe November-December1992 Mission), presumablythrough institutionaldevelopment programs, including programs targeted at the road- constructionindustry. An envirommentaltraining componentis recommendedas a part of that effort, possiblythrough adaptationof the materials noted and in concert with MLG and others.

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A related recommendation,albeit beyond die scope of the environmentalassessment, suggests that the project give considerationto the possibilityof recapturing increases in property values resulting from RRMP-Has a means of enhancingthe program, maximizingits economicbenefits, and enhancingequity and fairness in the accrual of benefits. Road improvementsand new roads, particularly in urban are.as such as the realignmenrsin Saidpurand Natore, increasethe value of adjacentproperties. The situation presents an opportunityfor road improvementsto be at least partly self-financingthrough recapture of a portion of the value increases. ULand Consolidation Schemnes in Indonesia, for example, have financed roads and other communityimprovements on this basis. Considerationof such schemes is recommended.

RE:SETLJEMET ISSUES: Population resettlement issues are discussed in summary in the environmentalanalysis and in detail by a separatesurvey and resettlementplan prepared for the project. Compensation,rather than resettlementsites, are proposed. Unresolvedresettement issues exist at least one sub-projectlocation (Saidpur) and are addressedby a separate ResettlementReport.

A table summarizingrecommended actions, rationale and lead responsibilitiesfollows. A tabular summaryof recommendedactions by environmentalcriteria is also presented in the body of the report.

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SllMMARY OF RECOMMENDED ENVIRONMENTALACTIONS

RECOMMENDED SUFPORTING LEAD/COORDINATION ACTION RATIONALE RESPONSIBILITY

Monitor existingconditions Design of bridges & culverts RHD and Project Consultants. & best availableflood data. based on actual rather than hypotheticalsituation minimizesthe potentialfor undersizing. The situationwill l______change over time, however. Integrate RRMP-I with rural Mitigatesadverse impactsof RHD in cooperationwith & urban development overspill onto roads; eliminates Ministryof Local GoveInment programs. congestion;maximizes and Thana engineersand l______benefits. officials. Increase consultationwith Increasinglyimportant to RHD and NGOs assistingin potentiallyaffected achieveintegration of resettlement,in cooperation populations. developmentprograms. with Tbana officials. Incorporateenvironmental Provides a contractualbasis for RHD and Project Consultants. provisionsin contractsand enforcementof environmental specifications. mitigation actions. Use lime consolidationin Avoids adverse impacts on RHD assisted by institutional preferenceto brick land and air quality; avoids developmentinitiatives under |_aggregat_e_ depletion of wood. Cheaper. the project. Continueand expand tree Provides renewableresource RHD as an on-going activity. ptinng. and habitat. Assign environmental Ensures follow-up. RHD. management responsibility. Initiate environmental Minimizesadverse impacts. RHD assistedby institutional training. developmentinitiatives under the project.

S RRcomnidatio.hsve als beau nude for the comidenijn of action tD tecapur inaming propey Valuesa* a m of eubancingte progam, but definifve reconnedsatsforueh an appoachae beyond die wope ofthe envirnmeua amlys_s ad ac rmcoead a pan of fiunreconuaiic _sWdia.

Resouti of reamemeu and ptmal acuial reaure _niesfor the Saidpura.Shdn AJigmenwill also be requid. See ResettleM Report.

En_mmnmal AnalyjL Pe-pk'se&pui-bl of5nSudei Scecd RoS_abiRasia & MVnw_e fije* Mi FawdM, pidcd by The Worll Bm.k Table of Contents - ENVIRONMENTAL ANALYSIS SECOND ROAD REHABELITATION& MAINTENANCE PROJECT People's Republic of Bangladesh

TABLE OF CONTENTS April 1993 EXECUFnVES1UMMARY

1.0 INTRODUCFION...... 1-1 1.1 Contextand Purpose of the EnvironmentalAnalysis ...... 1-1 1.2 Terms of Referencefor the Analysis ...... 1-4 1.3 Orpnization of the Analysis ...... 1-4 1.4 Policy,Leal and AdministrativeContext ...... 1-5 1.4.1 Ministryof Environmentand Forest ...... 1-5 1.4.2 Departmentof the Environment ...... 1-6 1.4.3 Ministi-hof Communications...... 1-6 1.4.4 Ministry of Local Government...... 1-6 1.S Project Description ...... 1-7

2.0. EXISTING CONDIMTONS ...... 2-1

2.1 Physical Characterisics ...... 2-1 2.1.1 Topography/Soils/Geology...... 2-1 2.1.2 Hydrology ...... : ...... 2-2 2.1.2.1 Raishahi Division ...... 2-3 2.1.2.2 Khulna Division...... 2-5 2.1.3 Biological Resources ...... 2-8 2.1.4 Meteorology& Air Quality Characteristics ...... 2-12 2.1.5 Noise Characteristics ...... 2-12 2.2 Community & Socio-EconomnicCharacterisics ...... 2-12 2.2.1 Population ...... 2-12 2.2.2 Economic Structure ...... 2-13 2.2.3 Energy ConsumptionsCharacteristics ...... 2-15 2.2.4 Transport and Access Characteristics...... 2-15 2.2.5 Cultural Resources...... 2-16 2.3 The lRMP Action Areas ...... 2-16 2.3.1 The RehabilitationAction Areas ...... 2-16 2.3.1.1 Rangpur-Saidpur ...... 2-16 2.3.1.2 Dasurai-Natore ...... 2-17 2.3.1.3 Natore-Rajshahi ...... 2-17 2.3.1.4 Rajshahi-Nawabganj.2-18..... 2-18 2.3.2 TheOverlayAreas ...... 2-19 2.3.3 New Alipments & Bypass Pr t ...... 2-19

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TABLE OF CONTENTIS Continued

2.3.3.1 SaidpurBypass ...... 2-19 2.3.3.2 Ghagot River RealignedRoute . .2-21 2.3.3.3 Dasuria Intersection .. 2-21 2.3.3.4 Natore Bypass ...... 2-21 2.3.3.5 Rajsbdhi-NawabganjAlwxnate Route ...... 2-25

3.0 POTENTIAL PACTS ...... 3-1

3.1 PhysicalCharacteristics ...... 3-2 3.1.1 Topography/Soils/Geology ...... 3-2 3.1.2 Hydrology ...... 3-2 3.1.2.1 Rajshahi Division ..... 3-2 3.1.2.2 Khulna Division ...... 3-4 3.1.3 BiologicalResources ...... 3-4 3.1.4 Meteorology& Air Quality Characteristics . . ... 3-5 3.1.5 Noise Characteristics . . ... 3-5 3.2 Community & Sociol-EconomicCharacteristics ...... 3-5 3.2.1 Population ...... 3-5 3.2.2 EconomicStructure ...... 3-6 3.2.3 Energy ConsumptionsCharacteristics .. 3-6 3.2.4 Transport and Access Characteristics .. 3-7 3.2.5 Cultural Resources.3-7 3.3 The RRWP-UIAction Areas ...... 3-7 3.3.1 RehabilitationAreas .. 3-7 3.3.1.1 Rangpur-Saidpur...... 3-7 3.3.1.2 Dasurai-Natore.3-7 3.3.1.3 Natore-Rajshahi ...... 3-8. 3.3.1.4 Rajshahi-Nawabganj ...... 3-8 3.3.2 Overlay Areas ...... 3-8 3.3.3 The Realignmentand BypassAreas .. 3-8 3.3.3.1 Saidpur Bypass .3-8 3.3.3.2 Ghagot River RealignedRoute ...... 3-8 3.3.3.3 Dasuria Intersection .3-8 3.3.3.4 Natore Bypass.3-8 3.3.3.5 Rajshahi-NawabganjAlternate oute..3-9

4.0 ANALYSIS OF ALTERNATIVES ...... 4-1

4.1 Alternatives to Tbe Project .4-1

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TABLE OF CONTENTS Continued

4.2 Alternative Rehabilitation and Improvement Techniques ...... 4-2 4.3 Alternatives to the Bypass & Realignment Proposal ...... 4-2

5.0 MITIGATION & ENHANCEMENTRECOMMENDATIONS ...... 5-1

Overview ...... 5-1 5.1 Physical Characteristics ...... 5-9 5.1.1 TopographylSoils/Geology...... 5-9 5.1.2 Hydrology...... 5-9 5.1.3 BiologicalResources ...... 5...... 5-9 5.1.4 Meteorology& Air Quality Characteristics...... 5-9 5.1.5 Noise Characteristics ...... 5-10 5.2 Comnunity & Socio-Economic Characteristics ...... 5-10 5.2.1 Population ...... 5-10 5.2.2 EconomicStructure ...... 5-11 5.2.3 Energy ConsumptionCharacteristics ...... 5-11 5.2.4 Transport and Access Characteristics...... 5-11 5.2.5 Cultural Resources ...... 5-11

5.3 RRMP-II Action Areas ...... 5-12 5.3.1 Rehabilitation Action Areas.5...... 5-12 5.3.2 Overlay Areas ...... 5-12 5.3.2 New Alignnientand BypassProjects ...... 5-12

6.0 ENVIRONMENTALMANAGEMENT AND TRAINING ...... 6-1

7.0 MONITORING PLAN ...... 7-1

APPENDICES:

A. Referens... A-1 1. Documents.A-1 2. Personal Communications.A-2 B. Inter-AgencyCoordination ...... B-1 C. Sample TOR for Road Contracors ImprovementProgram ...... C-1

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LIST OF EXHIBITS

Exhibit Number Page

1. RRMP- AcdonArzas ...... 1-2 2. Realignment and Bypass Sub-Projects ...... 1-3 3. Wetad Areas - Rajshahi Division ...... 2-3 4. ForestAreas ...... 2-7 5. Urban Hierarchy Diagram ...... 2-14 6. Saidpur Bypass ...... 2-21 7. Ghagot Realignment ...... 2-22 8. Dasuia Intrstion ...... 2-23 9. Natore Bypass ...... 2-25 10. Rajshahi-Nawabganj Alternate Route.2...... 26...... 2-26 11. RHD Organizational Structure ...... 5-7

LST OF TABLES

Table Number Page

1. Threatened & EndangeredSpecis .2-10 2. Threatcned Animalsof Bangladesh...... 2-11 3. Key Demographic Indicators By Division .2-13 4. Summary of Recommended Actions .5-2 S. MitigationfEnhancementActions by EnvironmentalCriteria .5-3 6. RecommendedContract Provisions .5-7

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9~~~~~~~~~~~~~~~~ ENVIRONMENTALANALYSIS SECOND ROAD REHABILITATION & MASITENANCE PROJECT People's Republic of Bangladesh April 1993

1.0 INTRODUCTION

1.1 CONTEXT AND PURPOSE OF THE ENVIRONMENTALANALYSIS

This document presentsan environmentalanalysis of the SecondRoad Rehabilitationand Maintenance Project (RRMP-1I),a World Bank-fumdedproject for road improvements in the western portion of Bangladesh. The projectis conductedunder the auspicesof the Ministryof Communications,Roads and HighwaysDepartment (RHD). To facilitatethe envirounentalinvestigation process, the World Bankhas devised a three-part classificationsystem. Projectsdesignated as Category A require full environmental assessments (EAs) as that term is defined by the World Bank Operational Manual, Directive 4.01. Category B projects require a lesser level of environmentalinvestigation. Category C projects require no enviromnentalanalysis beyond that determination'. (Superscriptsrefer to End Notes at the conclusion of each section). Environmentalanalyses are part of project preparation. Like economic, financial, isitutional and engineeringanalyses, environmentalanalyses are the borrower's responsibility,but are undertakenwith the Bank's assistanceand guidance. RRMP-IIhas been classifiedas Category B. The terms of reference (TOR) specifyingthe level of environmentalinvestigation required by the project are discussedbelow.

The investigation focuses primarily, but not exclusively, on five sub-projects consisting of road realigmnentsand town by-passes in the northern and western parts of Bangladesh(Exhibit I and 2). Other than the five identifiedsub-projects, RRMP-- concentrateson improvementsand maintenance activities in designatedsegments of existingroad network, within the existing rights-of-way(ROWs). In additionto the five sub-projectsand actions withinthe existingROWs, however,road widenings,other earth-disturbingactivities and indirect impactswill occur outside the ROWs (e.g., borrow pits). The environmentalconsequences of all aspects of the project and related, off-site, indirect impacts are presented.

RRMP-ll is, as its name implies, a follow-on to RRMP-I which undertook similar activities in the northwesternpart of the country in two phases beginningwith the appointmentof consultantsin 1984. It is fundedby the InternationalDevelopment Association (IDA) and is a companionto a similarprogram in the eastern part of the ountry under the auspicesof the Asian DevelopmentBank (ADB). Additional project details are provided in the Project Description,Item 1.5 below.

The general purposes of environmentalanalyses such as this one are to improvedecision-making and to ensure that the project options under considerationare environmentallysound and sustainable; to recognizeenvironmental consequences early in the projectcycle and take these consequencesinto account in project selection, siting, planning design and execution; and to identify ways to improve projects emnvronmenally,by preventing,mmizing, mitigatingor compensatngfor adverseimpacts and avoiding the need for costly remedial measures after the fact. Environmentalinvestigations can also provide formal mechanismsfor interagency coordinationon environmentalissues; for addressingconcerns of

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1.2 TERMS OF REFERENCE FOR THE ANALYSIS

The nature and extentof the environmentalwork required in this instancehave been detennined primarily on the basis of an Aide Memoire prepared at the conclusionof a World Bank preapraisal mission in NovemberlDecember1992. As noted therein:

'While the Project is not expected to have major impacts on the environment, some furither environmental analysis is necessary in conjunction with the finalizing the feasibilitystudy for the rehabilitationcomponent (of the project). The environmental analysisshould exanine potentialenvironmental issues underthe project, concludingwith a plan for mitigating potential impacts and monitoring critical parameters during the project implementationand after completion. It should clearly indicatehow the designs and constructionspecifications will have envirommentalsafeguards. Particular attention should be given to those road sections followingnew aligznents."2

An annex to the Aide Memoire elaborates and states that:

The environmentalanalysis should examinepotential environmentalissues under the project, including, inter alia, drainage, wetlands, fisheries, trees and construction materials.' It also states that the analysis 'should clearly indicate how the designs and constructionspecifications will have envirommentalsafeguards, including actions to be incorporatedin constructioncontracts to mitigatepotential oDnstructionimpacts, such as borrow pits and worker camps. Measureto improve road safety should also be noted."'

In keeping with these terns of reference and on the basis of consultationswith concered World Bank officials in Washington in advance of field work, and consultationsand observations in the field, a comprehensiveapproach has been adopted to identifythe direct, indirect and cumulativeimpacts of all aspects of the project as will be described in Section3.

1.3 ORGANIZATION OF THE ANALYSIS

Althoughthe analysis does not constitute a formal EA, it is organized in the format as outlined for an EA in accordancewith the Bank's OperationalDirecive 4.01. Me remainder of the introductorysection in hand (Section 1.0) presents the project's Policy, Legal and AdministrativeFramework (Section 1.4) and Project Description(Section 1.5). as suggestedby OperationalDirective 4.01. This is followedby:

- Section 2.0 - Existing Conditions - an overview of the relevant aspects of the study area, includingthe rhabilitation and maintenanceareas in general and the five sub-projectrealignment and bypass areas in particular.

Secion 3.0 - Potenti Impacts - identification and assessment of the positive and negative impacts likely to result from the proposedaction.

Section 4.0 - Analysis of Alternatives - a discussionof alternativesto the RRMP-I1in general,

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altenative techniques, and alternativesto the proposed realigment and bypass proposals and alternativeswithin the details of the proposed program.

Sedion 5.0 - Mitigationtnnent Recommendatio_ - identification of actions as might be taken to minimizeadverse impactsor enhancepositive impacts.

Section 6.0 - Managenent and Training Recommendations. And;

- Section 7.0 - Monitoring.

Appendicespresent a list of references, includingboth documents and individuals consulted in -the process, and inter-agencycoordination.

1.4 POLICY, LEGAL AND ADMINISTRATIVECONTEXT OF BANGLADESH

The role of environmentalinvestigations in World Bank procedures has already been noted. In the absence of such a defined requirement, projects such as RRMP-I do not trigger a need for an 'enviromnental assessment', environmental impact statement or related requirement pursuant to Bangladeshilaw. That is not to say that envirommentalconsiderations would not be taken into account in decision. The considerationswould not, however, be undertakenin a structured or legally prescribed format. Procedures are generally left to the individual ministries. An enviromnentalcell has been created in the Planning Commissionfor projects requiring budgetary approval at that level. The Department of Environment reports that it 'suggests' environmentalimpact assessments for major projecs'

At least three administrativeentities are of primary interest in a discussionof environmentalissues in general and RRMP-II in particular:

- The Ministry of Environment and Forest which is the focus of environmental issues in Bangladesh;

The Ministry of Communicaions. Roads and Road Transport Division (RRTD), Roads and HighwaysDepartment (RHD) which is the proponentof the project. And;

- The Ministry of Local Governmentwhich assumes responsibilityfor physical planning at the "thana' (formerly referred to as *upazila') level.

Major activitiesof potential relevance in the context of RRMP-I are as follows.

1.4.1 Mnirstry of Environment and Forest

In addition to acting as the primary agency responsible for environmentalissues in Bangladesh. the Ministryof Environmentand Forest is a permane=tmember of the Exective Committeeof the National EconoIic Council, the major decision-making body for ewnomic policy issues and approves all public investnent projects. The Departmentof Environmentwithin the Ministryis the technicalarm responsible for environmentalplanning, management,monitoring and enforxcemet

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A National Environment ManagementAction Plan (NEMAP) has been prepared by the Ministry of Environmentand Fors, with UNDP support. Major environmentalproblems have been identified in the areas of land management,deforestation, fisheries, floods, and industrial pollution. A number of geographicareas have been selected where there is an immediateneed for remedial action to address problems. At present, the Ministry's Departmentof Environment(DOE) does not have the institutional capacityto address many of the problemsidentified by NEMAPand institution-buildingis the Plan's first priority. The ADB is supportingthe effort.

A National ConservationStrategy is also reported in preparation by the Ministry of Environment and Forest. The strategy will set out detailedmeasures to help conserveBangladesh's natural and biological resources. Preparation of the Strategy is being undertaken by the BangladeshAgricultural Research Councilwith financialsupport by the InternationalUnion for the Conservationof Nature (RUCN). Main problems as identified by the Government and donor agencies are increasing population densities, cyclones, floods and shortages of potable water, global warming and sea level rise, polLution,forest depletion,loss of habitat for endangeredspecies, and decliningfish yields.

The Department's current responsibilities include assessing and monitoring tasks such as on-site surveillance of environmental improvement components of development projects, promoting environmentalawareness through public informationprograms, and controllingand monitoringindustrial pollution. Consultationswith Deparunentof the Environmentofficials do not indicatethat they are taking an active role in monitoringRRMP, but are generallyaware of it. nhe agency presumablyplayed a role in the larger policy formulationof the Road Master Plan (RMP) wbich forms the context of RRMP and may become more actively involvedin RRMP if environmentaland resettement issues emerge (See discussionof Saidpur Bypass below).

1.4.2 Ministy or Connuunicatiom

The Ministry of Communications,the proponent for RRMP-II through its Roads and Highways Deparment (RHD), does not have a formal environmentalreview procedure. RRM actions and related actions have. however been developed in ;he context of the RMP with the assistance of the United NationsDevelopment Programme (UJNDP) and the ADB. Enviromental considerationswere an element in the developmentof RMP. Evidenceof environmentalactivities in other developmentprograms in other ministries has come to light and may be helpful in the developmentof RHD staff and contractor programs as will be discussed hereinafter.

1.4.3 Ministy of Local Goverment

The Ministryof Local Goverment, R"l Developmentand Cooperatives(MLGRDC) is responsiblefor local governmentadministation. The main burden fall to the 'thanas' which are the principal units of the local administrationsystem. Eac thana is headed by a civfl servant, the Upazila Nirbabi Officer (UNO) who is appointed by the government. Decisions concerning mral development have been devolvedto the thana and the UNO assists his offices for a wide range of activitiesinduding education, health, social welfare, cooperatives,agriculture, livestockand fisheries.'

No evidenceof active thana-levelinvolvement in the activities of RRMP, other than resettlement, has come to light. The Local Goverment Engineering Bureau is, however, responsible for physical planning,particularly at the upazila level and roads have an obviousimpact on both urban and nnra land

6 _ _~uwA-syMtj Peo'JkIspub&c f am#&" S.cKd RehaIiBmM. A dMaMO APO WA Famdbg PmvWadSy 7he Wal Am* ApIi 1993 PaRe 1-7 uses and other aspects of physical planning. Greater coordinationbetween RRMP and the Ministry of Local Government could work to the bettenrmet of both, as will be discussed hereinafter. Recommendationswill be made for greater coordinationbetween road constructionand impact areas, particularlyurban areas such as Saidpurand rural high intensitycommercial activity centcrs. As will be noted, these centers spring up in healthy economicfashion along the roads and are one of the indirect benefits of the program, but they do so without the benefitof sufficientaccommodation.

It is also of interestto note that the Bureau has drafted a documententitled Guidelineson Environmental issues Related to Physical Planning. The materialpublished by the Ministry of Local Governmentto sensitizeits staff to environmentalissues in the day-to-dayperformance of its duties, might also serve as a nucleus for similar efforts by RHD.

1.5 PROJECT DESCRIPTION

1.5.1 Context

Current RRMP activities are defined within the context of the RMP as noted above. The RMP incorporatesand is based upon the HighwayDesign and MaintenanceStandards Model (HDM)as devised by the World Bank7 . It deermined road investment recommendations by defining a basic grid on which the road networkwould be developedand establishinga methodologyto balancebetween investmentand maintenance,construction of various categories of roads, bridges and ferry services, rehabilitationand other activities. To do so, it undertook traffic studies, traffic forecasts, and various technical data collection,including vehicle operating costs, constructionand maintenancecosts, and road data including pavementwidth, curvatureand gradient, structure, etc.

To analyze the network, RMP grouped roads into categories and homogeneoussetions with similar characteristicssuch as traffic range, pavementtype, condition,structural strength, etc. Investmentswere defined on the basis of the HDM model to compare options. Economicallyoptimal strategies were selectedfor the full network. The options consideredconstruction of new road sections and alignments, widening of existing pavements, reconstructionwithin existing alignmentsto improve rcad standards, provisionof full strength overlays, periodic maintenanceoptions, etc,

1.5.2 Contracting of the Work

It is important to note that once identified and agreed upon, road improvements are executed by contractorsworking on behalf of RHD, rather than RHD directly. To provide for those improvements, RRMP-II is slated to:

* Supervise the project's civil works componentsover its four-year life, includingthe five sub- projects noted above, approximately200 kilometersof rehabilitation;2,000 kilometersof periodic maintenanceand customary routine maintenance.

* Prepare design, bid documentsand environmentaland resetlement action plans for the Nalka- Haikamrul-Bonpara Road, construction of which is needed in conjunction with the Jamuna Bridge, but which will be addressed by separate environmentalinvestigations at a later date. And;

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* Undertake additionalfeasibility studies for priority rehabilitationand upgradingworks in westem Bangladeshas may be identifiedduring the courseof the project.

In keepingwith the findingsof RMP and subsequentiterations of HDM, other than the five sub-projects indicatedby Exhibit 2 and detailedbelow, RRMP-JIwill be confinedin and adjacent to existingrights-of- way (ROWs) and will consistof two primary activities:

- Rehabilitation Activities. Rehabilitationactions will entail overlay and betterment activities which use the existingpavement and are containedwithin the embankanentsof the existingroads to the maximumdegree. Road wideningswill be undertakenwithin specifiedlimits as necessary to provide a uniform width. Earth-movingand tree removal occur in areas to be widened. Existing bituminoussurfacing materials are removed and all concrete, whether overlaid with bituminous materials or not, are removed and broken up for re-use. A new crushed bricklregulating course is provided with an asphaltic concrete wearing course. Roads are improved to accepted national standards, but in some instances road and shoulder widths are reduced to keep earthworks and clearance costs to a minimum and to simplify construction, provided that such reductions are consistentwith safety considerations. Restrictingearthworks and the removal and reprocessingof pavement materials simplifies contractor scheduling and reduces costs. It also avoidsthe environmentalconsequences related to earthworksand disposal of removedpavement materials. Because it uses the existingembankment wherever possible, the program restricts the clearingof trees and vegetationto whose areas in which it has been found to be necessaryto provide unobstructedshoulders and adequatehorizontal sight lines. When clearanceis required, actions are confined to one side of the roadway to minimizedisruptions. Improvementsto bridges and drainage structures are integral parts of the program.

- Overlay Activities. Overlayactivities generally consistof strengtheningof existingroads with an asphalt concreteoverlay in areas in which more costly workscannot be economicallyjustified. Significantwidening of pavementand shoulders is not part of these activities. Earthworksare minimaland disturbancesare containedwithin the existingrights of way.

END NOTES - SECIION 1 1. Data Sheet prepared 25 November 1992, The World Bank, as modifiedby commnentsdated 18 May 1993.

2. Aide Memoire, The World Bank, circa December 1992, Page 5.

3. Aide Memoire, op cit.

4. BangladeshEnvironmental Strategy Review, The World Bank, November 1991, page 3.

5. Ibid, Annex 2, page 1.

6. SouthwestArea Water ResourcesManaEement Plan page 23.

7. Aide Memoire, op cit., page 8. The Highway DesignMaintenance (HDM) Model is a computer model used to determineroad improvementoptions and the trade-offsbetween new construction and maintenanceinvestments.

EmWrmmueozalAnalysia People's Repic o tfBau"dsh S&cd RehYbuarm & Mairawc Prea MA Famdhg ovded By 7he World k 2

2.0 Existing Conditions - 2.0 EXISTINGCONDMONS

INTRODUCTION

Bangladeshis divided into four administrativedivisions: Dhalca, Chinagong, Rajshahiand Khulna. Each Division is in tum divided into several lesser units known as Districts, some of which have the same name and serve as the capitol of the Division in which they are located. lhe area to be addressed by RRMP-II consistsof two of these administrativedivisions:

U Rajshahi, the northwestportion of Bangladesh. Rajshahi Division is bounded to the north by the internationalboundary and submontaneregions of the Himalaya; to the south by the Ganges (called the Padma in Bangladesh); to the east by the Brahmaputra (called the Jamuna in Bangladesh);and to the west by the Bangladesh-Indiaborder. Districts within the Division includeDinajpur, Rangpur, Bogra, Rajishahiand Pabna. The area contains approximately34,200 square kilometersand over 25 million persons.

* Khulna, the southwestportion of the country. Khulna Divisionis defined on the north by the GangeslPadma;tie confluenceof the Ganges/Padmaand the Brahmaputra/JamunaRivers on the east; the state of West Bengal in India on the west and the Bay of Bengal on the south. Kushtia, Jessore, Faridpur, Barisal, Patuakhaiand KhulnaDistricts are includedin this area.

Environmentalconditions in the two divisionsdiffer somewhat, as will be noted below. This section of the analysis presents the general physical characteristicsof the two Divisions in Section 2.1 and a descriptionof relevant socio-economicconditions in Section 2.2. Details of existing conditionsin the ROWs designated for rehabilitation are presented in Section 2.3; the overlay areas are discussed in Section 2.4. Details of the five proposed re-alignmentsand bypasses are presented in Section 2.5. Potential impacts from the proposed action are discussed in Section 3.0 following the same numerical sequenceand format.

2.1. PHYSICAL CHARACTERISTICS

2.1.1 TopographylSoils/Geology

Topography: As is true for most of Bangladesh,both portionsof the potentiallyaffected areas are for the most part alluvial plains, the land form which dominates 90 percent of the country. Elevations sddom rise more than 10 meters above mean sea levd (msl). The only relief from the plains occurs outside of the potentialzone of influencein the northeastand the southeastcorners of the country where the hills follow a general north-south direction and rise to an average of 240 meters and 600 meters, respectively.

Although it also lacks significant hills or topographicrelief, the Rajshahi Division has some higher ground as much as 100 feet above sea level in the old alluvial deposits of the Bad tracts in the northwest. The hbulnaDivision. on the other hand is enirely alluvial plain less than 10 meters above msl which falls to the Sundarbansarea on the coast. The topographyof both areas are both flat and flood prone. As a result, roads are generally built on embankmentsand are often the most pronounced

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Geology: Like its topography, geology has a profound effect on the Bangladesh environment. Bangladeshhas virually no stone to be exploitedfor use as aggregateor building materials. It does, however, have a plentiful supply of clay, leadingto the making of bricks. Soils and days are extracted througha form of strip-miningand fired to make bricks in relativelysmall 'brickfields found throughout the study area. The RRMP adds to the demand for bricds as will be described in the Impacts Section (3.1). Other geological factors of note includethe fact that the study area lies within an active seismic zone and is mostly classifiedas mediumrisk. The northern part (around Kurigram) is a high risk area. Catastrophicearthquakes occurred in 1762. 1782, 1897 and 1950.1

In broad terms, there are three major geologicalformations in Bangladesh:

* Teiary Hill Sediments. These occur in the northern and eastern hill, includingthe districtsof Chittagong, Chittagong hill tracts and the northern border of Mymensingand Sylhet and are outside (tO the east of) the current study area. The tertiary hill sedimentscover 12 percentof the total land area of Bangladeshand are mainly comprised of unconsolidatedbeds of sandstone, siltstones, shales and some conglomerates.

* Madhupur Clay. Madhupur day underlies the Madhupur and Barind tracts in the center and west, includingRajshabi Division. It also occurs on the Akhaura terrace area and the summit of the Lalmai Hills in the east of Comilla in the eastern part of the country and outsidethe study area. The land form is laced with deep-cuttingchannels that in most cases do not flow year round. The unconsolidatedclay is highly sticky and good for road construction. And;

* Recent alluvium. These are the flood plain and estuary areas occupying the remainder of the country, includingmost of the Khulnaportion of the study area. They are seasonallyinundated, ranging in depth from one foot to between 10 and 12 feet depending on local topographic conditions. The are generally rich in agriculturalland and provide viable habitat for wildlife.

Soils: The prodominantsoil groups of Bangladeshinclude: grey floodplainsoils, grey and red-brown terrace soils, calcareousalluvium soils, basins soils and grey piedmontsoils. Grey and red-brownterrace soils, which make up about 17 percent of the soils in .ie country, are generally flood-free and poor in organic matter. In contrast, the vast majority of the country (83 percent) of the soil types are highly fertile.

2.1.2 Hydrlogy

Rivers and their impact upon the land are the defining features of Bangladesh. The outflow of water from Bangladesbis the third largest in the world, after the Amazon and the Congo systems. Its rivers are young and migratory. Many small lakes and ponds scattered around the country are created when branches of meandering rivers are cut off. Recent deforestation in Bangladesh and its neighborshas caused more water carrying larger amounts of silt to flow larger amounts of silt through the already burdened river systems, leadingto faster, shallower rivers more prone to flooding. Major floods occur every 2 to 3 years with flash floods in the north during the rains and major floods elsewherebetween August and October. Planningto containflood waters is impededby the fact that the county's fertility

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depends on regular flooding.

The Brahmaputra/Jamunaand the Ganges/Padmasystems are the two that define the study area. The Brahmaputra/Jamunaand lower Megha are the widest rivers, with the latter expanding to around 8 kilometersin the wet season; more when it is in flood. The GangeslPadma,which begins in the Indian state of Uttar Pradesh, enters Bangladeshfrom the northwestthrough the TajshahiDivision. It joins the Brahmaputra/Janunain the center of the country, northwestof Dhaka, at whichpoint the system fingers into many branches, all heading south to drain into the Bay of Bengal.

The hydrologicalcharacteristics of the Rajshahi and Khulna Divisionsdiffer somewhatbecause of their defining geographyand may be summarizedas follows, respectivdy.

2.1.2.1 The Rajshahi Division

Surface Hydrology: Rivers draining the interior of RajshahiDivision include the Atrai, the Nogor and the Hurasagar Rivers. Other than the rivers, there is little surface water in the Rajshahi portion of the study area2. Wetlandsand flooding,however, are importantconsiderations.

Welland Characteristics: The Rajshahiof the study area containsan area of 'beel' (i.e., swamp or seasonal lake) wetlands, referred to collectivelyas the Chalan Beel, an internationallyimportant wetland for migratorybirds and fisheries. The beel is believedto have been formed due to seismic events in 1762 and 1782, high rainfall in 1878, and the westward shift of the Ganges/PadmaRivet'. The Chalan Beel is fed by storm runoff, inflowfrom the Atrai and backupfrom the Brahmaputra(through the Hurasagar). Wetlands in this area have been reduced by poldering and drainagefor agriculture. The Atrai basin has experiencedseverely depleted dry scason base flows, possiblydue to extensivegroundwater development for irrigation in the 1980.d World Bank reports' indicate that, althoughonce an important wintering area for ducks, geese and shorebirds, the Chalan Beel now covers only a quarter of the area thw it covered 15 years ago (Exhibit 3).

Flood Characteristics: Floodingproblems in the Rajshahiare primarilyin the eastern and southernparts of the Division and the result direct rainfll, drainage congestion at the Hurasagar River outfall, and overbank flow from several major regional rivers, most of which drain into the JamunalBrahmaputra. Backwaterand flash floods are problemswithin the Atrai systemand originatein the Himalayanpiedmont and the Barind tract.

Control of flooding by the J Brahmaputra on the eastern boundary of the Division has been attemptedby the 220 kilometerBrahmaputra Right Embanknent (BRE)built in the 1960sto protect some 200,000 hectares of land from overbank flooding. Localizedfailures of the BREhave allowed floods in the eastern part of the Division. Tlere was extensivedamage to crops and property during the 1987 and 1988 floods. Strengtheningof the BRE is a major element of the Flood Action Plan (FAP), a major program undertakento alleviateflood problemsthroughout the country. It is reported that the BRE does not significantlyimpede drainage which is generallyparalle to the river in the protected area. The BRE is exposedto erosion by the river; river training works to protect the bank are charcterized by FAP reports as only partially successful.'

Major floods severely impactedthe Rajshahi Division in 1987 and 1988, the latter being the larger and was causedby the simultaneouspeaking of the JamunalBrahmaputraand the GangeslPadinaRivers. The

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Ewgaja8papcf _ Sew_udRdmAhIDsaU,4 H~,euwe .~ua 3* Fwdi h, D~<_dgi Ike Wadd 3in,k AP4 1993 Pae 2-5 floods caused widespread damage and destructionof RRMP roads. Several segments of the Phase I rehabilitated NS, the primary transportation link for the region, were inundatedor destroyed by the floods, promptinga reviewof the rehabilitationdesign to assessthe ability of the road to withstandfloods of a similar magnitude. The evaluationfound the original drainage design to be inadequate. Original designs were based on the assumptionthat recent and planned flood control, drainage and irrigation schemes would limit future flood flows and safely rejulate rainfall runoff in the southern part of the Division. The designprofile grade line elevationswere lowered and existingbridge and culvert openings were eliminatedor reducedto accormnodateonly local drainage. The assumptionwas appliedthroughout the area. Culverts were programmedfor replacementwith structures of smaller capacity. No new drainagefacilities were provided. The premise proyed ill-founded.

The worst damageoccurred because culverts were too small and too few as a result of the assumption. Accordingly,in areas of high flood risk, RRMPpractice has changed to the use of larger capacity box culverts based on revised design standards. Rather than reducing the capacity of openings as had previouslybeen the case, the general policy was changed to replace existingculverts with the same or greater capacity. The road sections designated as flood-pronewere provided with additional cross- drainage capacity. Other portions of the road where significant damage occurred or where there was evidenceof drainagecongestion were given specialattention. In areas of flat terrain equalizersor relief culverts are now provided at regular intervals. A detailed culvert schedule was prepared. Additional detail in regard to potential impactsas a result of these program revisionsare discussed in Section 3.1.

2.12.2 Khulna Division

Surface Hydrology: The Khulna Division is fingered by a great number of distributor channels extendingfrom the Ganges/PadmaRiver to the Bay of Bengal. The Gorai and the Madbumatiare the most notable. Much of the Divisionis marhland or densejungle. The southern area is dominatedby the Sundarbans,a hugh tract of waterloggedjungie.

Wetland Characristics: Much of the Khulna portion of the study area is classified as wetlands, including rivers, streams, shallow fresh water ponds (hoars and beels), water storage reservoirs, seasonallycultivated plains, fish ponds and mangroveswamps. Mangroveforest of the Sundarbansare largely intact in the southernpart of the region and includea rich variety of tree species, induding the Sundri (Heriterafomes) for which the region is named.

The Sundarbansare a unique and valuable ecosystemof mangroveforest that present changingpaterns of plant communitieswhich vary accordingto salinity, drainage levels and seasons. It constiutes the largest natural habitat in Bangladesh and, together with the Indian Sundarbans, forms the largest mangrove forest ecosystem in the world. It is an open system, linked upstream with the land and downstreamwith the sea. Nutrientsare derived mainlyfrom upstreamcatchments or tidal floodingwhile organic materialsare trasported seaward. The Sundarbansis an imporunt environmentalresource from many perspectivesand essentialto the survival of the shrimp industrywhich relies on the captureof post- larval shrimp found in the brackisb areas of the delta.' The system is under considerablethreat due to reductions in freshwater flushing action caused by upstream abstractions (most notably at Farakka), poldering, over exploitationof wood resources, increasedagriculture and increasedsiltation. It is a protected area under the purview of the Forest Departmentand has been managed as a forest reserve since 1817 accordingto one reporte and 1878 accordingto anothee. It is in any case, consideredto be one of the oldest managed forest areas in the tropics.

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Modification or degradation of this unique naural resources would have severe environmental consequences.

Flood Chamcteristics: The KhuluaDivision floods througb openingsin the river embankments,ponding of direct rainfall(often exacerbatedby low gradients and degradednatural drainage networks), overflows from distributorchannels, and drainageobstruction by road an rail embankments. Storm surge floods occasionally affect the southern tidal floodplain, generally either before or after the monsoon. Embannmentsprotect the coastal polders from water incursions and require maintenance and repair. Polders in the in the Satkira-Khulnaarea have resulted in sedimentationof some coastal creeks and rivers.

Sand depositionsand water hyacinthare long-standingproblems which have been exacerbatedby past water control works in the region. Salinity intrusion is a growing problem in the dry season due to declining freshwaterinflow, a result of upstream depletions and siltation of previous offtakes from the Ganges/Padmasuch as the Gorai and the Arial Khan.'°

2.13 BiologicalResources

Flra: Major forest areas of Bangladeshare indicated by Exhibit4. About 10 percent of the country is still forested. Half of the remaining forest is in the ChittagongHill Tracts and a quarter in the Sundarbansand the rest scattered in smallpockets throughoutthe country." Even away from the forest, Bangladeshboasts many trees, includinghugh rain trees and spectacularbanyan or worshot trees. Teak was introducedinto the ChittagongHill Tracts in the last century. The most common tree is the mango and small orchardsdot the country, especially in the north. Recent road-side tree plantings are found along all roads throughoutthe study area.

Predominantvegetation comunuities within the potentiallyaffectd zone are dassified as:'

* Tropial Dry Forest mostly in isolated stands of trees with a few intact woodlands in the Barindareas of western Bamgladesh,generally in areas with less than 50 inchesof annial rainfall. Most of the tropical dry forest have been eliminatedfrom Bangladeshand replaced by irrigated agriculturalfields. Isolated native trees are occasionallyseen in the Barind area within the RajshahiDivision, but no extensiveforest lands remain (Exhibit4).

* Cultivated Homestead Woodlands: planted dosed canopy, stratified stands of fruit, fodder, timber and fuelwood trees are found within and adjacent to setdement areas throughout Bangladesh. This classificationcomprises the majority of the tree cover of the country and providesa rich source of ecologicaland ecnomic security for settled areas.

* Herbaceous Wetlands: dominant vegetation is sedges and rushes found in small, mosdy disruptedcommunities throughout Bangladesh.

* Mangrove Woodlands: extensivedosed canopy stands of wedands in the Sundarbansand along the southeasten coast near Cox's Bazaar.

Tropical EvergreenForest are also found in Bangladesh,primarily in the ChitlagongHills and lowlands of the southeast Sub-TropicalDeciduous Forest are found primarily in very isolated stands north of

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Dhaka and in the Sylbet region, outside the study area. The Forest Departmentadministers the forest reserves through 6 'Forest Circles'. Portions of the KhulnaDivision are covered by the Jessore Forest Circle and the PlantationCircle, the later of which has responsibilityfor the SundarbansForest Reserve and the coastal plantations.'3

No threatened or endangered plants are on the United States Fish and Wildlife (USFWS) list for Bangladesh. The Conventionon InternationalTrade in EndangeredSpecies of Wild Fauna and Flora (CITES)list includes certain orchards and other species of internationalcommercial significance. The InternationalUnion for the Conservationof Nature (IUCN) also has identified some threatened plants. Substantialplant distributiondata is availablein the nationalherbarium, but is reportedlynot synthesized and supplementedto evaluate the status of rare plants. In the absence of such an analysis, definitive determinationsare not possible."'

Fauna: The Sundarbans in the Kbulna portion of the study area is the home to the world's largest populationof Royal Bengal tiger (Pantheratigris), the only geneticallyviable tiger population. No other habitat is sufficient to sustain a large enough breeding population. Althoughthere are approximately 4,000 individualselsewhere in Asia, they live in relativelysmall populationsin isolatedhabitats. Only the Sundarbans provides a large enough habitat to ensure the longterm survival of the tiger in the wild".

Althoughtigers are almost exclusivelyconfined to the Sundarbans,Bangladesh is also home to others of the cal family like the cheetahs, leopards and panthers. Other large animals include Asiatic elephants (mostly migratory herds from Bihar) and a very few remainingblack bears in the ChittagongDivision, wild pigs and deer. Monkeys,otters and mongoosesare some of the smaller animals. There were once wild buffalo and two species of rhinoceros, but all became extinct in this cenury. Reptiles includethe sea tortoise. mud turtle, river tortoise. pythons, crocodiles and a variety of poisonous snakes."6 The Sundarbansare also considered to be amongthe best habitat for the endanger estuarinecrocodile.

There are more than S00 species of birds, of whichtwo-thirds are resident. Tbe best known is the mynah of which there are six different varieties. The migratory and seasonal birds are predominantlyducks, whichare hunted on the flooded fields. Varietiesof kingfisherand the fishingeagle are seen around the water. The World Bank reports that 18 species of animalshave been lost in this century in Bangladesh and 130 are endangered, includingelephant, leopard, gaggetic dolphin, and the White-wingedWood Duck. Three hundred species are consideredrare or of doubtful occurrence.17

Table I lists endangeredspecies listedby the Departnent of the Interior, United States Fish and Wildlife Service (USFWS) for Bangladeshand/or surrounding regions. Few of these species still have viable populationsin Bangladesh. Table 2 indicatesadditional declining and/or at risk species identified by the IUCN. Most of the USFWS-listedspecies are upland forest species. RiverineWfloodplainspecies are indicatedby an asterisk.

2.1.4 Meteorology& Air Quality Charderistics

Litle empirical data in regard to air quality in Bangladesh has come to light in the course of the environmentalinvestigation. The North West RegionalStudy of the Flood Action Plan (October 1991) notes dtat ground levels of rural aerial pollution from local sources are low in Bangladesh,but that the output from industrial and urban areas is growing and the pace of nural mecanizaion has increased

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TABLE 1

ENDANGERED & THREATENEDSPECIES

LlSTED BY THE USFWS FOR BANGLADESH& SURROUNDINGREGION

COMMON SCWENTIFIC HISTORIC STATUS NOTES NAME NAME RANGE Elephant, Elas maximus South-centraland E Forested Asian SoutheastAsia habitats.

Rhinoceros, Rhinoceros Lndonesia.Indochina, E Extirpated Javan sondaicus Burma, Thailand, Sikim, Bangladesh, Malaysia Rhinoceros, Dicerorhinus Bangladeshto E Extirpated Sumatran sumatris Vietnamto Indonesia Seledang Bangladesh,SE Asia E Extirpated

______In d ia______Banteng Bos SEAsia E Extirpated Deer. Eld's C ddius |dIndia to SE Asia Brow-andecred| _ Goral |leoaadsor |East Asia | E

Serow Caricornis SE Asia, Sumatra E Relatively sumatraeni commonin remote

______~~~~~~~~~~Chittagong Duck, white- Carina sutalata India, Malaysia, E About 20 left in winged Indonesia,Thailand 1982,mostly in wood Pablakali WildlifE Sanctuary Greenshank Tringa uni USSR, Japan, E Nordmanns Malaysia,Borneo *Crocodile, CrocodylusRalustri India, Pakist Iran, E Possibly mugger Bangladesh exireL

I __

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COMMON SCIENTIFIC HISTORIC STATUS NOTES NAME NAME RANGE Gavial Gavgalis gLanticus Pakistan, Burma, E Ten parties in Bangladesh, India, Padma & Nepal lamuna River

______system s. Monitor, Varanus benealens Iran, Iraq, India, Sri E Bengal I anla2 Malaysia, Afghanstan,Burma, Vietnam, NE India Monitor, Varanus flavescens West Pakistanthrougb E Widespread, yellow Indiato Bangladesh huted. Python, Indian |Bho molurus | Sri Lanka and India E Sundarbans. Terrapin, Batagur Malaysia, Bangladesh, E river Burma, India, Indonesia Tunid, black Trionyx niglicans Bangladesh E Extinct in the sofRshell wild. !Turle, Trionxb humm India, Bangladesh E Bramaputra& ipeacock Ganges Systems. softshell Tunle, three- Manochelys Central India to E Poorly knGwn, keeled Bangladeshand Burma upland forest Asian habitat.

Notes: E = Endangered. T = lhrened. ' = riverinelfloodplainhabitat

Source: ProgrammaticEnvironmental Assessmet of the USAIDIBangladeshIntegrated Food DevelopmentProgram, January 1991.

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TABLE 2

TEATENED ANIMA1S OF BANGLADESH ON THE INTERNATIONALUNION FOR THE CONSERVATIONUNION RED LIW NOT THE US FISH AND WIDLIFE SERVICE LuST

SCIENTIFIC NAME COMMON NAME SIATUS

Platanistagangetica Ganges Rover Dolphic V

Orcaellabrevirostris Irrwaddy Dolphic K

Aonyx cinerea OrientalSmall-clawed Otter K

Pelecanusphillipensis Spot-billedPelican K*

Leptoptilosdubius Greater Adjutant Stork K'

Francolinusgularis Swamppartridge K'

Perdicula manipurensis ManipurBush Quail Ks

Helopais personata Masked Finfoot K*

Houbaropsisbengalensis BengalFlorican E

Pellorneumpalustre Marsb Babbler K'

Garrulax galbanus Yellow-hroamedLughingmhrusb K*

Kachugakachuga Red-crownedRoofed Turtde I

Indotestudoelongata ElongatedTortoise K

Croccodylusporosus Esturine Crocodile E

Note: Ex = Extinct E = Endangeredso that survival is unlikelywiihout intervention. V = Vulnerableor Threatned. R = Rare and/or at risk. I = Intermediate; knwn to be decliningor at risk, but severity unknown. K = Suspectedto be decliningor at risk, but status unkmown. K = Suspectedto be decliningor at risk and currentlyunder review.

Source: ProgramAtiC E Asessmentof the USAID/BangladeshIntegrated Food DevelopmentProgram. Jauiary 1991.

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The climate of the area is categorized as subtropicaland tropical with temperatures ranging from an averagedaytime low of 21 degrees C in the cold season to a top of 35 degrees in the hot season. Annual rainfall varies from 1,000 millimeters(mm) in the west to 2,500 in the southeastand up to 5,000 mm in the north near the hills of Assam. Three-quartersof the annul rainfall occurs between June and September. 90-95 percent humidity in the hot season is common. The humidity remains high year round, producing thick fogs in winter. Bangladeshis affected on average 16 times per decade by cyclones which form in the Bay of Bengal during the monsoonseason. The tropical cyclones hit the coast, usuallybetween Calcutta and Cox's Bazaar,with winds up to 100 kilometers/hourand storm tides that devastatethe coastalplains and villages. Bangladeshhas three main seasons: the monsoonor 'wet' season from mid-Juneto mid-October;the 'cold' season from mid-Octoberto the end of February; and the "hot season (known in Bangladeshas the little rainy season') from March to the end of May."

The study area, particularlyin the north, has considerablyless rainfall than other parts of the country. Annual rainfall varies from 55 inches per year (1,400 mm) in the western region of Rajshahi to 228 inches per year (5,800 nun) in Sylhat in the northeast0

2. LS Noise

No empiricaldata in regard to noise has come to light in the course of the environmentalinvestigation. Traffic noise in major cities is often significant.

2.2 COMMUNITY & SOCIO-ECONOMIC CHARACTERISCS

2.2.1 Population

The study area houses a hugh population of about 45 million persons in a relatively small xnd environmentallysensitive area. Bangladeshis one of the most densely populatedcountries in the world, excludingcity-states such as Singapore. The 1981 census indicated a populationof 89.9 million. The populationwas estimatedas 100.5 million in 1985, with a populationdensity of 1,760 persons per square mile. The 1991 census reports a population of 107,992,940 million persons. Key indicators by Division for 1991 were as indicatedby Table 3.

The populationis evenly distributed geographically,although the Dhaka and ChittagongDistricts have the highesttotal numbers. Cities are growing at a faster rate than mral populations. The total population is expected to be greater than 140 million by the year 2000 and at the current growth rate will not stabilize until exceeding340 million.21

Urban agglomeraions are expected to increase to 37.5 million in 1995 and annual urban growth rates have been recorded as 105 percent'. comparedto an average populationgrowth rate between now

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TABME3 KEY DEMOGRAPHIC INDICATORS BY DIVISION

LOCATION AREA HOUSEHOIDS POPULATION HH SIZE DENSITY l ______(HH)(000) (000) Bangladesh 134 19,617 107,993* 5.34 781 Rajshahi 33 4,923 25,432 5.17 751 Khulna 28 3,715 19,966 5.37 714 Dhaka 30 6,220 32,270 5.19 1,070 Chittagong 42 4,758 27,096 5.69 640

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estimatedas 2.01 percent, on the basis of the 1991census. Bangladesh'surban populationis consideredto be low by world standards, but is believedto have experienceda surge in its rate of urbanization.' The urban populationis expectedto reach 35-40 millionby the year 2000. Recent populationdata sufficiently disaggregatedto determineoverall, urban and rural populationgrowth in the study area has not come to light in the course of the analysis. The hierarchy of urban places based on 1981 data (Exhibit 5) is probably indicativeof relative distributions,except that Dhaka's dominancehas probably increased.

RajshahiDivision has somewhathigher densitythan Khulnaand a somewhatsmaller householdsize. The populationof the KhulnaDivision is growing at 1.89 percentper anm, comparedto 2.01 percentfor all of Bangladesh. 89 percent of the populationlives in niral areas and 1I percent in urban areas.

Populationresettlement will be necessary in conjunctionwith the five sub-projects as detailed in the individualsub-project descriptions, Section 2.3.

2.2.2 Economic Structure

The economy o the study area, like most of Bangladesh,is an overwhelminglyagricultural. In 1985, industries accountedfor approximady 9 percent of the country's Gross Domestic Product (GPD) and 20 percent of employment. The trade and services sector provided about 40 percent to GDP and 18 percent of total employment. Agriculture'scorresponding shares were 51 percentof GDP and 61 percent of overall employment.25

Approximatly 86 percent is engaged in some phase of crop production, storing, transportation, processing or marketing. Both portions of the potentiallyaffected area are believed to be generally reflectiveof the nationalstatistics. Rice production is the primary economicactivity. Sugar and tobacco crops are common. Homesteadplots are maintainedfor fruit, vegetable, poultry, livestock, and other wood product needs. Common cotage industries includeweaving, basket-makingand brush making,

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2.2.3 Energy Consumption Charcteristies

Domestic energy use in rural areas accounts for 73.2 percent of the total energy consumption in Bangladesh. More than 80 percent of the energy sources are based on biomass fuels. Principal fuels include collected animal dung, crop residues (especiallyjute) fudlwood from clipped brancbes and kerosene. Agricultural residues constitute 66.4 percent of rural energy use, with fuelwoodand dung contributinganother 17.2 and 16.2 percent, respectively.

The use of wood for fuel cetain purposes, particularlythe firing of bricks, is a major issue in the study area. Althoughthe practice is officially banned, its practice is widespread(See End Notes).

2.2.4 Transport and Access Cbaracteistics

One of the most obvious, but critical, aspects of Bangladesh's roads is that virtually all are built on embankmentsbecause the country is flat and floodprone. Many of the vehicles using the roadways are not motorized. Trishawsand bullock carts are conunon. The physicalgeography greatly influencesthe traffic pattern and modes. Traffic is carried by waterwaysin the central and southern regions; road tansport and railways carry most of the traffic in the north and northwest. The constructionof roads and railway lines movingeast-west is generally more difficultand expensivethan north southbecause of the drainage patterns and river crossings. Approximately 15,000 kilometers of roads in various classificationscome under the managementof RHD.

Networking: Road networks in the Rajshahi and Khulna Divisionsare considered generally good in extent. but in poor condition with narrow pavements. The fact that the network-is basically sound supports the approachof RRMP and has been verifiedby the RMP as noted by the introductoryremarks. Roads are numbered with national roads caring a prefix of N and a one or two digit mumber;regional roads have a prefix of R and a three digit number; Feeder roads have a prefix of F and four digit number.

Pavements: Pavement types in the study area vary and include concrete, double bituminoussurface treaument(DBST) and penetrationmacadam. Conditionsvary from total failure to fair. Widths range from 4 to 8 meters. Horizontal alignments are fair. Travel speeds of 80 kilometers per hour are obtainableand are more dependenton pavementconditions than alignment, except at some bridge sites and in towns and villages. Vertical aligments sometimeslie below the level of the surroundingpaddy fields. Improving the vertical alignment generally requires additional cross drainage structures. Shoulderstend to the most neglected part of the road structure due to poor construction(e.g., granular material and insufficientcompaction); bullock carts using the shoulders during the wet season causing rutting; and buses and trucks traveling on the shoulder to avoid overloaded rickshawswhich can move only on the paved surfaces.

Bridges & Other Drainage Structures: Problemswith existing bridges include:scour around abutments and piers; settlementof approaches;erosion behind wingwalls, etc. Until recendy, box and pipe culverts in some areas indicated little evidence of routine mai ence such as the clearing of weeds and vegetation. Common problems include failing of masonryheadwalls and erosion at the inlets/outlets. Problems related to bridges and other drainage structures in Raishahi Divisionduring earlier stages of

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RRMP are discussed in terms of floodingcharacteristics above.

Trffic Growth Rates: Both freight and passengertransport are reported as growing at a rate between 5 and 6 percent per year. The rate of growth of road transporthas been greater, particularlyin freight, due in large measure to the declineof the raiway systemand lower growth of water transport. The RMP estimatesthat rail traffic will do no more than maintain its present position in the next decade and water transport will contimueto grow at slightlybelow the overall transport demand rates for both freight and passenger.2

River Transport: River transport is an importantmode of transportation in the IChulnaDivision, less so in the RajshahiDivision. It is the only form of transportationin some portions of the southwest, but has suffered decline and is likely to experience further declinesfor reasons over which Bangladeshhas no control. Withdrawals at the Farraka Barrage during the dry season has created conditions for abnormal deteriorationof waterways. In spite of these problems, country boats play an importantrole in river transportationand are consideredto be underestimatedin their importanceto the economy.'

22.5 Cultural Resources

Bangladesh is exceptionallyrich in archaeologicalwealth, especially of the medieval period during Muslimand pre-Muslimrule. Protectionof cultural resourcesis the responsibilityof the Departmentof Archaeologyunder the Ministryof Culture. Becausethe project is confinedprimarily to existingROWs, it presents little potential for direct adverse impact to cultural resources, except as may be encountered in the bypass and realignmentareas discussedbelow. Saidpur Bypass shouldbe particularlynoted.

2.3 The RRMP-11ACTION AREAS

2.3.1 Rehabilitation Action Areas

Locations of the rchabilitation areas are indicated by the foregoing Exhibit 1. The locations are preliminary and may be subject to some modifications, but are not expected to alter substantially. Existingconditions in the areas indicatedfor rehabilitationart described in general terms above, and in specific terms for each roadway as follows, based on earlier RRMP reports and environmentalfield investigations.

2.3.1.1 Rangpur to Saidpur

The Rangpur to Saidpur road runs generally from east to west. l 8e easterly 7 kilometers of the road drain to the Ghagot River which runs dose to the road and passes southwest of Rangpur. The River appears normally controlledfor irrigation purposes, but can take substantialflood flows.

The remainder of the road crosses a series of fairly wdl-defined rivers flowing from north to south, eventuallyjoining into one south of the road. The main river crossing is the Jamuneswariand is bridged by a major structure. Two substantialnew bridges have been constructedalong this section of the road in recent years, apparentlyat the instigationof the BangladeshWater DevelopmentBoard to span future irrigation canals.

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The width of the existing embankmentvaries between 8 and 12 meters, with an average width of 9.5 meters. About one-third of the length is less than 9 meters wide. Narrow sections are generally coincidentwith relativelyhigh embanknents. Shoulderwidths are generally 1.5 to 2.0 meters on either side, but are less on the higher embankments. *Thehorizontal alignment is generally fair, with sharp bends occurring on the outskirts of Rangpur and the approachesto the Ghagot Bridge. The vertical aligment is generallygood, but sub-standardat several bridges.

There are some mature trees along the road and extensive areas of sioaller trees and shrubs on the embankmentslopes. There is often only 8 to 9 Laetersof space rttween the trees on either side of the Road. Wideningthe road to acceptablestandards will have an impact on the vegetation in thcse areas as discussed in Section 4.0. The SaidpurBypass is located at the western end of the reriabilitationarea. The realignmentat the GhagotRiver crossing is within this r&.abilitationsegr.ent.

23.1.2 Natore-Dasuria

The Naiore-Dasuria existing roadway is in the wilands area collectively Chalan Bed. Existing conditionsalong the Natore-DasuriaRoad indicatethat the southernthird of the road drains from west to east toward the Atrai systemand there are poorly drained, presumablywedand and presumably flood- prone lands to the east of the road. For the remainingtwo-thirds of the road, waterwaysintersecting the road appear to be controlledfor irrigationpurposes.

The road has an existingembankinent which varies hbnvcen9.5 and 13.3 meters with an avsage width of 11.5 meters. Shoulderwidths are rather variableand the existingpavement is not typically centered in the existing embankment. The horizontal alignment of the existingroad is fairly good, with sharp bends occurring at approachesto bridges. The vetical alignmentof the existingroad is generally good. However, vertical sight distances at most bridges are sub-standardand the combiiatior. of poor sight distances with narrow bridge width occurs in several places. There are trees and shrubs along the embankment slopes throughout the length of the roadway. Some large mature trees are within the shoulder of the present road. The Dasuria Intersectionis the point at which rehabilitationof the Natore- Dasuria Roadjoins the completedRR?MP-I improvements. Tne Natore Bypassoccurs at the western end of this seg-zr>¶tt.

23.13 Natore to Rajshahi

The Natore to Rajshahi road runs generally east to west and ends at the banks of the GangeslPadmaat Rajshahi.

Within the easten two-Eiirdsof the area, the main river systms are the Baral to the southare understood to from east to west to join the Padma and a series of poorly definedwaterways to the north which flow from north of Rajshahi in a generally north-esterly directionto discharge eventuallyinto the Atrai and associated rivers. Flows in the immediatevicinity of the road are understoodto be north to south, discharging into the Baral. At time of peak flow, however, flows in the Ganges/Padmaare reported to have occurred from west to east in the Baral and then south to north across the roadway. To the east of Puthia, the River Hoja (Musakhan)flows in a fairly well definedchannel. West of Puthia drainageunder the road is very poorl) 1efinedand for the 12 kilometer lengthof road through Baneswar^o the railway line there are no clearlydiscernable channels on the maps. Drainagedemands on this 12 kllometer length are substntial. It is assumedthat there have been significantflood flows. Drainagediroughout the area

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The widthof the existingembankment varies between9 and 13 meters, with an averageof 11.75 meters; only short lengths fall below 10.5 meters. Shoulder widths are variable; the existing pavement is generally not centered on the embankment. One shoulder is typically3-4 meters wide; the other 1-2 meters. The horizontal alignmentof the existing road is generallyfair with sharp bends occurring in a few areas. Bends near the MusakhanBridge (N6-C-20)and for three kilometerscentered on Shibpur Bazar are very tight. Tbe vertical alignmentof the existingroadway is generally good. At most of the bridges, however, deck levels are currently about one meter higher than the road on either side due to the fact that their heights have been establishedto ensure adequatedrainage. Verticalsight distances are poor. The situation is particularlydangerous, but will be alleviatewhen the road improvementsare put in place.

There are substantialnumbers of large mature trees within the shoulder of the present road; some are very close to the existingpavement. Trees are present throughoutthe road length, but are most frequent on the outskirts of Natore and Rajshabii. Recentlyplanted trees and shrubs are generally close to the embankimentedge and on the embankmentslope. The existingpavement consists of an originalconcrete strip widenedon one or both sides to give a total width between 5.6 and 6.5 meters. The concrete strip has been broken our during reconstructionin some areas, but significant lengths of overlaid concrete remain.

2.3.1.4 Rajsh2hi-NawabgaqJ

The Rajshahi-NawabganjRoad is approximately48 kilometers in length and followsthe slight natural levee to the GangeslPadmaRiver for about half of its length. It then turns in a more north-westerly direction parmeldto the River Mahanandathrough Godagari to reach Nawabganj. The Padma/Ganges and the MahanandaRivers dominate the drainagepatterns in the area of the road. About 5 kilometers inland from the road and generally parallel to it - a rather poorly defined drainage system, possibiy wetlandsbut mainly used for agriculture, runmng tist-west, passingto the north of Rajshahiand finally discharginginto the Atrai River system further to the northeast. The drainage systemis not believed to affcct the road, except for the area between kliometers3 and 10 out of Rajshahi where flooding could back up to the road aligmnent. The road between Kilometers 18 and 25 is very close to the Ganges/PadmaRiver. This section of road has extensivevillage developmenton either side of the road, impiyingthat the river bank is reasonablystable, but there are signs of erosion.

The road alignment is poor with many small curves. Embanikmentheights are inadequateover at least 50 percent of the length. Pavement widthsare narrow throughoutwith some sectionsof 3 meter side concrete strip remaining. There are records of flooding in several areas, although in most cases it is probablydue to local drainageproblems. Floodingin areas beyondGodagari, however, appears to occur regularly and some lengths are being raised under a Flood RehabilitationProject.

There is littleor no embankmentto this road for about one-thirdof its length and somesections are below the adjacent fields. The lengdt withoutembankment is approximately8 to 26 kilometersout of Rajshahi and includessections close tOthe GangeslPadmaRiver. The -wvidthof the embankmentwhere it does exist varies between 8 and 13 meters with an average of 10.4 meters. OnIVshort lengths fall below 9 meters. Shoulderwidths are variable, averaging2 meterswhae the road has been widenedand with one shoulder

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of 4 meters where wideninghas not occurred. The horizontalalignment of the existingroad is generally fair, but bends which do occur are very sharp and completelyunplanned. Almost all S-bends and windingsections occur alongthe length withoutembankment. The vertical alignmentis generallygood.

There are relativdy few trees alongthe alignmentof the road and only isolatedlarge trees are withinthe presentshoulder. Conditionsin portionsof this segmentof road have lead to a proposalfor realignment in a considerableportion as part of the RRMP-IIactions, as well as dte proposed rehabilitationactivities.

23.2 Overlay Areas

The overlay areas preliminaryidentified for the purposesof the analysisare indicated by the foregoing Exhibit 1. As indicatedby the Exhibit, the roadwaysdesignated for overlay are preliminaryand may be modifiedduring the courseof the projectdue to budgetand other considerations. Such modificationsare not expectedto materiallychange the potential environmentalimpacts of the project.

Overlay activitiesare expectedto be completelyconfined to the existingROW, with virtuallyno changes to existing embankments. Documentationof existingconditions in these areas other than that providqd by the Road Master Plan (RMP) has not been required as was the case for the rehabilitationareas discussed above, or the realignmentand bypass areas discussed below, both of which require earth disturbingactivities.

Because of the limited natLureof the work to be undertakenin the overlay areas, detailed inventories, descriptionsand field notes are neither necessarynor availablefor these areas. The descriptionof the Rajshahiand KhulnaDivisions provided above provide the existingconditions for the analysis.

233 The New Alignment and Bypass Projects

233.1 Saidpur Bypass

Existing conditions of severe congestion and at times virtual immobilityalong the current roadway through Saidpurhas promptedconsideration of a SaidpurBypass. The existingroad forms centerof the town commercialactivities. The length over which this congestionoccurs is quite short, only 1 to 1.5 kilometersand is caused largelyby non-motorizedtraffic.

Two alternativebypass routeshave been subjectedto economicanalysis as illustratedby Exhibit6. They are:

* The Southern Ali nent - approximatelyfour kilometers through semi-urban areas and one kilometer thiough agriculturalland. Earlier reports indicate that the southern alignmentis the more economicallyviable of the two alternatives. l is, however,the subject of some controversy due to the requirementto relocatea substantialpopulation, a cost which is presumablytaken into account in the economic analysis. The souther alignment will require acquisition of approximately26 hectares and affect 109 households,53 of whom will lose cultivatedland, 35 will lose treese.

A portion of the southern alignment as it is ww configured willcoincide with anexisting roadway which, althoughnot well paved or maintained,already carries substantialtraffic and lies

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in the path of future urban growth. The alignent lies between the existing commercialareas to the north and the airport and military cantomnentto the south. Accommodationof this commercialdevelopment pressure in this area may be in the long-terminterest of Saidpur, but could reduce the bypass function of the future roadway, implyingthe need for an outer bypass at some future date. This issue, and implicationsfor mitigatingactions, will be further discussed in the impactsand mitigationsections of the analysiswhich follow.

* The NorthernAlienment - approximately9 kilometersin total, of whichthe eastern halr is in fact an existing road which would require up-gradingto serve as a bypass. Configurationof the existingportion is apparentlyderived from a need to avoidthe existingrailroad maintenanceareas and to provide accessto an electricalplant locatedto the north of the city. The potentialnorthern alignment is not well configuredto serve as a 'bypass' in the conventionalsense due to its wide and awkward deviationfrom the assumeddesire line of traffic. It is also subject to commercial activity wherethe existingportion joins the main road. Due to the configurationof the alignment and the existing activity centers, however, it is not subject to the same intensityof commercial developmentpressure along its length as is the case for the southern alignment.

Both alignmenitsraise issues of adjacentland uses as will be discussedas part of potential impacts,Section 3.0.

2.3.32 Ghagot River Crossing Realignment

The Ghagot River Crossing Realignment(Exhibit 7) lies within the Saidpur-Rangpurrehabilitation segmentdiscussed above. The existingbridge crossingthe GhagotRiver is one lane wide and awkwardly approached. Replacementof the bridge has been found to be economicallyjustifiable and affords the opportunityto rationalizethe existingawkward and probably unsafe road aligmnent (Exhibit 7). The alignmentwill require acquisitionof approximately4 hectares and affect 23 families, 20 of whom will lose cultivatableland; two will lose trees.

2.33.3 Dasuna Interection

Existingconditions at the site of the proposedDasuria Intersectionare schematicallyindicated by Exhibit 8. The configurationhas reportedlybe devised to avoid an existingstructure in the area. Field visits indicatethat the configurationwould raise no substantialenvironmental issues. The new intsection will pass througbthinly populatedagricultural land and will require acquisitionof approximately2.4 hectares of land. It will affect 18 families, 13 of whom would lose cultivatableland, 2 will lose trees.

2.33.4 Natore Bypass

Existing conditionsprompting considerationof the Natore Bypass, Exhibit 9, are similar to thosein Saidpur, i.e., severe congestionin the urban area. Congestionis particularlybad between the bend in the road close to the railway crossing. The road curves in such a way as to makcea bypass to the south of the town an obvious first choice. At least two designs for a bypass have been proposed by earlier efforts, includingone by RHD. A third proposalis offer by the current project (Exhibit9).

As proposed by RRMP, four kilometersof the bypass will be built on an existing embankment The remainig two kilometerswill require land acquisitionin agricltural areas. 'he apparentdistance from

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&cmdRAaM&urdm & MakVIwc Pt*a iW FaWdh hWe Bye W.dlAi April 193 Page 2-25 the existingcommercial center and the potentialaccommodation of urban expansionwithin the intervening area indicatethat the alignmentis likely to functionas a bypass to a greater degree than was the case for the Saidpur southern alignment. Potential for inducementof urban developmentalong the roadway is, however, a considerationas will be discussed in Section 3.0. Field visits indicate that the assigmnent traverses predominantlyagricultural areas and that the major part of the aligmnentwill be able to take advantageof existing embanlaments. They will, however, require elevation and enlargement. Tree removalswill be required. It is estimatedthat the bypass will require the acquisitionof approximately 30 hectaresand affect220 families, 131 of whom will lose cultivatableland, 45 of whom will lose trees.

2.33.5 Rajshahi-Nawabgaui Altenute Route

Existing conditionsfor the section of road replaced by the Rajshahi-NawabganjAlternate Route were presented in Section 2.3.1. The alternativealignment will replace the existingroadway which is parallel and close to the GangesJPadmaRiver and subject to erosion and periodicinundation. It passes through village areas at its points of connectionwith the existingroadway, but otherwisepasses through thinly populatedagricultural land. As indicatedby Exhibit 10, various alternativeshave been considered. All would be more ambitiousand costly and would have similar envirownentalimpacts. None appear to offer any significantpotential for avoidanceof environmentalimpacts or less of a need for population resettlementat the points of departure and re-connectionto the existingalignment.

END NOTES F'OR SECTION 2 FOLLOW EXHIBIT 10

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1. North West RegionalStudy (FAP-2), page 3.3. 2. Ibid.

3. Ibid. 4. BaneladeshFlood Action Plan. Page 26.

5. BangladeshEnvironment Strategy Review. November1991.

6. North West RegionalStudy, op. cit., page 26.

7. SouthwestArea Water ResourcesManagement, 1991.

8. Baniladesh: Environmentand Natural ResourceAssessment, prepared for USAII, September 1990.

9. BangladeshEnviromnental Straterv Review, Tne World Bank, November 14, 1991 10. Ibid, page 27.

11. Bangladesh:Travel SurvivalKit, 1991.

12. USAIDProgrammatic Enviromnental Assessment (EA), 1991.

13. SouthwestArea Water ResourcesManagement Plan, page 44.

14. USAID ProgrammaticEA, op cit

15. Ibid.

16. Baniladesh: Travel SurvivalKit, 1991.

17. BangladeshEnvirommentaReview.Te World Bank, November1991.

18. Recent (15 Febmary 1993)newspaper accounts, for example, indicatethat firewoodis being used as fuel despite governmentbans. A survey by social welfare activitiesin Sirajganjireported that 1,042 brickfield owners in 16 districtswere not using coal as recommnendedby the government. Coal is reportedlyavailable on the open market, but is more expensivethan firewood.

19. Baniladesh: Travel Survival Kit, 1991.

20. USAID ProgrammaticEA, op. cit.

21. BangladeshAgriculture: Towards Self Sufficiency.Dr. MushtaqAhmed, 1988, page 1.

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22. USAID ProgrammaticEA, page 31.

23. Ahmed, op. cit., page 35.

24. From Urbanizationand EnvironmentalIssues, Dr. Amanat Ullah Khan, published as an annex to Bangladesh:Enviromnent and NaturalResource Assessment, World ResourcesInstitute, Center for InternationalDevelopment and Environment,for USAID, September 1990.

25. Ahmed, op. cit.

26. USAID ProgrammaticEA, op. cit.

27. USAIDProgrammatic EA, page 40.

28. Road Master Plan, page 16.

29. SouthwestArea Water ResourcesManagement Plan, page 55.

30. All data concerningnumbers of affectedfamilies, loss of cultivatableland and trees are derived from Socio-EconomicSurvey of Affected Families, RRMP-II, January 1993.

Em*udoAuaijuis PeaPJeIS RquMIc of Bow"&&t Sm&k. Aabb0dmU & MdWavamcg Pmujeu UI Fwmdbagftpi&wd Sy lim WinE Bin* 3.0 Potential Impacts - 3.0 POITNTIAL IMACTS

INTRODUCllON

Potentialimpacts from projects such as RRM-1I may be classifiedas:

* Dir=c - i.e., impactssucb as the removalof trees and vegetationto facilitate road construction.

* lnd.ii.n - i.e., impacts resulting from activities prompted by the project, but not directly attributableto it. The use of broken bricks as aggregatein the road program, for example, has an indirect impact of increasing the demand for brick, the creation of brick manufacturing operations, and the burning of either coal or wood to fire the bricks.

* Cumulativ - i.e., impactsin conjunctionwith other activities. A single project may not exert a significantenvironmental impact, but if several projects are developedin tandem in the same area, the cumulativeor additiveeffect can be large. Tne steadyloss of wetlandsin the study area may be attributedto the cumulativeimpact of populationgrowth and developmentactivities.

Impacts may be short-term or long-term. In this instance, certain impacts will occur during the constructionperiod and will affect land use, air quality and other factors. Many of these impacts, however, will be short-lived and without long-lastingeffects. Even some relativelysignificant impacts such as borrow pits, for example. may be eventuallyerased by the natural environmentof the area in general and annual floodingpatterns in particular.

Impacts may be positive, as well as adverse. Some of the road construction imnpactsnoted by the Guidelineson EnvironmentalIssues Relatedto PhysicalPlannine issued by the BangladeshMinistry of Local Government,for example,notes potentialnegative impacts of road developmentin Bangladeshas related to: fisheries and flood plain ecology; erosion and siltation due to increased water flows and velocity; and regional hydrologyand flooding if roads are poorlydesigned. Negativeimpacts can also result from the loss of agriculturalland to other land uses; potentialinterference with iiavigptionand boat communication;air and water pollution;problems associated with scattered borrow pits; aDdhaphazard growth.

Positive aspects are identifiedby the Guidelines as the generationof employmentopportunities during construction; increasing the productivity of the remaining land; access to commercial and service facilities;fast communicationsand commoditytransport; improvedaccess to markets and growth centers and increasedservices and commercialfacilities.

Potential impacts of all types vis-a-vis RRMP-IIare addressedfor each vironmenal category in the same sequenceas the statment of existingconditions. Potentialimpacts of the overall program will be assessed in programmaticterms for the project as a whole under the headings of physical and socio- economiccharacteristics in Sections 3.1. and 3.2, respectively. Specificimpacts will be presented for areas of rehabilitation,overlay and the individualprojects entailingnew constructionin Section 3.3.

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3.1. PHYSICAL CHARACTERISTICS

3.1.1 Topography/Soils/Geology

Impacts on topography,soils and geologyof the project area will occur due to:

* Changesto Embankments.Although the projectwill be largelyconfined to existingembankments within existing rights-of-way(ROW), the rehabilitation activities and the bypass-realigmnent orojects discussed in detail in Section 3.3 below will create new or raise and enlarge certain cmbankmentswill impact topographicconditions in some areas. New embankments will be required by the sub-projects.

* Borrow pits. Enlargementor creation of new embanikmentswill necessitate the creation o. 'borrow pits i.e., areas from which soil is taken. The right to create such borrow pits is negotiatedbetween the road contractorand individualproperty owners. Current practice in the project area is reported as the use of shallow borrow areas rather than pits, per se. Areas from which soil is taken are dcscribed as recoveringfrom these actions and returning to agricultural use followingone or more flood seasons. No provisionsor guidelinesto encouragethat borrow pits are restored in an enviromnentallysensitive manner are currently included in RRMP contracts.

l BrickfiCIds.The lack of stone for use of aggregate results in the manufacture of brick for use as a building and aggregate material. The brickfieldsin which soils and clays are extracted and fired to make brick are a form of strip-mining. In many areas, plots strip-minedin this fashion are eventuallyretnimed to agriculturaluse and fertUityis returnedto the soil through successive flooding and silt deposits. In many areas, however, this is not the case. Brickfieldsunrestored by either man or natural actionare evidentthroughout the area, particularlyin the northern, dryer and less flood-proneareas. Alternativesto these actions are discussed in Section 4.

Other than the creationof borrow pits and the brickfields, soil impactswhich generally result from road construction are muted due to the fact that the projea concentaes on existing roads within existing embankments. The risk of so;l impacts due to vehicle spills, etc., are arguably reduced due to the improvementin safety factors and lesseningof accident threats. No impactson the seismic risk inherent in the area are anticipatedas a result of the project.

3.12 HydroloU

3.12.1 Mhe RajshadhiDivision

Surface Hydrology: The surface hydrologyof the Rajshahiportion of the study area is not expectedto adversely impactedby the proposed project. Amounts of additionalrunoff will be small. Drainage in some areas will be improveddue to the creation of improvedbridges and culverts. Potential impacts on flood charactisics are discussed below.

Weiland Characteristics: Improved drainage in certain areas could have an impact on wetlands, but no significant areas of direct impact have been identified. The area of bee! wetlands, refered tD collectivelyas the Chalan Beel, perhaps the most important wedand area in the Rajshahi portion of the

PeepIs Rep"& Of5mgladah Ea,.xuanl A&a ja_ rM&FwJM tWdald 11 ThWad B.imk Steca,dNdmbWrm& AMauunm, Ph.*c ApJUJ993 Pag, 3-3 potentially affected area, is fed by storm runoff, inflow from the Atrai and backup from the Brahmaputra (through the Hurasagar) which will not be directly impacted by the RRMP. Cumulative impacts resulting from both improved transportation and agricultural development, however, can be anticipated. As noted in the foregoing statement of existing conditions, wetlands in this area have been reduced by poldering and drainage for agriculture and extensive groundwater development for irrigation in the 1980.' The cumulative impact of the RRMP and related development projects are likely to continue this trend.

Flood Charcteristics: Flooding problems in the Rajshahi Division are mainly derived from direct rainfall with drainage congestion at the Hurasagar River outfall, and overbank flow from several major regional rivers, most of which drain into the Jamnuna/Brahmaputra. Backwater floods on the Atrai are a problem as are flash floods within the Atrai originating from the Himalayan piedmont and also from the Barind tract.

Earlier RRMP activities have had impacts on flood events. It was assumed in earlier stages of the project that recent and scheduled flood control, drainage and irrigation schemes would limit and future flood flows and safely regulate rainfall. It was assumed that runoff and that drainage provisions could be calculated accordingly. Based on that assumption, it was believed that design profile grade line elevations could be lowered and existing bridge and culvert openings eliminated or reduced to accommodate only local drainage. The results of the 1987 and 1988 floods and the re-evaluations that followed lead to tde abandommentof those assumptions. Design parameters for bridges, culverts and other drainage structures were re-evaluated.

On the basis of that re-evaluation and as documented by the Drainaze Re-Design Report (August 1989), cross-drainage capacities were increased and additional culverts provided in areas inundated by the 1987 and 1988 floods. It is expected that the expanded capacities will significantly reduce flood velocities and other problems, thus minimizing erosive damage.

Design flood levels are based on information compiled by the RMP indicating depths for a 2G-year period flood event; information gathered from RHD following the 1987 and 1988 floods; and additional data resulting from RRMP-1. Flooa designs are now based on the premise that national roads should be able to stand on their own against flood risks and provided with cross-dainage facilities to pass design floods without undue rdiance on controls by other schemes. They should not be allowed to act as secondary flood control schemes. Waterway openings of replacenents for existing or temporary bridges have been maintained or ;ncreased in cross-section to prevent overopping of roads during 20-year flood events with a 1 in 20 chance that structures will flow full or be overtaxed in a particular year. Design capacities of existing and replacement brides are determined using weir and orifice formulas and equating upstream and downstream flood discharge for a range of flow velocities and heads. Normal scour is calculated.'

The provision of drainage openings through the road embanknent in numbers and at locations sufficient to keep static head differential to a minimum and reduce water velocities during flooding has been adopted as a key feature. Larger capacity box culverts are used in areas of high flood risk. Rather than reducing the capacity of openings as had previously been the case, the geneal policy has been changed to replace existing culverts with the same or greater capacity. TIhe road sections designated as flood- prone are provided with additional cross-dainage capacity. In areas of flat terrain, equalizers or relief culverts are provided at regular intervals.

These re-designs, combined with the fact that the project is largely confined to exisfing rights-of-way

FaWmmhma mbdsa e"PkIReulC of SWWhdnh S5d RahaiWd Mub.Au.mce A ElM Fadag RMvd adl 2he Wel IwA Pag 3i4 Apr 1993

implies little additional runoff and minimal impact on flood characteristics. A review of the North West Re ional Study of the Flood Action Plan (October 1991) indicates nO data or recommendations that would suggest firther changes to the RRMP's current approaches. Replacement of bridges, culverts and other drainage structures is an issue in the Rajshahi Division only because all new construction and rehabilitation actions in RRMP-II are confined to Rajshabi Division (See Exhibit 1). Continued monitring of the simation, including the availabiliky of additional data is advisable.

7.L2.2 i"unoa Division

Surfat Hydrology: The distributor channels which finger the Khulna Division, including the Gorai and the Madhumuti Rivers, are not expected to be directly impacted by RRMP activities. Activities in this area are confined to overlay actions only in this area and no significant change of surface hydrology is anticipated.

Wetland Characteristics: Much of the Khulna portion of the study area is classified as wetlands of one kind or another. Mangrove forest to the south including the Sundarbans are of particular concern. Ibe proposed project is expected to have little direct impact on these areas, but indirect and cumul.Aive impacts related to greater overall development in the area can be anticipated.

Flood Characteristics: Only overlay activities are scheduled in this area with no changes to bridges and culverts. Additional runoff resulting from the overlay actions will be slight. Drainage obstruction by road enbankments contributing to certain types of flooding in the area may be alleviated to a degree by the proposed project. Storm surge floods will not be materially affected. A review of Southwest Area Water Resources Management Project (FAP4, November 1992) suggested no change to the RRMP-I proposals to datc.

3.1.3 Biological Resources

Flora: The mostly isolated stands of trees in a few intact woodlands in the Barind areas of western Bangladesh are not expected to be adversly affected by the proposed project.

Other than the five sub-projects detailed below, cultivated homestead woodlands have been avoided by the project because actions are confined to existing ROWs, particularly in the southwestern portion of the study area. Homeseads which are affected by the five re-alignment and bypass projects are discussed under the heading of the individual projects. Section 3.3. Herbaceous wetlands of sedges and rushes and Mangrove woodlands will not be directly impacted, but are subject to indirect and cumulative impacs due to related developments.

None of the plants listed by the Convention on Intcrnational Trade in Endangered Species of Wild Fauna and Flora (CITES) or the International Union for the Conservation of Nature (IUCN) are expected to be impacted by the proposed project. As noted in the foregoing statement of existing conditions, however, the absence of analysir and surveys of the area preclude a definitive finding.

Fauna: No unique animal habitat areas are expected to directly impacted by the proposed project. No species of special status are expected to be impacted. As noted in the statement of existing conditions, however, wetlands and homestead forest areas are extensive and important habitat areas for non-special status species. Welands habitats and the species that inhabit them may, as noted above, be impacted

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indirectlydirough cumulativedevelopment activities.

3.1.4 Meteoroloy & Air Quality Characteristics

Air qualityimpacts will result due to constructionactivities, includingbrick and asphalt manufactring, earth-movingand dust creatingactivities, the activitiesof constructionvehicles and traffic carriedby the improvedroads. None are expectedto be significantlyadverse.

Impactsduring the constructionperiod will be relativelyshort-lived. In spite of the lack of ambientair qualitydata, they are not expectedto be significantlyadverse. The degree of impactfrom these activities, however,can be mitigatedthough good engineeringpractice, particularlydust control, and selectionof construcion materials as will be discussed in Section 5.0.

Air quality impacts will also occur due to traffic using the roadways. In general terms, however, the improvementswill accommodatetraffic whicb would have been using area roads even in the absence of the proposed improvements. In addition to the safety improvements,the project will lessen traffic congestion,one of the primary facors affecing vehicle-inducedair quality impacts, and the generation of dust from traffic using shoulders, etc. Air quality will be impactedby growing traffic throughout Bangladesh. The proposed projectwill lessenthe severity of the impactwhich would have resulted from continueduse of poorly paved and congestedroads.

No significantimpacts to overall dimatic characteristicswre anticipated. Fuel consumptionin this part of Bangladeshwill contributeto global dimatic conditions.but less so than is likely to have been the case withorztthe project.

3.1 - Noise Charactnisties

Noise impacts will occur during the constructionperiod due to constructionactivities. Tbese are not considcredto be significanly adverse impacts necessitatingmitigation measures, other than confining constuction to daylight hours as is already stipulatd by contract documents. Vehides using the radways are also noisegenerators. The amountof noisegenerated. however,is liklydto be significantly less if taffic congestionis alleviated.

3. COMMUNITY & SOCIO-ECONOMIC CHARACERISCS

32.1 Population

Short-erm populationimpacts can be nicipatd due to the accommodationof temporary workersduring the constructionperiod. Long-termpopulation impacts, such as inducementof migrants into the area or significant changes in demographic charactritics are oot anticipated. It could be argued that the cumulativeeffect of improvement in ruralareas will lssen rates of out-migration. Geneally, however, these rat are detmind by laer eonomic forces. Resetldementof populationsresiding in the sub- pojct ares will be required as quantified in Section 3.3 below. Compensaton will be paid for resetlement as stipulaed in the Resnlemen P a ry 1993), if approved. The project will not, however, provide resettlementsites andreseLiemn wil occr over a wide area, thereby precludiqg centrated impacts in any given loation.

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Particular attention has been called to the potential impact of worker camps in conjunction with the project. Based on the experience of RRMP-I, contactor camps are craaed by the successfuil bidders for the housingof supervisor and other selectedpersonnel, as well as the storage of equipment,vehides, and asphalt manufacturingoperations. The sites and conditionsestablished for the creation of the camps are individuallynegotiated with the landowner. The vast majorityof workers, however, are hired from and contnue to reside in the local communities. As noted in the statementof existingconditions, population is evenly distributedthroughoutthe area. Workerswho may followthe constructionactivities seekshelter within the local communitiesor camp in widely dispersed areas, thereby avoiding concentratedimpacts in any given area.

ConstrUctioncamps are disassembledupon completionof the conract. Areas visited in the course of the enviromnental field investigations were returned to full agriculturl use. At present, however, contract specifications contin no stipulations in regard to the siting and construction of such canps or requirementsfor environmenl restoration.

3X.2 Economic Structure

Economic justifications for the proposed project and the sub-projects contained within it are fully documentedby earlier reports. The project's effect on the overall economicenvironment and economic structure will be to reinforce the econmic viabilityof the area, in keeping with national economicand devdopmentgoals. Constructionbudgets wDl have a significantand beneficialimpact on the study area's economy.

It should be oted that the roads in questionform the strucure of a linear commercialdevelopment with perwodicconcentaions of commercial activities. Althoughthe cities of the area are relatively small, nodes of commercial activitiesexist along the road at relativdy consistentintervals, at times threatening to lose the road with the congestionthey create. Thus, although the RRMP roads (and others such as the munorroads created with the Care road program) are successful at goods to market, there is not always a market (in the physical sense) once they get there. lbis lessens the economicviability of the road investmen fTom a taffic perspecve. as well as the economic development potential of the commercialactivity it promotes.

As pat of the overall environmentalenhancement of the projec, as well as to make road trvdel aore efficient. therefore, it will be recommendedthat accommodationof such activitiesshould be more fiully taken into account and incorporated with in the projea. This issue will be discussed under the heading of mitigationand enhancem actions. Section4.0.

3.2.3 Enwa Consumption sa

Ene consumptioncharaeristics will be improved through more efficient road operations and the reduction of conestion. Fuel consumptioncharacteristi during the construction period, however, presenm a potentially avoidable advere envionenl impact As previously noted, broken bricks manufactured in the local area are the primary source of aggregate for road constructionand ar fired usually dtrough the illegal use of wood as fuel. Road improvementprojects are one of the prmary markets for these bricms.

At a mlimum, the project could stipulate(and enforce) a requir n tat bricks fired by wood will not

&is rp-p q'd5m,d _Apntp "Ad Fw hsPd 8, 7w Wm_ Dmod RgaW m 6 Mwimpzg ?mjea 4 lj 1993 Pdt 3.7 be allowed for use in the project. More importantly,however, there is an apparentlycheaper alternative to the usc of brick as aggregate: lime consolidation. This issue will be further discussed as a mitigation measure in Section 4.0.

3.2.4 Transport and Access Characteristics

Impacts to the transportation network and its operations will occur during both the constructionand operationalphases of the project. Road constructionand tansport of constructionmaterials will delay other traffic and cause unavoidabledetours. Contracts for the work contain provisions to ensure that these disruptionsare minimized. Beneficialimpacts will accrue during the operationphase of the project due to more efficient operations and reductionof congestion. As noted above, however, this aspect of the project might be enhancedthrough coordinationwith land control activities in the vicinity of cities and commercialactivity centers along the road way. Access and egress controls and accommodations of market activities will be discussedas a potentialmitigation/enhancement measure.

3.2.5 Cultural Resources

Becausethe RRMP-IIis confinedmainly to improvement in existingROWs, potential impactsto cultural resources are minimizedand largely confinedto land acquisitionactivities related to the five identified sub-projectsdiscussed in Section 3.3.3. The SaidpurBypass situationshould be particularlynoted.

3.3 THE RRMP-UIACTION AREAS

33.1 Rehabilitation Action Areas

33.1.1 Rangpur to Saidpur

Impacts in this segmentof the projectwill includethe wideningof the existingpavement 6.7 meters with 1.25 meters shoulders. Existingembankments are not sufficientto allowthe 7.3 meter widththat would generallybe required for this categoryof road. It is estimated that a wideningof 1-2 meters would be required to achieve this standard and a widening of this amount has been determinedto have severe economicand environmentalcosts. The restricted width is consideredjustified because long stretches of the existng road are straight, developmentalong the road is quite limited, and projectedtraffic is well' within the capacity of the recommendedwidth.3

In spite of this approach, as noted in the statementof existing conditions,there are some matmretrees along the road and extensive areas cf smaller trees and shrubs on the embankmentslopes which fall within the restricted enlargementarea. Isolatedmature tress will be felled throughoutthe road length and it is estimated that all vegetation will be cleared for 30 percent of the length from one side of the embankmentto allow the necessary earthworks.

3.3.1.2 Natore-Dasuria

The Natore-Dasuriarehabilitation segment will be widenedto a national standardof 7.3 meters with 1.5 meter shoulders. Some loss of vegetaion can be expected.

6 _,*mmWAialis Npkas NipubB ofRn.gLkd_ Sc&Rd :-nu, & Ma_u,wwe Plljec' U Famtlg Pm4dd I* Th Wwld Bmu page34 AHa 193

3.3.1.3 Natore-Rajshahi

The existingpavement will be widenedto 7.3 meters with 1.25 meter shoulders. Sharp bends at the west end of the new MusakahanBridge (N6C-20) and through Saibpur will be improved. Otherwise, alignmentswill remain unchanged. There are a number of old narrow bridges that impedetraffic flow which will be replaced, consistent wit the revised approach discussed under the heading of Flood Characteristics. A significant number of large trees will have to be felled to provide unobstructed shoulders and sight lines, but generallythese will be on one side of the road only at any given location and an effort has been made to save as many of the trees as possible. The resource value of the trees wil, howvever,be fully realized through sale for use as buildingmaterials, etc.

3.3.1.4 Rajshaii-Nawabgau

Within the rehabilitationareas, the horizontal alignmentwill be improved apj roximately400 meters at the west end of the new MusakhanBridge (N6-C-20)and for a total lengthof about 2 kilometersbetween Kilometers22 and 28.5. Otherwisethe existingalignment will be followedveiy closely. The new 7.3 meter pavement width with 1.5 meter shoulders (niaximum)can be accommodatedwithin the existing embankamentin nost places and additional earthworkswill be small. Clearance of trees will be required at the site of the earthworksand at new bridges and culverts. A number of mature trees will.be felled to provide unobstructedshoulders and sight lines, but in order to minimizethe losses, these actions will be confined to only one side of the road at any given location, thereby preservingthe trees on the other side.

3.3.2 Overlay Areas

Direct impactsin the overlay areas will be minimal. Work will be confined to existingROWs without realigmnentsor widenings. Indirect and cumulativeimpacts resulting from these actions have already been discussedas a part of the overall program.

3.3.3 The New Alignment and Bypass Projects

3.3.3.1 Saidpur Bypass

Relativelydetailed alignmentplans and resettlementschemes have been prepared for the southernbypass aligmmentof Saidpur. The northernbypass route, on the other hand, is not consideredto be economically justified until sometimeafter 2002 and is not currently includedin the proposed project. The southern alignmentwill require acquisitionof approximately26 hectares and affect 109 households, 53 of whom will lose cultivatedland, 35 will lose trees.

The environmentalconsequences of the southern bypass route are primarily urban and social. The alignmentpasses througb approximatelyfour kilometersof semi-urbanareas and one kilometer through agriculturalland and will require the relocationof a substantialpopulation. Much of the alignmentlies in the path of fture urban growth, and constructionof the bypass may, in fact, serve to direct growth ifi that direction. If so, it will become subject to intense commercialpressure in the area between the existingcommercial areas to the north and the airport and military cantonmentto the south.

Whetherthese impacts are adverse or beneficialdepends on the criteria being applied. Accommodation

E ;naainaAmyls P-pkes Rcpub& of BaaugldeA Semmd ReHan & Ma _mw.P1 jea MM Fming hvw&d Oy The World Snk April 993 Page 3-9

of this commercialdevelopment pressure may be in the long-terminterest of Saidpur and form a part of a viableurban growth strategy. It would, at the same time, however, reduce the bypass functionof the future roadway, implying the need for an outer bypass at some future date. A conscious urban developmentstrategy for Saidpur based on that premise would not appear unreasonable. No conscious urbandevelopment strategy, however,appears to have been formulatedor coordinatedwith localofficials, perhaps in part due to the resettlementcontroversy in the area. Even if the resettlement issues are resolved, however, and the southern bypass alignment is realized, impactson communityland use and impactson the road from these land uses will occur to the detrimentof both unless mitigationactions of the type discussed in Section5.0 are undertaken.

As describedin detail in the Socio-EconomicSurey of AffectedFamilies issued by RRIM-HIin January 1993, there may be some resistanceto the southernalignment, largely due to the amount of resettlement necessary at its western extremity and the perception of viable northern alternative. The southern alignment may also require the removal of graveyards and a Madrasha (religious school) on Waqf (religioustrust) property. This constitutesa culturalresource issue. Acquisitionof such propertiesfor these purposes is reportedlycontrary to Bangladeshlaw as discussedby the Socio-EconomicSurvey.

33.3.2 Ghagot River Crossing Realgned Route

The realignmentand new bridge at the GhagotRiver will substantiallyimprove safety and operating conditions. The nature of the constructionwill require a new embankment,earth-moving and the use of borrow pits. It will require approximately4 bectares and affect 23 families, 20 of whom will lose cultivatable land; two will lose trees. Beneficial impacts will result from the improved alignmen;, replacementof the existingone-lane bridge and the safety improvementsinherent in these actions.

3.3.33 Dasuria Intersection

The new configurationof the Dasuria intersectionindicates that it will pass through thinly populated agrcultural land and will avoid the few structures in the area. It will require the acquisitionof approximately2.4 hectares of land and affect 18 families, 13 of whom would lose cultivatableland, 2 will lose trees. Beneficialimpacts will consistof improvedtraffic movements.

333.4 Natore Bypass

The alignmentproposed for the Natore Bypasswill use an existingembankment south of the city. The embankmentis assumed to be a flood embankmentand providesready-made access for the contractor, simplifiesland acquisitionand minimizesthe amount of necessaryearthworks. The currentlyproposed aligmnentdiffers from earlier RHD proposals by shorteningthe length of the bypass as indicatedby the foregoingExhibit 9. The currendy proposed alignmentwould leave the N6 to the east of Natore near existingflour mills and pass through 1 kldometerof fairly open agricultaralland before crossmg over the irrigation canal and joining the existingembanknent. The alignmentwould adhere to the embankment before veeing off to the northwest,passing over the irrigationcanal again and the railway line to the east of an existing sugar mill before rejoining the N6 to the west of Natore. The route would be apprximately 5.5 kilometerslong and would replace 5.25 kilometersof the existing N6 through the town. Four kilometersof the bypass will be built on an existing embankment. The remaining 1.5-2 kilometes will require land acquisitionin agriculturalareas. It is estimatedthat the bypass will require the acquisitionof approximately30 hectares and affect 220 families, 131 of whom will lose cultivatable

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land, 45 of whom will lose trees.

Impacts of this proposal will be influenced by the apparent distance from the existing commercial center. The potential accommodation of urban expansion within the intervening area indicate that the alignment is likely to function as a bypass to a greater degree than was the case for the Saidpur southern alignment. Potential for inducement of urban development along the roadway is, however, a consideration suggesting a need for mitigating actions as will be discussed in Section 5.0.

33.3.5 Rqjshahi-Nawabgavj Alternate Route

The Rajshahi-Nawabganj Alternate Route , Alternative B on the foregoing Fxhibit 10, will replace the existing roadway which is parallel and close to the Ganges/Padma River and subject to erosion and periodic inundation as a result. It passes through village areas at its points of connection with the existing roadway, but otherwise passss through thinly populated agricultual land. As indicated by Exhibit 10, various alternatives have been considered. All would be more ambitious and costly and would have similar environmental impacts. None appear to offer any significant potential for avoidance of environmental ivmpacts,including some degree of population resettlement at the points of departure and re-connection to the existing alignment. The new route will require the acquisition of approximately 58 hectares and affect 328 families, 300 of whom will lose cultivatable land, 28 will lose trees.

END NOTES - SECTION 3

1. Bangladesh Flood Action Plan. Environmental Position Paner. October 1991, page 26.

2. Pre-Investinent Study, RRMP-H, May 1992, page 5.10.

3. RRMP-n Pre-Investment RepoMt,May 1992, page 4.5.

4. All data concerning numbers of affected famil.es, loss of cultivatable land and trees are derived from Socio-Economic Survey of Affected Families, RR1MP-H,January 1993.

Peopk's Repubc of Baldtz EA-y 3 s WIihF&din Pvviaf IY The WiBo. Semt5d Rdmm & MaNuac P?jea 4.0 Alternatives 4.0 ALTERNATIVES

INTRODUCTION

The purpose of the Alternativessection of the analysisis to compare proposed investmentdesign, site, technology, and operationalalternatives in terms of their potential environmentalimpacts; capital and recurrentcosts; suitability under localconditions; and institutional,training, and monitoringrequirements. The enviromental costs and benefits for each alternative (if any) are estimated to the extent possible. Economicvalues are attached if warranted and feasible.

4.1 ALTERNATIVE TO THE REHABILITATION & MAINTENANCEPROGRAM

RRMPis basedon the findingthat improvementsto existingroadways, predominantly within the existing rights-of-way, are the most economical,as well as the most environmentallysound, approach to the improvementto road transport in support of developmentin Bangladesh. Although the origins of the RRMP pre-date it, the finding is supportedby the Road MasterPlan and its supporting documentation. In spite of severe problems in operations,maintenance and narrow pavements,roads in the Bangladesh in general and within the Rajshahiand Khulna Divisionsin particular are consideredgenerally good in their extent of networking. The networkprovides a relativelyhigh level of access to goods and services throughoutthe Rajshahi and KhulnaDivisions.

A 'no action altenative to the RRMP impliesthat necessaryroad improvementswould not be made. This course of action impliesthat the current unsafe road conditionswould continue, except insofaras these conditions could be addressed by other means. Improvementin drainage patterns due to the improvementin bridgesand drainagestructures would not occur. Congestionwould continueand worsen as road conditionscontinued to deteriorate. Alleviationof noise and air qualityproblems associatedwith the high levels of congestionin settlement areas would not occur and would be likely to worsen as congestion intensified. Transport costs and energy consumptionwould continueto escalate due to the continuedand worsening inefficiencyof traffic flow. Enhaned access to markets and other benefits of impmved transportation resulting from the RRMP improvementswould not occur. The 'no action' alternative would result in no significantreduction of cumulativeimpacts of populationgrowth in the. study area. Given these detrimentalaspects of the 'no action"alternative to the RRMP, the documented cost-effectivenessof the program and the virtual lack of significantadverse environmentalimpacts for which appropriatemitigation actions cannot be incorporatedin the project, the 'no action" alternativeto RRMP-I is perceived as imprudentand counter to nationalgoals.

The option of developing an altnative network of roads, as opposed to the RRMP approach of improving the existing road network and concentratingactions within existing ROWs, has also been considered. The considerationindicates that an alternativeroad networkwould be both unnecessaryand detrimental. As described in the foregoingproject descriptionand statement of existing conditions,the road networks of the Rajshahi and KhulnaDivisions are generallygood in extent, but in poor condition. Developingan alternativenetworks in the face of the existingsystems would be costly in both economic and environmentalterms. Anlysis indicatesno alternativenetworking or transport systemswhich could yield a comparablelevel of benefitsand avoidanceof adverseenviromental impacts. As noted in section

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1, RRMP activitiesare defined within the contextof the Road Master Plan (RMP) and incorporatesthe Highway Design and Maintenance Model (HDM) to ensure a balance between investment and maintenance,construction of various categoriesof roads, bridges and ferry services, rehabilitationand other services. Although such models do not always take environmentalcosts fully into account, no substantialdiscrepancies are perceivedin this applicalionthat would suggest substantialrevisions to the RRMP approachand concentrationof activitieson improvementof the existingnetwork.

An approachstructured along the linesof the RRMPis, therefore,perceived as the most beneficialcourse of actionand one which mininiizesenviromental impacts,while at the same time enhancingaccess and improvingsafety throughout the project area. Current road conditionsand safety would deteriorate. A program structured along the lines of RRMP, therefore, is considered to be the most prudent and environmentallysound course of action. Alternativeswithin the program are discussed below in terms of alternativeconstruction techniques and sub-projectproposals, including'no action' alternativesto each of these proposals.

4.2 ALTERNATIVE REHABIUTATION & IMPROVEMENTTECBIQUES

Alternativerehabilitation and improvementtechniques, as well as networkingstrategies, are evaluated through use of the Highway Design and MaintenanceStandards Model (HDM) discussed above. The model is periodically run and calibratedto take the realities of the Bangladeshsituation and changing variablesinto account. The model provides of means of analyzingthe cost-effectivenessof alternative improvementtechniques versus their initialcapitol, operatingcosts, expectedeconomic life, maintenance implications,etc. Results of the alternativesanalysis are documentedby periodic reports, includingthe RRMP-llPreliminary Engineering and FeasibilityReport, 31 May 1992. As also noted above, although such models do not always take enviromnentalcosts fully into account, no substantialdiscrepancies are perceived in this application.

Within the contextof this approach,the most notablequestion of alternativematerials within the RRMP, and one having significant environmentalimplications, is the substitutionof lime stabilizationfor the contiued use of broken bricks as aggregatefor the reasons described in Section2.0 of this report. Use of lime stabilizationtechnology has been tested under RRMP-I. It avoids the indirect environmental impact associated with illegal use of wood or imported coal as a fuel to fire bricks, as well as the environmentalconsequences of the brickfield extraction operations. Although the use of lime also requires extraction elsewhere, it generally does not do so in agriculturalareas with the fertility of the areas devoted to brickyard use in Bangladesh. Economic analysis indicates that lime stabilizationis cheaper, as well as being less environmentallydisruptive. iTis issue will be fiurtherdiscussed as part of recommendedmitigation and enhancementmeasures, Section 5.0.

4.3 ALTERNATIVES TO TIE BYPASS & REAUJGNMENTPROPOSAL

Alternativesto the individualbypass and realignmentproposals have been studied in detail for each of the proposals as discussed in the statementof potential impacts, Section 3.0. It has also been deemed advisableto examine the option of 'no action' alternativesfor each of the sub-prjects requiring new construction,acquisition and resettlement. The various alternativesto the proposed actions, as well as

EiWndrmuu.auAnalyds P Rpk'sPpcof Ra-q"de Scamd Rcabion & Maineac ProjeC Wa Fmdig Puiii Dy At Wmi ank Apil 1993 Pt 4-3

the impactof -no action", at each of the sub-projectlocations may be summarizedas follows. With the exceptionof unresolvedissues surrounding the bypassof Saidpur, it is clear that the selectedalternatives are those which produce the least environmentaldisruption, while at the same time achievingthe goals of the project.

4.3.1 Saidpur Bypass Alermatives

Existing conditionsof severe congestion and at times virtal immobility along the current roadway through Saidpur have prompted considerationof a SaidpurBypass. The existingroad forms center of the town commercialactivities. The length over which this congestionoccurs is quite short, only 1 to 1.5 kilometers and is causedlargely by non-motorizedtraffic.

* The "No Action' Alternative - A 'no action' alternativein lieu of the proposed SaidpurBypass would result in the continuedcongestion and loss of economicbenefits calculated for the project. Traffic movementswould continue to be impeded; cormnercialactivities in the center of the communityand through traffic would continueto be in conflict. Improvementsin economic efficiency, reductions in fuel consumption,air quality and noise impacts associated with the current congestionwould not occur. Acquisitionof properties and resettlements,on the other hand, would not be required. In Lght of the severe congestionand the benefits to be realized by action to alleviate the problems associatedwith it, the "no action" alterative is judged to be neither prudent not in the best interest of Bangladeshor the communityof Saidpur.

* The Northern Alignment Alternative - The northern alignment alternative (illustratedby the foregoing Exhibit6) is approximately9 kilometersin length, of which the eastern half is in fact an existingroad which would require substantialup-grading. The alignment establishedby the existingroad is not well configuredto serve as a "bypass" in the conventionalsense due to its wide and awkward deviation from the assumed desire line of traffic. It is also subject to commercialactivity where the existingportion joins the main road. Due to the configuratiornof the aligrnent and the existing activity centers, it is not subject to the same intensity of commercial developmentpressure along its length as is the case for the southern alignment, discussed below. The northern aligmnent does not encounter significant resettlement requirementsor raise other significantenviromnental issues. The configurationof the alignment and the costs involvedin its realization,however, does not satisfythe World Bank's requirements for economicjustification until sometimeafter the year 2000 accordingto current analysis. It is, therefore, not consideredto be eligible for inclusionin RRMP-IIat the present time. When and if it does become supportablefrom the perspectiveof traffic engineeringand economicanalysis, it would present no significantpotential for adverse environmentalimpact.

* The Southn Alignent - The Saidpur Bypass souther alignment is approximatelyfour kilometers through semi-urban areas and one kilometer through agricultural land. Economic analyses indicatethat it is the more economicallyjustifiable than the northern alignment at the present time and is, therefore, the preferred altemative. It is, however, the subject of some controversy due to the requirement to relocate a substantialpopulation, the cost of which is reported to have been taken into accountin the economicanalysis. The southernalignment will require arquisitionof approximately26 hectaresand affect 109 households,53 of whom will lose cultivatedland, 35 will lose trees'.

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Avoidance of adverse enviromental impacts in the realizationof the southern aligmmentwill require mitigation in the form of resettlementcompensation which is the subject of. a separate report and coordinationefforts with local officials in the communityof Saidpur. Mitigation recommendationsare discussed in full in Section5 in accordancewith the outline suggestedby die World bank's OperationalDirective 4.01. Briefly, however, it may be noted that a portion of the southern alignmentas it is now configuredwill coincide with an existing roadwaywhich, although not well paved or maintained,already carries substantialtraffic and lies in the path of future urban growth. 'Me alignmentlies between the existingcommercial areas to the north and the airport and military cantonment to the south. Accommodation of this commercial developmentpressure in this area may be in the long-terminterest of Saidpur, but could reduce tde bypass function of the future roadway, implyingthe need for an outer bypass at some future date. This issue, and implications for mitigating actions, will be further discussed in the mitigationsection of the analysis which follows.

Resolutionof the resettlementand urban planning issues as recommendedherein would alleviate the potential for realizationof the SaidpurBypass southern alignment. In the event that the norther alignment re-examinedand determinedto be acceptablefrom other perspectives(e.g., from economicand traffic engineeringperspectives), the alignmentwould present no significantpotential for adverse environmental iinpact.

4.3.2 Ghagot River Crossing Realignment:

A 'no action alternativein lieu of the proposed GhagotRiver CrossingRealignment would result in the continuedunsafe conditionsas a result of the sharp turning movementsuse of existingone-lane bridge. Traffic movementswould continueto be impeded. Acquisitionof properties and resettlements,on the other hand, would not be required. The current unsafe configurationof the approachesto the crossing, the minimalnature of anticipatedenvironmental impacts and the economiesto be gainedby the realization of the proposed realignmentand river crossing render the 'no action' alternative imprudent.

Other than the 'no action" alternative,no reasonablealternatives to the alignmentof the proposed Ghagot River Crossing have been identifiedor consideredwarranted.

4.3.3 Dasuria Intersection

A 'no action' alternativein lieu of the proposedDasuria Intersection implies continued use of the exiting intersection,with the possibilityof improvementswithin the existingROW. Traffic movementswould not be as well facilitated. Acquisitionof properties and resettlements,on the other hand, would not be required. The minimalnature of anticipatedenviromental impactsand the improvementsto traffic flow to be gained by the realizationof the proposed intersectionrender the 'no action' alternativeimprudent

Other than the 'no action' altnative, no reasonablealternatives to the aligmnentof the proposedDasuria Intersectionhave been identifiedor consideredwarranted.

4.3.4 Natore Bypass

A 'no action' alternativein lieu of the proposed Natore Bypasswould result in the continuedcongestion

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and loss of aonomic bencfits calculated for the project. Trffic movementswould continue to be impeded;commercial activities in the center of the communityand though traffic would continueto be in conflict. Reduction in the emission of air pollutantsand noise due to reduced congestion would no be realized. Acquisitionof properties and resetlements, on the other hand, would not be required. The minimalnature of anticipatedenvironmental impacts and the environmentaland economicbenefits to be gained by the realizationof the proposed Natore Bypassrender the 'no action' altenative imprudent.

At least two designs for a bypass of Natore have been proposedby studiespreceding the current RRMP proposal. Both would be more costly thamthe proposed configuration,require disruption over greater distancesand would not have offsettingadvantages. Botbare consideredinferior to the current proposal. Other than the two earlier designs and the 'no action' siternative, no reasonable altematives to the alignmentof the proposed Natore Bypass have been identifiedor eonsideredwarranted.

43.S Rajshahi-Nawrbpnj Alternate Route

A 'no action' alternative in lieu of the proposed Rajshahi-NawabganjAlterate Route would result in continuedusc of thc existingalignment. As noted in Section2.3.1, the road alignmentis poor with many small curves. Embankmentheights are inadequateover at least 50 percent of the length and subject to erosion and periodic inundationby the GangeslPadimaRiver. Pavementwidths are narrow and unsafe. These problems, along with their anendantsafety and econamicimplications, would continue under the 'no action' tJtenativc. Acquisitionof properties and resenlements,on the other hand, would not be required. Tbe current unsafe conditions, the limited nature of anticipated environmental impacts and the economiesto be gained by the realizationof the proposedreal ignment render the 'Do action' alternative imprudent.

As indicated by the foregoing Exhibit 10. various alteratives to tde current proposal have been considered. All would be more ambitious and cosldy and would have similar environmental impacts. None appear to offer any significantpotential for avoidan-cof enviromental impacts or less of a need for populationresettlement at the points of depamrreand re-connectionto the existing alignment. All are consideredinferior to the CaUreatproposal. Other than the alternativesindicated by Exhibit 10 and the 'no action' alternative, no reasonablealternatives to the proposed Rajsh2hi-NawabganjAlternate Route have bee identifiedor consideredwarfanted.

END NOTES - SECMION 4

I. Al data concerning mumbersof affected families.lss of ctdtivatableland and trees are deived fom SoEio-Ecomic Surveyof Affeted Families,RRMP-Il, January 1993.

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0~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~I

CA 5.0 MITIGATION

OVERVIEW

The purpose of t*e MitigationSection of an EA-relateddocument is to define feasible and cost-effective measureswhich may reduce potuntiallysignificant adverse environmentalimpacts (if any) to acceptable levels. It aims tn ensure that, insofaras possible, the proposedenvironmental actions are in phase with engineeringactivities throughout preparation. Mitigationactions might includecompensatory measures if mitigationmeasures are not feasible or cost-effective.

In the case of RRMP-U,the analysis indicatesthat, like virtually any developmentactivity, the project will have impactson the environment,but that the project in general wouldnot have a significantadverse enviromnentalimpact as that term has been defined in environmentaljurisprudence. In spite of the lack of significantadverse impacts, the project will have a number of direct, indirect and cumulativeimpacts andoffer opportunitiesfor environmentalenhancements for whichappropriately-scaled responsive actions are recommended, and that in addition to those recommneudations,cultural resource aad resettlement issues at Saidpur remain to be resolved before that part of the program could proceed. The latter are separatelyaddressed by the RRMP-IIResettlement Plan. the enumerated portion of this section of the report reviews potential mitigation/enhancementactions according to the same environmentalcriteria in the same sequence as the presentation of existing conditions and potential impacts. Before doing so, Table 4 presents a summary of recommended mitigation actions, supporting rationale and lead agency responsibilities. Table 5 reviews each environmental criteria and the recommandations related to them, if any. All recommended mitigation/enhancementmeasures are under the purviewof the Ministryof Communicationas lead agency and may be grouped under seven major headings and a related programmatic recommendationfor considerationas follows.

It is recommendedthat actions be undertakento:

* Monitor fooding conditions as the nay change over time or become better known. Althoughthe project is proceedingon the basis of the best availabledata and considerablysafer assumptionsthan was the case prior to the 1988 floods, changesto existing conditionsand re- assessmentof assumptionsmay be promptedby eventua implementationof flood controlschemes and other factors. Monitoring of information generated by the Flood Action Plan and its supportinganalysis is recommendedto ensure optimalsizing of drainagestructures. Monitoring of new informationdocumented by forthcomingstudies under the auspices of various donor agencies is recommendedas a routine part of operationsby staff of RHD, the World Bank and project consultants. Periodic reviews of the implicationsof these monitoring activities and appropriate responses to new informationthus obtained should be a routine part of project management.

* IntegrteRoadImprovemnts hUrbanPlanning & Comerciacommodatios. Roads in Bangladeshare more than a way of gettingfrom one placeto another, althoughthat is certainly one of their major functions. Given the study area's dense and relatively even distributionof

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TABLE 4 SUMMARYOF RECOMMNDED ENVIRONMENTALACTIONS*

RECOMMENDED SUPPORTING LEAD/COORDINATION ACTION RATIONALE RESPONSIBILITY

Monitorexisting conditions Design of bridges &. culverts RHD and Project Consultants. & best availableflood data. based on actual rather than hypotheticalsibtation minimizesthe potential for undersizing. The situationwill changeover time, however. IntegrateRRMP-II with rural Mitigatesadverse impactsof RHD in cooperationwith & urbandevelopment overspillonto roads; eliminates Ministry of Local Govermment programs. congestion;maximizes and Thana engineers and benefits. officials. Increaseconsultation with Increasinglyimportant to RHD and NGOs assisting in potentiallyaffected achieve integrationof resettlement, in cooperation populations. developmentprograms. with Thana officiais. Incorporateenvironmental Provides a contractualbasis for RHD and Project Consultants. provisionsin contracts and enforcementof environmental specifications. mitigation actions. Use lime consolidationin Avoids adverse impactson RHD assisted by institutional preferenceto brick land and air quality; avoids developmentinitiatives under aggregate. depletion of wood. Cheaper. the project. Continueand expand tree Provides renewableresource RHD as an on-goingactivity. planting. and habitat. AssignenvLonmental Ensures follow-up. RHD. management responsibility. Initiateenvironmental Minimizesadverse impacts. RHD assistedby institutional training, developmentinitiatives under the project.

* Recomndiediouahvw duo been nAde farfhe mcadeatiouof sactiom tocaptuesing propery vale - a man of enbancigte prou, but defininve recomendiforcb a appiochat beyond Sbe *cepe ofSh enviom l aayias and ar mumded - pan of fan econoi fldie.

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TABLE 5 MITIGATIONIENEANCEMENT ACTION

ENVIRONUMEAL POTENTIAL MIlWAIONI ACrION CRUrERIA IMPACr ENHANCEMENT NECESSARY MEASURE Topogmphy/ bn . eneficial. Nonc. Geology/Soils ~ Borrw Pis RMaration. Cont provisions.

Brickfieds. Avoidmnoc. Lime Consolidtion.

Hydrology Improved drinage; les Dlencficil. Nonc. Resours flooding.

Wedland Unavoidable cumulative Beyondscope of current Reduction. impact. Froject.

Biological Twe loss. Rcplaning. Confinue tme prognms. Rcsources Lossof habitat. Unavoidable cumulative Bcyond scopc of current .______impact, project.

Air Quality Conatnructionperiod: Avoidance. ULsedust control dust. procedures.

-peratonal- period: Net effect: beeficiaL None. reducedcongpdtion. Noise Consruction noisc. Rcetricted to daylight hovr. Exfing contact prevision 45.1.

Operational nloie BcaeficiaL None. rcduceddue to reduced ______congaetion.

Populaion Constuction Canm. Rcstoration. Add to conact provision 54.10.

Dialcazion of resident. Compensation. Reactdente Plan. Ecoromy Beneficial. Enhace. Coordinae with other physical pelaing. Consider value

_ _ _ _ _ na~~~~~~~~~~~~~~~~~~~~1capbone Energy Depletion of wood used Avoidanc. Lime consolidion in as fuil for bricks. place of brick.

Tranport Dirupted by Good contuction pracc; Coordinate with other contruction; ohrwise cnhanc benefit. physical plning. beneficial.

Cutual None. cxcept Saidpur To be negtiated. To be negotad. Resou e bypa.

NB: M ;insyof Communicatior is lad agencyfor sD mitigaion.

Fanirm,'nmal Ann !ysfr P-pkes RpuMcR of glded Second R_athadom & aMmuwwwPn*a W& Fm Avmded Sy 7he WaM Bank Page5-4 Apil 1993

population,the roads support nodes of developmentand commercialactivities along most of their length. In certain areas, Saidpur, for example, the intersection of the national road with a developmentfactor such as the railroad activitieshave given rise to urban areas of significant size. Even in non-urbanareas, the national and regional roads spawn a string of commercial activity and market centers whose livelinesssometimes brings traffic on the road to a virual standstill, significantlyimpacting vehicular traffic.

In many ways, the congestionin commercialarear cities like Saidpur and Natore and various commercialactivity nodes along the road are indicativeof the success of the roads in opening trade and commerce and getting goods to market. Unforbmately,however, sometimesthere is no 'market" there in the physical sense. Accommodationsfor commercialactivities are meager and commercespills into the roadwayto the detriment of both road traffic and market activities. It is recommended, therefore, that in rural areas RRMP-II should, in consultationwith the Ministryof Local Government,coordinate a delineationof commercialactivity areas and include accommodationsfor these activities in ways that minimizetheir overspill onto the roadway. Absolutetidiness would probablybe unachievableand perhapsundesirable, but marketspace with access and egress to the road way designed to minimizeconflict could be incorporatedin the program.

A somewhatdiffcrent situationis presented in urban areas such as Saidpurand Natore. Ihe new roads in these circumstances,particularly Saidpur's, might be conceived as having as much importancefor the future of the towns as the old ones. The possibilityof consciouslyusing the so-calledsouthern bypass in Saidpurto accommodatecommercial activity in a structuredway and as part of an overt urban develdopmentstrategy has been mentioned. It is interestingto note in this regard that the economicanalysis assumes a 10 year economiclife because 'benefits may be severely reduced by uncontrolleddevelopment along the new by-passes"'. It is true that the southernbypass, if realized, will in all probablybe engulfedby development,thereby eclipsing its bypass function. But will it cease to have an economicbenefit? Benefitsto traffic bypassing the town will be reduced, but the economicimpact on neighboringproperties will be sustained. Acceptinghis growth pattern impliesthe probableneed for an outer bypass at a future date. For the road to serve effectivelyin the interim, however, land uses shouldnot be "uncontrolled". The impact of overspill commercial activity in the urban areas should be mitigatedthrough coordinatedplanning with local governmentofficials. It would be naive to think that the degree of control will or could be absolute. Even withoutabsolute control, however, it would be better to anticipate and, to the degree possible, mitigate the impacton both the road and neighboring land uses by planning for the inevitablethrough coordinatedactions. Such an approach might also lead to increasedeconomic benefits, as discussedbelow.

Actionon both the rural and urban aspecs of the recommendationwould necessitatecoordination of plans with local governmentofficials and with the Ministryof Local Government.

* Increae the Extent of Consultation with PokautiaUyAffected Populations. Consultationwith potentiallyaffected populations have been undertakenin conjunctionwith resettlementissues, but have otherwise been limited, thus far, possibly due to the project's largely remedial nature. Opportunitiesfor integrationof actions as recommendedabove and potential impacts on human settlements in both rural and urban areas (e.g., the Rajshahi-NawabganjAlternate Route and

EMU, wNai AIyi& Peopl's Repub& of 5.gLdeA Sevmd ReabUiram & Nafn.we Pvjsm EAF m&ng NuW" y 7ke Wol 3.k April 1993 Pa,e5-5

Saidpur, respectively,) make more broadly-based consultation with affected populations increasinglyimportant. Mechanismsto facilitate such consultationsexist at the local levd and are part of the local governmentadministrative system for physical developmentprojects under the auspices of the Ministryof Lc .al Government. Cooperationbetween the local government officials and RHD would facilitate consultationswith potentially affected populations with minimum duplication of efforts. Greater coordinationwith local government officials will facilitate both the coordination of development programs and consultations with affected populations. NGOs assisting in resettlement may also be of assistance in an expanded consultationeffort.

* Incorporate Environmental Provisions in Contracts and Specifications. As noted in the discussionof existingconditions and impacts,certain victkialdirect and indirect impactsof the program do not appear to be substantialissues in practice. This includes, for example, reported practices in regard to borrow pits and constructioncamps. It is postulatedthat if this is indeed the case, it is probably attributableto the fact that these elementsare the subject of short-term lease arTangementswith property owners who have a continuinglong-term, stewardshipinterest in the land. To reinforce that stewardshipand to provide for the contingencyof its absence, standard provisions for the avoidance of environmental degradation and encouragementof environmentalrestoration should be included in RRMP contracts. Specific additions to the SpecialConditions are indicatedby Table 6.

* Jse Lime Consolidation In Preference to Brick Aggregate. AlthoughRRMP-ll as currently envisionedwill not involvere-construction, RRMP-I did includere-construction and incorporation of such actions in RRMP-H may occur. It is germane to note, therefore, that RRMP-I has generated some technical documentationregarding the use of lime consolidationversus brick aggregate. It will not be repeated here. From an environmentalperspective, however, the indirect impactof increasingthe demand for brick and the additionalair pollutioncaused by the burning of imported coal at best and depletionof scarce wood resourcesat worst, in the face of an apparentlyviable and cheaper alternativemust be considered questionable. It is recognized that the lime would be imported and that an argumentmight be made for the creation of local jobs in the brickfields. The import implications,however, do not appear to be a major issue, particularly if the use of imported coal is factored into the equation. That being the case, the implicationsof short-termjob creation versus long-tem depletionof resources, argues in favor of the lime consolidationapproach.

* Continue And When Possible Expand Tree Planting Activities. Extensive road-side tree planting occurs throughoutthe project area, includingareas of tree removal by RRMP. Trees are generally planted at the base and the lower slopes of embankments. To a degree they may raise the risk of increasing the severity of injuries due to mishaps (accident, loss of vehicle control, fallingasleep while driving, etc.). On balance, however, the degree of risk is perceived as out-weighedby the benefits of providingresources to the communityand habitat for non- special status wildlife.

* Assign Envonmentl Managent Responsibility To A Designated Office. RHD's organizationalstructure is indicatedby Exhibit 11. It does not currently provide a focal point with responsibility for enviromental issues. In spite of the fact that the environmenal

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TABLE 6 L ~~~RECOMMBlEDEDCONTRCT PROVISIONS

Volume 1, Soingon2 seeaout General Conditionsof Contract; Volume 1, Section 3 sets out SpecialConditions of Contract as modificafons, additionsand deletions to the General Conditions. Volume 2, Section 4 sets out Technical Specifications. 'Me followingAdde RR.1(d) specific ci contract hl bontract provisionsrsreh arer'so recommended.responumsiblttor ensuresthatoconstructio

| ~~~~~VOLUME1: SECrI1ON 3 Add 26.1 (d): 'It shall be the Contractors responsibility to ensure that construction materials in general and briclc in particular have not been manufactured contrary to | law and to so certify to the satisfaction of the Engineer'. Add 54.10: wConstructionPlants. TemporaryWorks and Storage Areas shall be established,maintained and dissembledin environmentally-sensitivemaners so as to minimizethreats to air and water qualityto the satisfactionof the Engineer." Amend the last paragraph of 84.1 to read: 'Similarly, the supply of stone aggregatesfor the Works shall be from quarries approvedby the Engineer. In the event that brick is used, all such brick shall be certified as manufacturedin conformancewith all applicablelaw and provision26.1 (d) of this Contract. The responsibilityfor arranging uninterruptedsupply of stone or brick aggregate in acceptablequantities from the approvedsources shall be that of the Contractor."

VOLUME2: SECTION 4 Add to 2.6.2, rwst pragraph, the followingafter the last sentence: "Arrangementsfor such borrow pits, however, shall containenforceable provisionsfor extraction from the borrow pit and the restorationof borrow pits and their surroundingsin environmentallysound mannersto the satisfactionof the Engineer. Guidance in this regard may be found in Guidelineson EnviromnentalIssues Related To Physical Planning. Ministry of Local Government.Rural Developmentand Cooperatives, 1992, or such other sources as may be recommendedby the Engineer." Add to 3.1.2, first pargraph, the following after the ast sentenae "In the event that briclc is used, it sball conform with provisions 26.1 (d) and 84.1 of Volume 1, Section 3 of this Contract.- Add to 5.8.1, first pwaiah, the folbwing atr the hst senltence: 'Brickcs used for these and any and all purposes under the uxms of thi contract shall confom wit

Eawrine,gaAnabv& Peple: Repuc of Ra,lduh Second RehbWianm & Mabumenic P'jea MA Fwidn Pvv1da Dl The WoY 5k Apil 1993 Page 5-7

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EXHIBiT 11 RHD ORGANIZATIONAL STRUCTURE

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recommendationsresulting from this analysisare not particularly onerous or burdensome, it is recognizedthat ij the absenceof assignedresponsibility, follow-up and monitoringactions will be haphazardat best. Given that need and tde fact that the office of the Chief Arboriculturistis the closest approximation of an environmental unit within the current structure, it is recommendedthat that office assume broader environmentalresponsibilities, induding but not limitedto tree-plantingand maintenanceresponsibilities. Expanded responsibilities would include the monitoringof environmentaldata sources (e.g., the flood control projects), enforcementof environmentalrestoration actions recommendedas part of the standard contract provisions and organizationof enviromental trainingprograms as discussedbelow. Considerationmay also be given under the project to makingthe Chief Arboriculturalist'sOffice into an EnvironmentalUnit with sub-unitsfor enviromnent,arboriculture and resettlement.

* Initiate Environmental Training & Guidelines for RHD Staff and Contractors. As far as has been determined in the course of the investigation,no environmentaltraining or guidelinesare offered to RHD staff or contractors. Such activitiesdo occur in other ministries with related mandates,however, as witnessedby the Guidelineson EnvironmentalIssues Relatedto Physical Planning, as publishedby the Ministry of Local Govenumentand publicationsprepared as part of the CAREroads program through the Ministry of Relief.

Trainingto heightenthe enviromnentalawareness -of RHD staff in generaland staff of the office of the Arboriculturistin particular is recommended. Training shouldbe geared toward makling staff aware of the enviromnentalissues in RHD activities and recommendedcourses of action (e.g., borrow pit restoration) - basicallythe same types of training currentlyundertaken by the Ministry of Local Government for its staff in the conduct of similar physical development projects. Materials developed for use in the program undertaken by the Ministry of Local Govermnent(the Guidelinesnoted above, courseagendas, etc.,) have been developedfor use with similar training recipients and are recommendedas points of departurefor similar programs in RHD.

Training to heightenof enviromnentalawareness of RHD contractors is also recommended. It is the activitiesof contractorsin the field that will ultimatelydetermiine the success or failure of many environmentalinitiatives. Understandingof techniques(e.g., lime consolidation),purpose and contractal requirements (e.g., borrow pit restoration)of enviromental recommendations by contractorsis likely to lead to avoidanceof adverse environmentalimpacts rather than more costly and time-consumingclean-ups after the fact. Reference is made to Annex 8 of the Aide Memoire following the November-December 1992 Mission entitled Construction Industry Development. The annex notes that the Government of Bangladesh should encourage and promoteimproved techniques and ecologicallysound approaches to road construction,presumably throughprograms targeted at upgradingthe skills, awarenessand expertiseof contractorsengaged in RRMP. An environmentaltraining componentis recommendedas part of that effort. A sample TODRfor a similar program recenty undertakenin Indonesiais attached as AppendixC.

The services of the SupervisoryConsultant for the implementationof RRMP-IIshould be called upon to assist in these training efforts as determined necessary and consistent with the contractual scope of services. This may also be addressed under the project's institutionaldevelopment component

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As a related programmaticrecommendation, albeit consideredto be an issue beyond the assessmentof the environmentalconsequences of RRMP, it is also reconunendedthat considerationbe give to the possibilityof:

v Recapture of Increasing Property Values As Part of Project Financing. It shouldbe noted that the value of propertiesadjacent to new and improvedroads will increase. They will do so more in urban areas than rural areas, but to some degree in both. Saidpur is, again, a case in point. A new corridorof commercialdevelopment could well mean that the increasesin property values and returns realized on the neighboringproperties will soon overshadow the benefits calculatedas a bypass. This situationpresents an opportunityfor some road improvementsto be at least partly self-financingthrough techniques such as betterment fees which are common practice in developedcountries as a means of capturinga part of the value increase. According to informationobtained from the Ministry of Local Govermnent,a legal basis for such fees in Bangladeshalready exists. It is recognized that the transfer of the practice, not just the legal basis, to developing country situations is difficult. It has been done, however; 'Land ConsolidationSchemes" are a variation of the techniquein Indonesia, for example, and have financedroad and other communityimprovements.

Whether such a strategy would be economicallyjustified in the current circumstancesrequires analysis beyond the scope of the enviromnentalinvestigation. It is more likely to be viable in urban areas whereproperty values and rates of return are higher. A determinationwill require an analysis of both the legal frameworkfor the bettermentfee system and analysis of the likely property value increases. An investigationof the approach is, therefore, recommendedfor investigationin future program development. An outline terms of reference for such an investigationis presented as AppendixC.

These mitigationand enhancementactions have been promptedby a review of each of the environmental criteria in the same sequence as the presentationof existingconditions and potential impactsas follows.

5.1 PHYSICAL CHARACTERISTICS

5.1.1 Topogrphy/Soils/Geelogy

Topographic,soils and geologicalconsiderations prompt mitigationrecommendations in regard vt:

* Borrow pits and ConstructionCamps. Althoughas noted above, the current practices in regard to borrow pits and constructioncamps do not appearto present substantialenvironmental impacts, the incorporation of provisions or guidelines to encourage restorations in enviromnentally sensitive mannersare encouragedin RRMP contracts.

* Brickfields. Assumingthat brick will continueto be used for at least some portion of the RRMP, similarprovisions stipulating that bricks will be secured only by legally operatedbrickfields will be consideredlegitimate suppliers (See Table 6).

Current program provisionsto minimizesoil distubance and confine activitiesto existingrights of way to the maximumdegree act to mitigateadditional potential impacts.

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5.1.2 Hydrology

5.1.2.1 The Rajshahi Division

The project will have little or no direct impact on area wetlands. Potential cumulative impactsdue to related developmentand increasedpopulation appear unavoidableand not subject to mitigationactions within the scope of the project.

5.12.2 Khulna Division

The project will have little or no direct impact on area wedands. Potential cumulative impactsdue to related developmentand increasedpopulation appear unavoidableand not subject to mitigation actions within the scope of the project.

5.13 BiologicalResources

Flora: Given the limited nature of the impactsdescribed in Section 3.1.1.3, and assuming that the intensive roadside tree planting evident in all RRMP-I areas are continued, no additional mitigation actions are recommended.

Fauna: Other than continuedefforts to avoid areas of unique habitat and homesteadareas, no additional mitigationactions are recommended.

5.1.4 Meteorolgy & Air Quality Characteristics

Air quality impacts will be mitigated by good engineering practice during the construction period, includingthe cover of stockpiledmaterials and dust-reductionmeasures. Indirect air quality impactswill also be mitigated if lime consolidationrather than brick aggregate is employed. Air quality impacts following constructionwill be mitigatedby the lessening of traffic congestion. No further mitigation actions are considered warranted.

5.1.5 Noise Chaacteristics

Noise impacts during the constructionperiod will be mitigatedby good engineering practice and the confinementof constructionactivities to daylighthours in conformancewith existingcontract provisions. Noise created by traffic usingthe roadwayswill be mitigatedby the alleviationof traffic congestion. No additionalmitigation is deemed warranted.

52 COMUlINITY & SOCIO-ECONOMIC CHARACTERSlCS

52.1 Population

Investigationsindicate that environmentalimpacts due to worker camps or constructioncamps related to RRMP are minimal. Standard contractprovisions regarding the de-mobilizationof constructioncanps are recommended to reinforce current practice, however, and to provide a contractual basis of

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enforcementof environmentalrestoration, if necessary(See Table 6).

5.2.2 Economic Structure

The project will have a beneficial impact on the economic structure and functioningof the area. Recommendationsof a prodominantdyenhancement nature are made to intensifyeconomic impact by the incorporationof urbai. developmentand commercialactivity accommodations within the program. As noted in the foregoingdiscussions, although the roads includedin the RRMP (andother minor roads such as the feeders createdor enhancedby the Care road program)are successfulat bringinggoods to market, there is not always a market (in the physical sense) once they get there. As part of the overall environmentalenhancement of the project, as well as to make road travel more efficient, therefore, it is reconunendedto take such needs more fully into account and to incorporate provisionsto coordinate activitieswith the Ministryof Local Governmentand other concernedorganizations as discussedabove.

Considerationof value recapturestrategies are also recommendedfor road improvementsin urban areas as noted in the inroduction to this section.

5.2.3 Energy Consumption Characteristics

Energy consumptioncharacteristics will be improved through more efficient road operations and the reduction of congestion. Fuel consumptionduring the constructionperiod, however, could present an area of potential envirownentalimpact. As previouslynoted, bomkenbricks manufacturedin the local area are the primary source of aggregate for road constructionand are fired usually through the illegal use of wood as fuel. Road improvementprojects are one of the primary markets for these bricks. To mitigate these potential impacts, it is reconmended that:

* The standard contract provisionsstipulate (and actions be taken to enforce) a requirementthat bricks fired by wood will not be allowed for use in the project (See Table 6).

• Lime consolidationbe substitutedfor the use of brick unless a compellingcase to the contrary can be presented.

5.2.4 Transport and Access Cbaracteristics hnpacts to the transportationnetwork and its operations will occur during both the constructionand operational phases of the project. Road constructionand transport of constructionmaterials will delay other traffic and cause unavoidabledetours. Contractsfor the work contain provisionsto ensure that these disruptionsare minimized. Beneficialimpacts will accrue during the operationphase of the project due to more efficient operations and reduction of congestion. As noted above, however, mitigation actions to enhance this aspect of the program through coordinationwith land control activitiesin the vicinity of cities and commercialactivity centers along the road way are recommended.

5.2.5 Culturil Resources

Becausethe RRMP-H0is confinedmainly to impiovementsin existingROWs, potentialimpacts to cultural resources are minimizedand largely confined to land acquisitionactivities related to the five identified

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sub-projects discussed below. No additional mitigation actions of a programmatic nature are reconmended. At the sub-project level, however, resolution of potential cultural resource issues in Saidpur will require resolutionbefore the sub-projectcan proceed.

53 THE RRMP-li ACTION AREAS

S3.1 Rehabilitation Action Areas

Other than as noted above, no mitigationactions within the rehabilitationapproacb and action areas of the project are recommended.

S3.2 Overlay Areas

Other than as noted above, no mitigationactions within the overlay approach and action areas of the project are recommended.

S33 The New Ali t and Bypass Projects

Other than as noted above, particularly in regard to the integration of urban planning activities and accommodationof commercialactivities, no programmaticmitigation actiors are recommended, except that resolutionof resettlementand culuuralresource issueswill require resolution at the sub-projectlevel in Saidpur.

E:ND NOTES - SECTION S

1. Pre-InvestinentStudy, RRMP-f, May 1991.

Sm4rmalAialysls Peaplew RpUbc ofeqluiei Sewud Rdw6MWm. & MJal_mr hejca WM F_mg PJW"d By 7e WemY Am 6.0 Environmental Management & Training 6.0 ENVIRONMENTAL MANAGEMENT & TRAINING

World Bank OperationalObjective 4.01 suggests the inclusionof an Environmentaland Management Training section in EA-relateddocuments to assess the existence, role, and capabilityof environmental units at the on-site, agency, and ministry level, and, if determined warranted and feasible, make recommendationsconcerning the establishmentand/or expansionof such units, and the training of staff.

Observations in regard to environmentalmanagement and training have already been made in this documentas part of the mitigationand enhancementrecommendations, Section 5, and may be -iterated and expandedupon as follows:

* Assignment of Enviromental Managenent Responsibilities. RHD's organizationalstructure is indicated by the foregoingExhibit 11. It does not currently provide a focal point with responsibilityfor the managementof environmentalissues. Creation of a focal point for the oversight of environmentalconcernw is recommended. Even though environmentalissues requiring managementattention in this instanceare relativelylimited, their importanceshould not be minimized. Assignmentof environmentalmanagement responsibility is needed to ensure that these issues are not overlooked. In the absence of assigned responsibility, follow-up and monitoringactions will be haphazardat best.

Given that need, the relativelylimited nature of the task, and the fact that the office of the Chief Arboriculturistis the dosest approximationof an environmentalunit within the current structure, it is recommendedthat that office assume broader enviromnentalresponsibilities in addition to its treeplanting and maintenanceresponsibilities. The office would be assisted in these efforts by the RRMP SupervisoryConsultant as a part of the normal contractual-scope of services. Expanded responsibilitiesare recommendedto include the monitoringof environmentaldata sources (e:g., the flood control projects), enforcement of environmentalrestoration actions recommended as part of the standard contract provisions and organizationof environmental training programs as discussedbelow. Considerationmay also be given under the project to making the Chief Arboriculturalist's office into an Environmental Unit with sub-units for enviromental, arboriculture,and resettlement. Assistancein these efforts could be provided under the project's institutionaldevelopment component.

* Environmental Training & Guidelinesfor RHD Staff and Contractors. .As far as has been determinedin the courseof the investigation,no environmentaltraining or guidelinesare offered to RHD Staff or contractors. Such activitiesdo occur in other ministrieswith related mandates, however, as witnessedby the Guidelineson EnvirommentalIssues Related to Physical Planning, as publishedby the Ministryof Local Governmentand publicationsprepared as part of the CARE roads program throughthe Ministry of Relief.

Training to heightenthe envirownentalawa.eness of RHD staff in general and staff of the office of the ArWJriculturistin particular is reconmnended.Training shouldbe geared toward making staff aware of the environmentalissues in RHD activities and recommendedcourses of action (e.g., borrow pit restoration)- basicallythe same types of training currentlyundertaken by the Ministry of Local Governmentfor its staff in the conduct of similar physical development

FAnmn m bras PrP1eIu hpub& ef3MgINri S5m,d Rh_&u' & MaJmlh Phwj MA Fwdia NmWd Dt 7he Wo, Bo* Page6.2 ApFll 1993

projects. Materials developed for use in the program undertaken by the Ministry of Local Government(the Guidelinesnoted above, courseagendas, etc.,) have been developedfor use with similar training recipients and are recommendedas points of departure for similar programs in RHD.

Training to heighten environmentalawareness of RHD contractorsis also recommended. It is the activities of contracors in the field that will ultimatelydetermine the success or failure of many cnvironmentalinitiatives. Understandingof techniques(e.g., lime consolidation),purpose and contractualrequirements (e.g., borrow pit restoration)of enviromental recommendations by contractorsis likely to lead to avoidanceof adverse environmentalimpacts rather than more costly and time-consumingclean-ups after the fact. Referenceis made to Annex 8 of the Aide Memoire following the November-December1992 Mission entitled Construction Industry DeveloMegn. The annex notes that the Governmentof Bangladesh should encourage and promoteimproved techniques and ecologicallysound approaches to road construction,presumably throughprograms targetedat upgradingthe skills,awareness and expertiseof contractorsengaged in RRMP. An enviromnentaltraining componentis recommended as part of that effort. A sample TOR for a similarprogram recently undertakenin Indonesia is attached as AppendixC.

The services of the SupervisoryConsultant for the implementationof RRMP-TIshould be calledupon to assist in these training efforts as determined necessary and consistent with the contractualscope of services. This may also be addressedunder the project's institutionaldevelopment component.

EnWwra.mga1AL4mzmwm Prple RiipulU of aigId- SecondRehWbN&a. & Malvewa Pnjea MM FAs8g Novi" y TheWof auk 7.0 Monitoring 7.0 MONMIORNG

World Bank OperationalDirective 4.01 suggests the inclusionof a MonitoringSection in EA-related documentsto specifythe type of monitoringrecommended, responsible parties, and other inputs as may be warranted.

Three types of monitoringactivities are recommendedin this instance: a Monitoring of Forthcoming Data In Reprd to Flooding Characteristics. Flooding characteristicsin the study area are complexand changing due to the flood and water control projects in variousstages of planningand implementation.RRMP is now proceedingon the basis of existing rather than projected conditionsas the most prudent course of action for reasons explainedin detail in Section 2. Existingconditions may, however, change over time when and if planned flood control programs are actually implemented. Monitoring of flood control programs in general and the Flood ActionProgram in particular is, therefore, recommendedso that any necessary adjustmentsof assumptionsand design factors are fully taken into account. The bibliographyof this report presentsa tabulationof the most relevantstudies and flood control projects. Routine contact should be maintainedwith the relevant flood control and related projects. Periodic, documentedreviews of the implicationsof these monitoringactivities and appropriate responses to new informationthus obtained should be a routine part of project management.Summaries of data monitoringactivities soould be incorporatedin routine reporting requirements (e.g., quarterlyreports) as a means of ensuring that changingconditions and new data are adequatelytaken into account. Parties reconmnendedto assume responsibilityfor this and other monitoringrecommendations are discussed below.

* Monitoring of Integration with Related Programs & Consultations with Affected Populations. Greater integration of RRMP with local development and physical planning activities at the local level should be viewed as an integral part of project management,not a separable activity. Monitoringof the integrationof developmentplans for a communitysuch as Saidpur, for example, requires only a review of the plans and the efforts undertakento achieve integration. Such activities should be a routine part of project design and management. Quarterly reports and other routine projectmonitoring and reportingmechanisms should address these issues, problems encounteredand proposed actions.

* Monitoring and Enforcement of Other Environmetal Protection Recommendations. The restorationof borrow pits, constructioncamps and similar activitiesare largelya matter of good engineeringpractice and should be a routine part of project management. The services of the SupervisoryConsultant should be calledupon to assist in these monitoringefforts as determined necessary and consistentwith the contractualscope of services.

Responsibleparties for these activitiesare:

* The Roads & Highways Department (RHD), Ministry of Conu is's. As previously described, assignment of primary monitoring responsibility is recommended as part of the expandedresponsibilities of the office of the Chief Arboriculturistwithin RHD (See Exhibit 11).

Ehvfrmmwwa Aal*4uolya Pe.plw Repubc of Buugkd'-h Se,dRcWgafm, & Makmm Prjej Wm Fmdn hwi my ThWWNeWDmiJ Page72 Apir 1993

Monitoringresponsibilities of the office are recommendedto indude routinereview and analysis of informationin regard to flooding characteristicsas they may be affectedby the Flood Control Plan or other factors; assumptionof lead responsibilityto facilitatethe integrationof development activities in general and those of tie Ministryof LocalGovernment in particular; assumptionof lead responsibDityto facilitateconsultations with potentially affected populations; and monitoring and enforcementof recommendedcontractual provisions for environmentalprotection such as the restorationof borrow pits and constructioncamps.

* The RRMP Supervisonry Consultant. Monitoring of changing conditions, project implementationand contractorperformance is a routinepart of the responsibilitiesof the RRMP Supervisory Consultant. Monitoringof enviromental actions shouldbe consideredan integral part of that responsibility.

* World Bank Task Managers. As a World Bank-fundedproject, RRMP is subject to routine monitoring by World Bank staff to ensure that the requirements of the project are properly executed. These monitoring and general project assistance activities afford opportunities to ensure that environmentl issuesare adequatelyaddressed. Routineproject adjustmentsto reflect new conditionsresulting from flood managementinitiatives, integration of project activitieswith local government officials, consultations with potentially affected populations and other recommendationsas presented herein should be monitoredas a requirement of the project and incorporatedin project reporting requirements.

Other than these actions and due diligence to the enviromnentalissues, no additional monitoring mechanismsare recommended.

E,WrLmwAumuu AepkskpubUc of badei S&cmdRehahladm & MaXn,ae Ph*a VIU F_dng PWldd 5, TheWorld B Appendix A - References - APPENDIXA - REFERENCES

1. DOCNUM

Ahmed, Dr. Mushtaq. BangladeshAgIriulture: Towards Self Sufficiency,1988.

BangladeshMinistry of Communications,Roads and HighwaysDeparment. Road Master Plan Proict- Main Report, July 1991.

Bznm sh Ministry of Local Government. Rural Development Cooperatives, Local Govemment Division, Local Govcrnment EngineeringBureau. Local Government Engineerin! Bureau (a description),circa 1993.

Bangladesh Ministry of Local Government. Rural Development Cooperatives, Local Government Division. Local GovernmentEngineering Bureau. Guidelineson EnvironmentalIssues Related to Physical Planning, 1992 (Draft & Final).

Bangladesh Ministry of L1cal Government, Rural Development Cooperatives, Local Government Division. Local Government Engineering Bureau. Ouarterly Report Number 13 (October- December 12M. Rural Roads and MarketsImprovenent and InfrastructureProject (RRMIMP), December 1992.

Bangladesh Ministry of Planning. Bureau of Staistics. Monthly Statistical Bulletin of Bangladesh, October 1992.

Bangladesh Ministry of Irrigation. Southwest Area Water Resources Management Project. Asian DevelopmentBank. Sir William Halcrow& Partrs, Ltd. November 1992.

BangladeshMinistry of Irrigation. Water Developmentand Flood Control. BangladeshFlood Action Plan. EnvimmmnentalPosition Pamer October 1991.

BangladeshMinistry of Irrigation. Water Developmentand Flood Control. BangladeshFlood Action Plan North East ReggknalStudy. Annex 9. Initial Environmenl Evaluation, October 1991.

CAREBangladesh, Intated Food for DevelopmenfFFD) lPQe I. Submitd to USAID, November 1992.

Louis Berger International.Inc. in associationwith Sarm Associates,Ltd. ResettlementPlan for AffectedFanilies, Second Road Rehabilitationand MaintenanceProject, January 1993.

Louis Berger Intenational. Inc. in associationwith SaumAssodates. Ltd. Soclo-EconomicSurvey of Affectod Families. SeowndRoad Rehabilitationand Maintenance Project. January 1993.

sucu5- dEailm & Mmamom.cpjmn MA Fwdhm huvUd N VWt Binrst Appdr A-2 ]U J

Louis Berger Intemational,Inc. in associationwith Sarm Associates,Ltd. _echnical Sncifications. Contracts I through ,. Second Road Rehabilitationad Manenance Project, December 1992.

Louis BergerInterational, Inc. in associationwith Sam Associates,Ltd. Report on Trial SoctionObservation 1992110-1,Road Rdabilitation and Mainteunlce Project - Phase 1, October 1992.

Louis Berger Intemational,Inc. in associationwith Sanm Associates,Ltd. ]]t Lime Industay *n BangLad, Road Rehabilitation and MAice Project - Phase 1, Undated, circa August 1990.

Louis Berger Inernational, Inc. in associationwith SaumAssociates, Ltd. TechnicalProposal for the SecondRoad Rehabilitation and Maintenance!Proie=, December 19W9.

Louis Berger Intenational, Inc. in associationwith SaumAssociates, Ltd. Brick Khoa as Base Granular Material, Road Rehabilitationand MaintenanceProject - Phase I, Undaed. Ocober 1989.

KBNEngineering and AppliedSciences, Inc., nd Tropical Researchand Development, Inc., for USAID. Proramm icEnviromenta Assessment of the USAlDfBangjadeshInteifAtd Food for Dnevdgment Progran, Jaur 1991.

United States Agency for InternationalDevelopment. EnvironmentalDesign Considerationsfor Rural Devedolment Prokoc. October 1980.

United Nations Capital DevelopmentFund (UNCDF). Banrladesh Rural Infrastructure Formulation Mission BGD/911C02. July 1992.

World ResourcesInstitute. Center for lItentional Development. Bangladesh:Environment and Natural Resource Assessment Final Remon,Prepared for USAID, Septenber 1990.

World Bank Appraisal Mission. Aide MemomirBanrladesh Prooosed Second Road rehabilitatioo and Maintenance Pjea Revised7 April 1993

2. PERSONAL CONTACTS

Dr. RukumuddinAhammed, Senior Physical PlanningConsultant Rural EmploymentSector Programme-II Ministryof Local Goverment GPO Box 4185 Ramna. Dhaka, Bangladesh Telephone: 327544, 319270

_ A.Pka _1 uU Ofsw9 S XedDakih_ & M_mw Fajue WA FmWu, Pomda 52.me Wm" Bw.. pdp W99i AppiadlxA -.

Arthur E. Bruestle, Principal EnvironmentalEngineer Environmentand Social Affairs Division Asia TechnicalDepartment The World Bank - WashingtonDC 20433 Telephone: 202/4580-2756

Stephen R. Dice, Senior EnvirommentalSpecialist nfrastructure- Asia Region Technical Tbe World Bank 1818 H Street NW WashingtonDC 20433 Telephone: 202/458-0148

Md. Monowar HossainChowdhury SuperintendingEngineer Local GovernmentEngineering Departnent 5n Laimatia, Block 3 Dhaka 1207. Bangladesh Telephone: 816391

MohamedNurul Islam. AssistantDirector Departmentof Environment House Number 2 - Road 16 (New) DhanmondiRIA. Dhaka 1209 Telephone: 315777. 328676

Janet Koch. Senior Economist Energy and InfrastructureOperations Country Departent 1. South Asia Region The World Bank - Room E-9103 Washington.DC 20433 Telephone: 202/4S8-035

Stein Lundebyc. Transport Engineer Energy & Infrastructure The World Bank, E-9091 Washington, DC Tdephone: 2021458-2756

Peter Nicholas The World Bank 1818 H Stret NW WashingtonDC 20433

Mr. Riazuddin,Deputy Director Deparment of Eavironmet Miisty of-Forest & EAvironment House 2 - New Road 16 Dhaka, Bangladesh Tcelphone: 328676

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Mr. M. Quazi, OperationsUnit The World Bank Dhaka, Bangladesh

Ataur Rahman, Chief Engine Roads and Highway Department Sarak Rhaban, Dbaka

Richard K. Simonian,Team Leader Second Road Rehabilitationand MaintenanceProjea Dhaka

Sandy Taylor Second Road Rehabilitationand MaintenanceProject Bogra

VincentTmPleanO. Resident Engineer SecondRoad Rehabilitationand MaintenanceProject Bogra

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Appendixc B - Inter-Agency Coordination LOUIS BERGERINTERNATIONAL, IN Archites Engineers-Economists Planners FLAT-C16_L_ 4. PoribagnHousing SocietY Telaphone: 863169 P. 0. Bow No. 4289 ODhaka- Bangladesh SiteOffice: Bogra

25 February 1993

Mr. Riazuddin, Deputy Director Departmcntof Environment Housc Number 2 - Road 16 (New) DhanmondiRJA. Dhaka 1209

Dear Mr. Riazuddin:

Thank you for lakJngthe lime to meet with me on 9 February 1993before my ficld trip and again yesterdayaftemoon to discuss the Road Rehabilitationand ?-aintenanceProject (RRMP) in the Rajshahiand Khulna Divisions.

I greatly appreciatedyour observationsand references.

I wish you every successin the imponant work of the Departmentof Environmentand if we can assist you in any way. pleasc do not hesitaic to contactus.

Sincerely.

RobertJ. Hefferon Pnncipal Planner LOUIS BERGERINTERNATIONAL. INC. rhlzecs EngiueersEconomists Planner

4.- Panbaghl4ousing Society Telephone: 863169 P. O. Box No. 428I Dhae - lingladesh Si Office:Boole

25 Febnrary 1993

MohamedNurul Islam, AssisLantDirector Departmentof Environment House Number 2 - Road 16 (New) DhanmondiR/A. Dhaka 1209

Dear Mr. Islam:

Thank you for talung the lime to meet with me yesterdayafternoon to discussthe Road Rehabilitationand MaintenanccProject (RRMP) in the Rajshah; and Khulna Divisions.

Your recent experiencean and knowledgeef Lhe RajshahiDivision madeour discussions panicularly useful.

I wish you the bestof luck andsuccess in your new position with the Depanment.

Sincercly.

Principal Planner PrincipalRobertJ.PlannerHcfferon LOUIS BERGERINTERNATIONAL, INC. ArchiteL EngineersCEconomis fLAT-C/6 _1 \ ciet nier cnmssPonr 4. Paribagil Housing Society - Telephone 863169 P. 0. Box No. 4283 Dhaka- Bangladesh Site Olflce: Bogra

25 February1993

Md. MonowarHossain Chowdhury SupenniendingEngineer Local GovernmentEngineering Department 517Laimatia. Block 3 Dhaka 1207.Bangladesh

Dcai Mr. Chowdhury:

Thank %ou for taking the time to meet with me on 25 February 1993 to discuss the Road RehabiliLttionand MaintenanceProject (RRMP)in the Rajshahi and Khulna Divisions and potentailcooperation belween the Ministry of Communicationas lead agency for the project and the Ministry of Local Govemmentfor relatedaspects of physical planning.

I greatlyappreciated your observations.references. and the two publications you werc kind enoughto supply.

I wish you every success in the imporan. work of the Ministry of Local Government and if we canassist you in any way. pleasedo not hesitateto contact us.

Snccrely.

RobertJ. Hefferon PrincipalPlanner LOUIS BERGERINTERNATIONAL, INC. FLAT-C/6 -- L Architects Engineers-Econamists- Pln 4. ParibaghHousing "3ocihty Tlpoe 836 P.O. Box No. 4289 Telephono 863169 Dhaka- Bangladesh Site Office: Bagra

25 February 1993

M. A. Aikarim, Project Director Rural Road Market Improvement& MainicnanceProject (RRMIMP) Ministry of Local Government House# 14 - Road 8 DhanmondaRIA. Dhaka 1209 Bangladesh

Dear Dr Askanm:

Thankyou for taking the timc LOmeet with me on 25 February 1993 to discuss the Road Rehabilitatuonand MaintenanceProject (RRMP) in the Rajshahi and Khulna Divisions and potentialcooperation between the Ministry of Communicationas lead agency for the project and the Ministry of Local Governmentfor relatedaspects of physical planning.

I greatly appreciatedyour obscrvations,rcferences and the copy of the RRMIMP Quancrly Repon for the period October-December1992.

I wish you every successin the important work of the Ministry of Local Governmentand if we can assist you in any way, pleascdo not hesitatcto contact us.

Sincerely.

Roben J. Hefferon Pnncipal Planner LOUIS BERGER INTERNATIONAL, INC. NATArchitect EngineersEconomlsts Planne FLAT-C/6 _ s Aciet-Egnes cnmss /n 4. Patibagh Housing Societv t _ Telephone: 863169 P.O. Box No. 4289 Dhaka- Bangladesh Site Office: Bogra

25 February 1993

Dr. Rukunuddin Ahammed Senior PhysicaJPlanning Consultant Rural EmploymentSector Programme-11 Ministry of Local Govemment GPO Box 4185 Ramna.Dhaka Bangladesh

Dear Dr. Ahammed:

Thank you for taking the time to mcet with me on 25 Fcbruary 1993 to discussthe Road Rehabilitationand MaintenanceProject (RRMP) in the Rajshahiand Khulna Divisions and potentialcooperation between the Ministry of Communicationas leadagency for the project and the Ministry of LoWl Governmentfor related aspectsof physicalplanning.

I greatly appreciatedyour observationsand references.

I wish you every successin the imporant work of the Ministry of Local Governmentand' if we can assist you in any way, pleasedo not hesitateto contact us.

Sincerely.

RobertI. Herferon - Principal Planner Appendix C - Sample TOR For Road Contractors Improvement Program The focus Of the pre=e Project is the extension of management assistance to road construction contnctors in Indonesiaincluding some of those executingADB - assisted projects in order to reduce the high costswhich project implementation delays impose upon the economy and to train contractor's staff in improving constructionand manRgementtechniques.

2. . OB3ECTIV

2 1 The objectivegof providing the managemunt supponseriees to the mafd enntmrctnrs is to enhanrctheir capabilitiesin constructionand managementtechniques in order to help alleviate bottlenecksin timcly implementationof road construcjioncontracts by providin, direct managementassistance to selectedIndonesian road contractors includin, someof thosecarrying out projectsfunded by ADB.

2-2 The folloAingspecific project objectives.indicatingthe improvements to be obtained throughthe managementsuppon project. have been esta5lishedfor the project to secure a lasting effecl from the assistance:

i) Impro,%-cmcnof corpoawtcand proicci mLnuagemnentskills of Indoncsian rOad contractorsin the financial,techni:2. mcz-anical, marketing. administrativeand related fidlds. 1t) Increased cfficacncy in the camuta.onof spccifiod road betterment and maintenanceprojects by a selected numhtr of small znd medium size local contractors.

auij Esublishmentof a lorntierm Tra;ninj Proiranmefor funher strengtheningthe lmana cmrntcapabilities of small and 1redaum size local contractors. This programme would Include a Movingseminar package covering releiar-t manaemrnt and technicl subjects.to be orgviized and run by trained semin2r lecturersfrom the consultnt.

Va) Establishmentof procedures by meansof *hich the traininp requirement of Indonesianroad contractorscan be adentiTitd t DETATLEDSCOPE Or SERVICES

I.1 Consultingsermices will be pro%aded to canr out the %-ork-envisaged under this scherc. It 3s anticipated that a stan of interntonal consulaits well experienced in the fields of constructionmawiement, fuance andequipment manqci nena will be needed for this purpose.

3.2 Thnc will be a Project ?4znagc7appo;nted by Bina Mz.-ga and he uill function as counitCWato the conltants' Team Leader. wAk-ill repon to him. The contractinefirms to receive assistance -ill be selectedby Bira 1'!p:ja in consultationwith the ADB. 3.3 The activities of thc perts assignedto the provinces will be co.odinated by the ConsulantsTcaT LeaderIn conjuncionwM thehead of the RBOresponsible for thc region. Basedon BinaMarga's advice on seclcion of contractorsto mceiveassistance communicated throughthe PrqjectManger, the TeamLeader will assip individusaproj=us for assistanceand will provide diection to the expertsthroughout the pTojectto ensure thr: the focus of their effortsis towardsthose projects which have the greatestneed and whichA-ill benefit most from extemal hdlp. All activities, reports and scrvices will be undertakenin coordinationwith the RBOto maximizeeffectivencss.

3.4 Assistance to begiven by consultantswill includemanagement support to thecontracto:s at headquantrs level and on-siteassistznce to their on-goingroad beutermentlmaJntnclancc proJcZts.Key areas whereassisunce is generallyrequircd at headquartcrslcvel we:

- overall managementcapability - operationaland financalplanning - budgeling and cost oontrolsystems - estimatingcosts and endering - projectcontrol and man ementinformtion sysiems - finLicialmanatemrent including cash floA - %o:kshop and equipmentcosting systems

On-sitc assistnwcewill concentrate on c-r.-.CtiO lechniqu;s. quarry operation. pain an-d gu:imCelt utiaization.mwntenance and repair 8a 'sell aSo-the-job traininygof coniTactorsstafr re 'anous aspectsof construconl management.The Ilaer will include esvimatingand quantity sur%cyan. measuremnenand evaluaion of work. matcna:sprocurement, crushedStone and ai;phall production, and quality wortrol.

.5S Thr scope of worlk o consultants. amonigother things, will include the folloaing:

I) Carry out a broad over%iewstudy of the domestic construction industry vith particular referenceto road constricuon fwth a view to asscssingthe man reasonS for poor performancein several cases.

ii) Studythe organizationalstrcture andfunctio:ting o' the contractingfirms selected for assiswanc. and identifyte ars wherestrengthening/mafnagemew suppon is neededto imnpovepcrformance

uii) Conduct seninars and worLshopsfor contractors' staff on variousaspects of projectimplemenution and prvide themgeCcssary on-the-job trining. iv) Reviewthe existingworkshop practices and cquipmentmaagement procedures, includingmaintenance d rpair operationsof domesticcontractors and advise them on measurs to makepant and equipmentusage cost effective.

v) Rcviewthe existingpraTices of domesiccontractors aith respectto budgeting. accountingand fwancua-magemert includingcost conuol andcash flow, and suest aptPriate measurto improVvthem andachieve bet perfomace. vi) Assist domese contactors in introducing project control and management informationsystemlS and to improvecfficiency of all their operationsrelating to implementationof contracts.

vii) Assistdomesic contractorsin planningand scheduling all contractactivities With 2aview to achievingtimely implementationof he contacts.

viii) Reviewthe peronnel managementpolicics of domestic contraciorsand provide necessaryadvice to th:m for improvingstaff relations and increasingproductivity.

ix) Anthl domestic ccnz,tort in improvin&, thcis .. uI,aLzu:tiua %MIIIiyUC.N will procedures to maklc optimum use of the available resources of manpowcr, equipmentand finance.

x) Provide echnical advice tn domestic contractors on quantity surve3inZ and costin,g.matrials procuremcntand management, quality control of work;s,and in other such arus related to project imrr.cmnentation uhere improvementare needed.

' Tt. censullin;services usil fc%vuson o-2 nlngthe fp;'!o :n ian;ible resuhisin addi1ton. Ia ,hc USLsaJifcady dc.JIO ld

A report preparedfor each individuaJ vo'IIactoT;projectincludedin the scheme ;:uinLg a descnp:'( of thc COflpAn). its cxecutionof a road benterment or maintenanceprojct, an anaysis of the mana;cment capabilitiesof theCompany. and recommcadatuonsto thc company for improvements in managerial and technicalfields.

An ovcfi i F!!!1 Report ivfkl an in -dep.h analvsis of problems encounteredby local contractorsif. eneral, exeeuting road betterment maintenanceprojects, including recommeadit.onsas to managena) and technologicalimprovements needcd for Lhesmall ad mediumsize contractorsto ecxcuteroad bettermentand maintenanceprojects in a professionlJmanner.

Technica RepoLusad mrnwuals.Ahaich %all be prepared to saiisfy immediate. specific. genual and Ibng*term requircmcnts for managementstandards and guidelinesrdaxed to all work activibes and management procedures for planning. mntrol,scbeduling. reporting. estimatingand monitoringof road construction projects. The content of these manuals %ill be determined by the needs perceived by te experts. Amongothers. it is expected that the topics to be covered by these TechniculRepons and Misuals may include:

- Project Costing - Mobili Panning - Quarsy3Esotashment Mateials Stabaiiry * CashFlow Ealuaton - TechnicalSppervnsion Project Managcmenlt ResourcesPlanning Manpower Developmcnt Production or Training aids, manuals and guide notes for use by lower lcvel and mid managementas a sourcercference for assistance on the job to ensure that the consulants' advice is availableon a permanent basis.

4. JOB DESCRIPTION MADPERSONNEL

4.1 The Project Team 3hall consist of cxpcrs in a numbcr of disciplines expenenced in cOnstructionmanagement at all levels. They must, prefcrably, have been employedon previous projccts of a sizlxiIc kind, auidcwn5euently have a good knowledgreof thc problcms being encountered by contractorsin the Indonesianroad construction industry.

4.2 Delailed ceperiencerequirements and job descriptionsfor the p;ofessional staff assigned to the Project arc as follows:

.3.2.1 Tcam Leadcr

The Team Leader must be a senior professional with an initial degree in civil cnginecring. Hc shouldhavc extensiveknowledge of road constructionpractices. He musthave cxtensi%c contract managementexperience and knowledgeof the government sector. Previous peofesSionalexperience in Indonesia is desirable. He will:

- reside and establishthe Project's main ofrice in Jakarna.but traved in the provinces as and %hennecessary. It is envisaged that a minimumof 15 days in a month will be spent outside lakart;

- @I2lisgh aUA maaaiatn ClosC ties with DanaMarta.-particularly the Project Mlanagcr. and with any other a:encies involved in the project;

- be responsibleor the complete co-ordinalionof all of the activities of other expens retained for the Project;

- provide any specialistadvice whichfalls witNinthe sphere of his particular knowledge and experienccdirmdy to conractors requiring such assistance;

- prepare a detld work programme at the str of the Project and subsequentlyup-date every three motafs;

- be generally responsible for transfer of tewbnology;

- ensure that the largest possible number of contractor$*staff gain maximum benefit throughout the Project;

- be reonsible for the production and distributionof manual, guidelines, and technical reports covering selected aaspects of the PrOect;

- submit monfthyreports covering all activitiesof ihe Project. 42.2 Specialist Esperts

The Speialist Exper%shighly experienced within their assignedfields and thusable to coWtplementthe effons of theRegional Management Experts (soe below) and give them special sporl whenever rceded, will be stationedin Jakarta.

Thesewill be:

- an EquipmcntManagement Expert; - a Quany Expert; - a Site ManagcmentExpert; - a Training Exper.

They will providea centalcore of professionalexpenise to supplemcntthe activitiesof the other team membersand will concentrate on enhancementof:

equipmentmanagement - project planning - quarry operaions - trainingplanning and implemcntation - site layoutand mobilization - contract interpretation - financialplanning and control

TheSpecialist Experts will travel frequentdyLoprojea locations under thedirection of the Team Leader and will be assignedindividual project responsibilities in additionto thoseprojects %noAhich t)hcy anis tm Reoon2sManraicasrt rxpcrU.

Funhemor theywil. in accordance with oveWrallinrctions from the Team Leader, disdhrge the followg d-es:

- Witiating wancoordinatn theproduction anddistribution of Zuidelines,manuals, and tehical reo

- planningand execeion, in conjunctionwith the other Expeus, of seminarsfor selectd ntractorsin the ridjectreions;

- planning and productn of papes for the above mentionedseminars.

4.2.3 RegioalManagement Expets

FourRegionl Management Expus will b sationedin theprovinces at locationssuch tht theyawe able to spenddt maximumamount of theirtime on read projet locations.They maythus requirerdocation dunng the cous of theconsulmney period. Thy-will be supported by thc Cpes stationedin Ja and wl assist a slect aumber of cotractors ing problemsin execuibonof nod benermentandmaintanceprocts, anssistingon xvel contracts at any one time Th RqionalM ement Expertsmus be highlyexpaeced enmeerswith a broadknowledge atal aspectsof theroad COnSITCuon fnUUbuFy. OUSj; *i, I"" dutics, they may be requiredto giveadvice and assisanceon any number of the followingmain topics:

*plannintg and programminfproceduTes in general; - understandingof the requirementsand obligationsof contracts; - financial management,including cost control, cash flow etc. - matesialsprocurement,including assessment of capabilitiesof potential subcontractors,and preparationof subcontractdocuments, with special emphasis on wconomicsafeguards and guaranteesof timely deliveries; - crushed stone and asphaltproduction; - estimatingand quantitysurveying; - measurementand evaluauionof work; - equipmentmanagement. repair, and maitenance; - staff relations; - reportingsystems. They will repon bac in the TeamLcader on any identiliedneed for assiswanceby the centrally bascd expens. They willalso submitsugestions for topicsto be includedIn seminars or other trainingactivities, and takepan as requiredin the productionand presentationof papers on sUchoccasions.

3. REPORW'G The Consultantwill be rquird to submitthe followingrepons to BmiaMrga and ADB each in a tw of 30 (thib ) cics, indudingS (five)copies to ADB.

Tbe languageof the Consultnt's repot will be English. Bowee, in order to enhance the effectivenessof thtir serces. the consultantshould afange whermconsidered necessary for 4OrTlnS papes. technical notes. documents and other materis pread by them for cnsideration by Bma Margaand oLhergoverment agencies so be translatedinto Bahasa Indonesia.

5.1 Inception Rcport

Within 30 (thirty) days afwr the commencementof the services, the Consultantwill submit an Incetion Repot giving the deailed workplan, assignments forindiiduals and the methodology proposed.

5.2 Monthly Progess Repon

At the end of each calendar month the Consultant%ill repon on the progress of the project. problems bCing encounteredand solution offcred.

5.3 Technical Reposu

The Consultantwill pmduce as necessy technicalrtpots and/orposition paper dealing sith technicalmatters airising during the project. PROJECTORGANIZATION CHART

I DIRECTOR OF PLANNING * pi. AM,b

I CHIEF OF SUB DIRECTORATE OF ROAD DESIGN &&MR.Amm A

_ _ _ _ I _ i-

.S.~~~~~~~~~~~~~MM.A_MM_A _ , ,._, .-. ~~~~~~~~~~~~~~~~~~*jc

______t__~ a ' : .a_ , . I . .~~~~Ic_TEAMLEAD.

.% . _"_ MA .

. Oass-*-_.| . ._ .. , ' w .~~~~9 r @~~~~~~~I'

_~~~~~~~~~~~~~~~dofl .. PROJECT*S';OALS AND OBJECTnVES

The Regional Management Specialistsassigned to the Project .Areasare responsible for the following provincial areas:

* Padang, responsibe for :U provice in Swnaters

* Bandung, responsible ror West Java, Central Java, Yogyakarta and West, Central. South and East Kalirmantan

* Denpasar, responsible [or East Java, Bali, West Nusa Tenzggara. East Nusa Tenggara, East Tinur

* Ujuog Pandang, responsible for alU provinces in Sulawesi. M.aluk-uatd Irian Jaya

The project areas and assignmentlocations are shown on the map presented in Figure 3. The Regional Organizational Chart presentedin Figure 4 will be used in each of the project areas.

As background, the Bina Marga Sterring Commite initially sciceted a motalot 42 Contractors throughout Indoncsuato reccive Management Support and Assistance. Ninc of these contractors are located withm the armaassigned to the Regional Management Expert msponsible for the Denpasar Ara. All of these Contractors were selected based upon their potenti for Long Term DeveJopment.

The specialists based in Jakar will be periodicallyassigned to outlying regions to assist the Aegional Maaguemcnt Experts as required. Requests for these Specialists will be closely coordinated by the Team Leader and the Bina Marga Project Manage:. The Regional Management Specialists and the Specia!ss based in Jakarta will also be responsible for . coordinaiing and conducting stminars. " orkshops and training at project locations as the :raining, needs are identified.

REVIEW OF PREVIOUS PERFORPMNANCE

Over recent years there has been consideribleimprovement in the performance of Indoneszan Road Contractors however. furtherimprwcvment is sdU required. Through our experience in working closely with Contractors on previousprojects and on the ongoing ADB Ninth PeriodicMaintenance projert. we havc identified problem areas that are cuffently occurring on Bina Margaroad construcion projectuas sen by the Supervisory Engineers. In addition Bina Marga has compiled records of problems being encountered by Contractors implementing ongoing road pfojecs fundedby ADB.

Management Support to the Indonesian Road Construction Indust (MSICI) Sina MargalLouis Berger International. Inc. - PROJECT'SGOALS AND OBJECTIVES

Previousperformance data indicatethe following problem areashave been encountered on the ADB Ninth PeriodicMaintenance Project

PROBLEM AREA PERCENTAGE OF TOTAL REPORTED

Equipment Management 52 % Manpower 46 % Managerna 20 % Financial 11 % Material Delays 7 % Specifications 7 % EnvironmentaJ 2 S

As noted, the major problemsaffecting the madcontractors are in the area of general management. Occupying first place in the problem's frequency list is equipmenL management. The lack of practiceof good managtementconccpts, is affecting the proper utilization of equipmcnt Deficiency m good planning. organizing and scheduling or equipment availability as well as equipment down time appear to be the major causes for delays and high cost of road construction.

Manpower organization and implem:nrtaion is the second leading caus' for delays and contributes to higher costs for road construction. Here again, the lack of good managerial pisuouccia the culpsut mIv86 wlit die lack or quatmata management and technical personnel. The shortage of manpower is the result of significanl increases in project funding and the * associated increases in the volune of road work being completed at this time.

The severity of the other problems listed is equally as itportance as the problems described above,with !bc diffcrence that thev do not occur with the same frequency. While reviewing the mcords it beame apparecn that even though thr frequency of the problems may change from Contracmorto Contractor, the types of problems being encountered by the construction industry as a whole arc fairly consistent.Since the predominant problems arm in the areas of Equipment magement and utilizationand Manpower organization and implementation, the most direci approach to improvingContractor performance will focus on these arcas.

Management Support to the Indonesian Road Construetion Industry (MSICI) Bins MargaLouis erger International, hc. - . * PROJECTS GOALS AND OBJECTIVES

ASSISTANCE TO CONTR&CTORS

The project is aimed at enhancing the capabilities of road Contractors in construction and management techniques by providin- direct management assistance to the Contractors and through direct involvement in their contrats. Thcrefore a key task will be to establish good communications, trust and confidence between the Consultants team and the Contractors staff. This relationshipwill be establishedthrough a 'hands-on personal' approach, through careful determination of areas of mulvememnandtaeul-s 3deradohortetronimendations given lo satisfy the Contractors needs and requirements.

To initiate the program, the Management Experts will visit the Contractor's offices to introduce themselves, complete the Questionnair and discuss any problems the Contractors may have. InceptionSeminars similar to this one have been held in Padang and Bandunvand onc more will be held in Ujung Pandang. South Sulawesi. Home office and site visits will be ca.-iied out by the Regional Management Experts to determine the type of management suppo:a required and to provid as m.uchassistance as possible considering their work load. The Jakra based Team of Expers will visit the contractor to advise on specific problems dependent upon their needs and the backup required by the RME. Assistance will be made 3 ailable to the Contsactors at the e-alicst possible period of the project implementation.

. n-ough utilization of the results of the Questionnaire developed for the Indonesian Road Contractors, direct observations by the MSICI team. contractor's requirements and other sources. trning programs will be devdoped to strengthen the managementcapabilities of the Indonesian Contractors. Training will be provided through Workshops and other presentautionsto the Contractors.

Since the program is designed to assist Contractors and Not Contracts, the assistance V.v; 4 dJ t* tia Conuractors toy ne LonSultantsmay conunue to new contracts. When this occurs assistance will be provided at the earliest possible peiod of project implementation. This approach will ancludeproviding assistnmc at the pre-bid and bidding stagcs of contracts. This will allou our team to identify problem ares and implementimprovements before the problems occur. With this in mind. it is proposed that the Consultant's team be involved during the pre-qualaficationand pre-bid stages of the projects where possible. During these early stages of the project the Consultantwill focus mainly on the availability and suitability of equipment and selection of contracts which best suit the Contractor's specific t4lentsand capabilities.

Management Support to the Indonesn Road Construction Industry (MSICI) Bin* MargalLuis Berger Intenrational. Inc. PROJECT'S GOALS AND OBJECTIVES

SUnMMARY

As previously uainI the objectiveof thc pmijcc. i3 Lu cnhance tne construction and management capabilities of Contractorsin orderto achieveon scheduleand within budget implementationof road constructiornprojects. Tlis objective will be achieved by providing direct management assistance and training programs through Workshops and other presentations to selected IndonesianContractors on projects currently being tendered and those in progress. Our team of specialists wilJ work directly with Contractors in the field and in their home offices. In order for this direct %orking rclationship to succeed it will be essential to build a relationshipbased on professional trust and confidencebetween the Consultantsteam and the Contactors staff at the earliest possibledate. This relationship will bc achievedthrough a handson approachby our teamof specialists.

Mr. Wilitam CuTis. Team Leader, will be responsiblefor thorouehly briefing the Consulanl s staff on the appropriateapproach to be taken with the ConETactors. Thc approachtaken will be basedon open communicationslinks which are d- signedto encourage mur-Widialogue between the Conuactor. Bina Marga and the Consultant.

ManagementSupport to the Indonesian Road Construction Indusry IMSICI) RinaMarglaLouis Berger Interntional. Inc. S.4 Final Report

Al the expirationof consultanlservices a final repornshall be submi:ned,summarizin, the findints andrweommendation of the conSulumt, appraising the achievementsof the pro)eCt and detailing probable future requirements.

6. MAJOR PROJECT REQUIEMDENTS

6.1 Expert Services

Tbe activitiesoutlined in chapter3 requirethe fdl)owing expert scrvices:

PosJtlon I/M

Expatrate Expens

Team Leader 24.0

SPeclals Experts: Equipment ManagementExpert 22.0 Quar Expert 22.0 SiteManagemen: Expen 22.0 TrAiningExpert 22.0

Regional NianaStment Experts Expert 3 22.0 Expert2 22.0 Exn 3 22.0 Expet 4 22.0

Total 200.0

6.2 Suppon Facilities

In additionto above. genral upportfacilitics ae requiredin sccordancewith standard projectrcquirements and procedures. SELECTION OF CONTRACTORS TO RECEIV-E ASSISTANCE

As stated in previous reports, a basis for seloctionof contractors to receive assistance was preparod by the Consultant and a list of ontractors was finalized by the Bina Marga in January 1992. The selection of the contractors to receive assistance was based upon the following criteria:

* The contractor is behind schedule on current projects.

* The contractor has the resources and has shown the potential for long term development.

Upon arriving al their duty stations, the RegionalManagement Experts reviewed the lists of Contraciors to receive assistance wiLh the RBO's and Dinas Bina Marga staff of the respectiveprovinces. At that uimethe Kakanwilsand the Dinas Bina Marga staff members recommended that some of the contractors initially sciected should not be given assistance sanct Jici. piOjcrl5 were completaor the Contractors did not. in their opinion,require assistance. They also recommcnded that othe contractors should be added to the list. In essence, it '-ac found that the final decition fn tiPiprminine the. tnntractnr to receive assistance should be made by the RBO's. the Dinas Bina Marga and the Kakanwils in conjunction with the Regional Manaement Experts. During meetings held in Jakarta and Bandung in late ApTil 1992 it was agrmed that the RBO's and the Dina Bina Marga of each province will provide the Regional Maaement Experts with lists of contractors who, in their opinson, should receive assistmnce based upon the selection criteria given above.

Since these lists are extensive, it willbe virtually impossible for the Management Experts to assist all of the Contractors listed. Therfo, the lists should be prioritized by the RBO's. Dinas Bina Marga. Kakcanwilin conjuncto with the Rcgional Management Experts. The Contractors actully selected for assistance will be based upon the priority lists as coordinated by the Tcam Leader. the Regional Mwagement Expa.. the Dinas Bin Marga and the RBO. Due to limited number of Expers on our team we will only be able to provide assistance to -- the higher prority Contracts and Conactor.

Durng this report perod the RegionalManaement Experts worked with Contractors originallv listed and with Contractors recommendedby the DinasBina Marla, Kakanwilsand the RBO's. The curret list of Conutaor.5rwcommended for assistanceby the RBO's and the DBM's is prsented in Table 4-1. As shown.13 of these contractors are on the original list and 19 are new. The lisu of contractors to receiveassistance are to be updatedmonthlv.