GOVERNMENT OF THE PEOPLE'S REPUBUC OF ROADS AND HIGHWAYSDEPARTMENT OFFICE OF THE ADDMIONAL CHIEF ENGINEER SARAKBHABAN, RAMNA, DHAKA Public Disclosure Authorized DETAILED ENGINEERING, PREPARATION OF BID DOCUMENTS ENVIRONMENTAL IMPACT ASSESSMENT AND RESETTLEMENT PLAN OF

NALKA - HATIKAMRUL - BONPARA Public Disclosure Authorized NEW ROAD Public Disclosure Authorized E-236 VOL. 8

DETAILED ENVIRONMENTAL STUDY panS Environmental Management and Monitoring Plan Air and Noise Pollution Assessement Public Disclosure Authorized

DECEMBER 1996

DHV Consultants BV ConsultingEngineering Services () Pvt., Ltd. The Netherlands DevelopmentDesign 'ConsultantsLtd., Bangladesh in associationwrth Desh UpodeshLtd., Bangladesh

DHV CES DDC DUL The Government of the People's Republic of Bangladesh

NALKA - HATKAMRUL - BONPARA NEW ROAD

Loan Agreement 2638 BD

DETAILED ENVIRONMENTAL STUDY

Part 1 Executive Summary Part 2 Socio-Economic Survey Part 2a Appendices Socio-Economic Survey Part 3 Base Line Survey Part 4 Resettlement Issues Part 5 ENVIRONMENTAL MANAGEMENT AND MONITORING PLAN Part 5a AIR POLLUTION ASSESSMENT Part 5b NOISE POLLUTION ASSESSMENT

Subject Detailed Enviromnental Study File K4008.01.001 Date December 1996 Status Version I Our reference NHB/LJW/DES.VR1 I TABLE OF CONTENTS Page

PART I PROJECTSETTING 1. Introduction 4 1.1 Termsof Reference 4 1.2 Scopeof Assessmentand ManagementAction. Plan 6 1.3 Approachand Methodologies 6 1.4 Policy,Legal and AdministrativeFramework 8

2. Project Description 10 2.1 ProjectRationale and Justification 10 2.2 ProjectComponents and Technical Layout 10 2.3 Civilworks and ConstructionMethods 11 2.4 ConstructionPlanning and ImplementationSchedule 12

PART II ENVIRONMENTALIMPACT ASSESSM:ENT 3. ExistingEnvironmental Impacts in the ProjectArea 12 3.1 Natural Impacts 12 3.1.1 Flooding 12 3.1.2 Storms 13 3.1.3 SeismicActivities 14 3.2 Man-madeImpacts 17 3.2.1 Destructionand Modificationof Natural Habitats 17 3.2.2 Pollutionof Water Resourcesand AssociatedHealth Hazards 17 3.2.3 ImpactsInfluencing the HydraulicRegime 18 3.2.4 Air Pollution 21 3.2.5 Noise Pollution 21 3.3 Developmentin the ProjectRegion 22

4.- EnvironmentalImpacts Anticipated Due to the NHBNRProject 23 4.1 Issues at Stake 23 4.2 Constructionand OperationRelated Physical Impacts 25 4.2.1Disruption of Floodand SurfaceDrainage Pattern 27 4.2.2Interruption of LocalTransport & Communication 27 4.3 Constructionand OperationRelated Ecological Impacts 28 4.3.1 Destructionand Modificationof Habitats 28 4.3.2 Impactson Wildlife 30 4.3.3 Risks of Deteriorationof Surfaceand GroundlwaterResources 31 4.3.4 Disposalof-Construction Materials and SolidWaste 31 4.4 Constructionand OperationRelated Socio-Economic Impacts 32 4.4.1 Impactson Agriculture 32 4.4.2 Impactson Fisheries 33 4.4.3 Constructionand TrafficHazards 35 4.4.4 Air Pollution 36 4.4.5 Noise Pollution 36 4.4.6Health and SanitationHazards 37 4.4.7 SocialLife Disruption 37 4.5 PotentialEnvironmental Benefits due to the Project 38 DHV Consultants BV

PART m[I ENVIRONMENTAL MANAGEMENT & MITIGATION PLAN 5. EnvironmentalDesign Aspects and Mitigation Measures 39 5.1 EnvironmentalCriteria for Optimising Road Alignment and Final 40 Selection 5.1.1 Alignment ConsiderationsRelating to the Bio-Physical Environment 40 5.1.2 Alignment ConsiderationsRelating to the Human Environment 40 5.1.2 Measures to Reduce Accident Risks During Operation 40 5.1.3 Final Route Alignment Selection Process 41 5.2 Road Safety Designs in NHBNR 44 5.2.1 Measures to Reduce Accident Risks During Construction 44 5.2.2 Measures to Reduce Accident Risks During Operation 44 5.2.3 Curves, Junctions, Busstops 46 5.3 Sensitive Areas that should be Protected from Borrow Activities 46 5.3.1 EnvironmentalCriteria 46 5.3.2 Selection of Borrowpit Sites 47 5.4 - Control of Air Pollution 48 5.5 Control of Noise Pollution *48 5.6 EnvironmentalMeasures in Construction 49 5.6.1 Safe Deposit of Construction Material and Wastes 49 5.6.2 Rehabilitating Campsites after Completion 49 5.6.3 Rehabilitating Borrowpits 49 5.7 Mitigation of SocialTensions 50

6. Managementof Water Resources, Flooding and Navigation 51 6.1 Provision of Stable and Safe Drinking Water Supply 51 6.2 Control of Erosion, Siltation and Scour 51 6.3 Design Provisionsto Mitigate Flooding Events 54 6.4 Embankment Protection 57 6.5 Provisions to Maintain Unobstructed Navigation Routes 58

7. Fisheries Mitigation Plan Measures 59 7.1 Mitigation of Impacts Affecting Fish Migration and Ecology 59 7.2 Fish Stock Conservation Measures 60 7.3 Culture-BasedFisheries Schemes in Dighis 61 7.3 AquacultureDevelopment in Modified Clay Borrowpits 63 7.4 Additional Income Generating Facilities 65

8. Forestry Schemes 66 8.1 Embankmentand Roadside Plantation 66 8.2 Selection of Suitable Species 66 8.3 Plantation and Harvesting Scheme 68

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PART IV ORGANISATION AND MONOTORING PLAN 9. Organisation of the Environmental Management Plan 71 9.1 Organisational Framework 72 9.2 Tasks and Responsibilities of the Technical Team / Contractor 73 9.3 Tasks and Responsibilities of the Environmental Team 80 9.4 Tasks and Responsibilities of the Resettlement Co-ordinating Team 85

10. Monitoring opf the EMAP 86 10.1 Elements of Monitoring 86 10.2 Sectoral Monitoring Activities 87

Annex A Legal Framework to conduct this Environmental Impact Assessment

Annex B Detailed Inventory of Trees which have to be Removed by NHBNR

Annex C Fishpond Management for Rehabilitated Clay Borrowpits

Annex D Cost Estimate Tables for EMAP Elements

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ADB Asian Development Bank AMP Asphalt Mixing Plant BAFRU Bangladesh Aquaculture and Fisheries Resources Unit BDT Bangladeshi Taka BRE Brahmaputra Right Embankment BWDB Bangladesh Water Development Board CIECC China International Engineering and Consulting Corporation CL Centre Line CPUA Catch Per Unit Area dBA Decibel with A Weighting DOE Department of Environment DOF Department of Fisheries DPHE Department of Public Health Engineering EIA Environmental Impact Assessment EMAP Environmental Management Action Plan EP Entitled Person ERAP Economic Rehabilitation Action Plan FAD Fish Attracting Device FAP Flood Action Plan FCD Flood Control and Drainage GIS Geographical Information System GOB Government of Bangladesh HYV High Yield Variety IFADEP Integrated Food Assisted Development Project IRC Indian Road Congress IWTA Inland Water Transport Authority JMBA Jamuria Multipurpose Bridge Authority MIS Management Information System MPO Muriate Potash (K20 - fertiliser) NGO(s) Non Governmental Organisation(s) NHBNR Nalka Hatikamrul Bonpara New Road NW North West NWFP Northwest Fisheries Extension Prejject/BAFRU OD Operational Directive ODA Overseas Development Agency PAP(s) Project Affected Person(s) PDB Power Development Board RAP Resettlement Action Plan REB Rural Electrification Board RHD Roads and Highways Department ROW Right of Way RRMP2 Second Road Rehabilitation and maintenance Project SWMC Surface Water Modelling Study T.S.P. Triple Super Phosphate (P2 05 ) ToR Terms of Reference WARPO Water Resources Planning Organisation WB World Bank

I ha = 2.47 acres = 247 decimals

Monetary values are expressed in BDT (Bangladesh Taka). Where applicable, US$-equivalents are given, using an exchange rate of BDT 42 per US$ 1.00 as per October 1996. I ...... ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~

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ENVIRONMENTAL MANAGEMENT PLAN

1. Introduction

The main objective of the Consultancy Services is to assist the Government of Bangladesh in preparation of detailed engineering design and detailed environmental studv for the proposed new road (NHBNR) connecting Nalka-Hatikamrul and Bonpara/Ahmedpur. This report includes all findings and assessments with respect to the environmental issues related to NHBNR. It also elaborates an Environmental Management Action Plan for the major interventions of this project in order to mitigate, minimiseor to avoid potential environmentalhazards.

1.1 Terms of Reference

During its screeningand assessment procedures, the Feasibility Study (CIECC, 1993) has identified many issues relating to engineering and environmentalaspects as needing more detailed investigation during a detailed design phase. Based on this analysis, the ToR.) that relate directly and indirectly to both the EIA and the EMAP are as follows:

Scope of Services Taking into account the findings of the feasibility analysis and preliminary engineering, as well as the relevant environmental impact studies, the Consultants shall perform detailed environmental studies, economic analysis, detailed field surveys, surface and subsurface investigation, including specific soils and materials investigations, laboratory testing and related works, and proceed with the detailed design of the road, bridges and other drainage structures. A master plan for environmental mitigation shall be drawn up, and implementationprocedures established.

During the course of their services the Consultant was supposed to carry out inter alia, a detailed environmental Study in accordance with World Bank Operational Directive 4.01 and 4.30 for a Category A project.

*) Selectedtext. adoptedand modified.where applicable. from ToR providedby the Client.

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Specific Environmental Issues to be Addressed:

The environmental study will include, but not be limited to, the following environmental issues:

* Carry out a survey to identify the distribution and remaining value of Chalan wet lands within the impact zone of the proposed road. * Assess impacts of embankmnentson surface drainage patterns and natural fish production to assist the engineeringteam in designing appropriate road cross-drainage. * Carry out a base line survey to identify sensitive areas which should be protected from borrow activities. * Develop criteria and procedures for rehabilitating the sites after the earth work is completed. • Assess air pollution and noise problems principally during operation phase, base rmainlyon a survey for those of existing roads; and * Develop a comprehensiveenvironmental management:plan and an environmental monitoring plan, based on the results of above.

As for the route choice, the Environmental Team will work in close consultation with Technical Design Team and with the Client fmalising the choice of alignment. To meet these requests. the Environmental Team will * undertake detailed topographic surveys of the proposed road alignment and prepare route plan and profile drawings with relevant cross-sectional details. • contribute to the site survey and assessment of proposed and existing bridges and culverts on the route; * assist with hvdrological analyses for all bridges t culvert sites and finalising length, and navigational clearance formal bridges; * determine number, size and location of all culverts required on the routes chosen. Special attention will be given in determining the opening of the culverts so that velocity of water flow be minimum so that obstruction is not created in the movementof fish. * review the data obtained during the feasibility study and undertake additional soils and materials investigations as required to find suitable materials for road embankment, pavement and reinforced concrete works. For all materials proposed, the Environmental Team will also assess the environmental compatibility with respect to obtaining and processing these materials, and assess potential adverse effects due to waste disposal; * ascertain the possibilities to cater for the uninterrupted flow of traffic for the period concerned. * undertake an inventory of the road side trees and make a detailed report on such removal of trees affected by the alignment.

The main output of this EIA is the definition of the final road alignment in accordance with minimisation of environmental impacts and technical and economic feasibility.

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1.2 Scope of Assessment and Management Action Plan

The initialscreening undertaken at the stageof projectidentification (CIECC, 1993) came to the conclusion to includethis projectas CategorvA in accordancewith OD 4.01, i.e. requiringa full environmentalassessment. This classificationseems justified given the type, location,ecological sensitivityas well as the nature of the expectedadverse impacts of NHBNRproject that mraybe irreversibleand multifold.

This ELAis basedon the results presentedin the BaselineEnvironmental Survey which coversthe major bio-physical,ecological and human aspects pertainingto the ProjectArea. The EIA also analysesall majorcross-sectoral issues (e.g.socio-economic, resource uses, health,culture) and the existingenvironmental impacts (the withoutproject situation). All areas whichare directlyaffected bv the road alignmentare assessedto the degreewhere changesin the environmentalsetting are expected.Depending on the factor assessed,these areas are approximatelyI to 5 km adjacentto the CL (see Tab. 1.3.2.1).This study excludes,however, more distant areas where major economic changesare likelvto followas a resultof improvingthe regionalcommunication network.

The ManagementAction Plan focuses mainly on appropriate measures in those sectors where major adverse effects are expected which could be mitigated by employing specific technical solutions and management options. Major sectors of interventionswith mitigation actions are (i) ) mnaintenanceof drainage pattern, (ii) flood protection (iii) income generating facilities for PAP's in the field of aquaculture, forestry and agriculture, (iv) rehabilitationof borrowpits. The ManagementAction Plan will also take into consideration control and mitigation measures for a variety of impacts that are commonly associated with this type of project, such as air and noise pollution, health and accident risks, impairmentof communicationand social disturbances.

This EMAP will not elaborate the RAP as the RAP is not part of Consultant's assignment. The RAP is to be defined after the PAP census and is part of the "to be appointed NGO's assignment". Once the ERAP and the RAP will be defined, the adequate nmitigationmeasures for PAPs like IGP, training, and the MIS can be worked out.

The Consultants are fully aware that this omission renders the environmental management plan somewhat incomplete, but it is not under the Consultant's responsibility to tackle these tasks. As defined in the ToR for the RAP (see Report on "Resettlement Issues") the entire resettlement part of the EMAP is to be provided by the selected NGOs. Nevertheless, this report discusses some of suggestions that evolved during this EIA on the linkage of linking income generating activities (e.g. modification of borrowpits into fish farms, roadside plantation schemes) with a future resettlement action plan.

1.3 Approach and Methodologies

1.3.1 Data Collection and Analysis

Essentially the methodological approach in collecting, analysing and processing the primary and secondary data for the EIA was identical with the one outlined in Section 1.5 of the Environmental Baseline Study. Reference is also made to the respective sources of information quoted in the Annexes of this report (e.g. maps, institutions contacted, interviews and questionnaires, public involvement and participation of the PAPs, documents) and the specific field surveysundertaken.

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The issues associated with resettlement of PAP are nol: considered in this ELAand in the EMAP as they are not included in the Consultants ToR. The Consultant prepared, as requested, the ToR for an "Resettlement Action Plan" as outlined in the reporl:on "Resettlement Issues on the PAPs". This report also identifies the needs for a comprehensive PAP census. Eventually, the elaboration of the RAP and the MIS for planning, implementationand monitoring of the resettlement program, together with the income generating and training program fully depends on the outcome of the PAP census and the furthter requirementsof the Client.

1.3.2 Bounding

The delineating of the areas and zones of influence of possible impacts were following the criteria described in the Baseline Survey (Section "Definition of Boundaries for Project Area"). For each of the major impact parameter a specific bounding (corridor identification) was performed, describing the width of each corridor in relation to the CL (Tab. 1.3.2.1)

Tab. 1.3.2.1 Corridors selectedto identify the major potential environmentalimpacts associated with NHBNR Project

Corridor Features to h Focal elements MajorAtoloRo .investigae 1to CL : Investigated investigation c~orridor)

Topography 5 -15 landtypes, profiles, physiographicanalysis, dependingon local complexity ...... mal.s,,...... 'eo,m9h,oog, , , , , ...... ma,s . sedimentdevelopment soil inspection,tests, identificationof suitablefill and 2 -es5 .Soilssois rowit ClimatelHydrology_5 -150 meteorologicaland data retrievalfrom dependingon locationof limate/ Hydrology 5 -150 hydrologicaldata,,,,,,,,,,,,,,,meerl. staio,maal meteoro!° a st tinsIC -

HydraulicRegime 0.1 - 250 flood& drainage expectedHFL and executedby Hydraulic Modelling .-. _floodingevents,rnaps StudytSWMCI ecologicalniches, rapidappraisal, cumula- intensityand range varable Key Habitatsand 0.1- 2 biodiversityof specific latiwetransects, identi- accordingto ecol.complexity, Biota biota,useful plants and ficationguides, literature wherenecessary, comparative l ~~~~~~~animals,,,,,,,,,,,,, maps-- - studiesoutsid,e,,corri,,do9rl lFishpnd 0.1 1 waterquaiity, fish interviewsand focusingon pondsaffected by the ...... in,contrants questionnaires,records project ChalanBeel na aecologicalfunction tvz, comnparativeobservation . ianeraturereview , mostlyoutside Project Area Demography 2 householdbiodata, age, records,interviews and lDemography 2 sex, educationreligion guestiggnires maps focusingon PAPs 2 administration,roadnet, questionnaires,inter- Utilities markets,water supply, viewsliterature, legal focusingon PAPs _ .- sanitation,public health acts, records,maps .. land use tenuretypes, holding size, questionn.i, intrvienws l Landuse ...... 1 rental...... aps li.,_lIRerature,_ record.. focusingl on PAPs non-movablehousehold interviewsand l -Assets 1 assets .questionnaires focusingon PAPs lAgrcuiture, cropculture, plant use, interviewsand Fisheries 1-5 livestock,fisheries questionnaires focusingon PAPs Ruralindustries 1 rice mills,pottery, sugar, interviewsand f- PAPs _ _. .urai-...ustnestransp _ questionnaires focusingon PAPs religious/archaeological fieldinspection and l CulturalSites 0.5 sitesto beprotected interviews,records to be avoidedby project

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1.3.3 Defining Project-SpecificEnvironmental Criteria and Guidelines

Above all, the en%ironmentalassessment ensured to the maximum possible and applicable to keep the number of people who would loose their homestead or only source of income due to the new road construction as low as possible. All analytical results were extensively discussed with the technical design team to ensure the feasibility of both the selected alignment and the proposed mitigation measures.

By the nature of this project, a number of sites had to be selected in which specific impacts of construction elements (e.g. CL, borrowpits, newly created lakes, construction sites) needed to be assessed and, to the maximum possible, to be avoided. In achieving this goal, environmental criteria were taken account while

(i) selecting the sites for * access (temporary)roads * borrowpits (includingpossible later use for income generating activities such as fish or rice production) * sand excavation(or, if technically applicable, hydraulic dredging) sites * material deposits * campsites and sanitation facilities

(ii) choice ofproper materials and construction proceduresfor * access (temporary) road construction * borrowpit material options * excavating and dredging operations e depositing waste material and surface water runoffs * pavement material and hot air emission * hazardous construction material

(iii) confining air pollution with respect to * during construction and operation phase * vehicle gas emission . dust * hot air

(iv) confining noise problems during construction and operation phase

1.4 Policy, Legal and Administrative Framework

Above all, the Client was consulted about the policy oi. this project, and the overall objective the NHBNR will pursue. Taking the broad range of assessment for the parameters ascribed to the project into account, a variety of institutions and organisations were contacted which could either contribute direct information (documentation, reports, maps etc.) or give for valuable comments while analysing data. The project team contacted therefore organisations which are either administratively involved with the project, or which pursue vested interests and policies in proper execution of this project. Annex B of the Environmental Baseline Survey Report enlists all institutions and organisations which were contacted during the execution of this work.

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By nature of the many surveys conducted in the field, the project personnel and management stayed continuouslv in constant contact and dialogue with the communities affected by NHBNR. Major issues were discussed at village meetings and during the household surveys (see Socio-Econornic Survey of the PAP). Village people information, concerns and response to the project contributed therefore significantly to the specific assessment described in this report.

To the extent necessary (and depending on the degree of actuality and availability) the documents/acts enlisted in this report in Annex A were consulted to assess the legal framework in which this project is embedded.More specific, the purpose of this approach was * to find out whether the project proposals are in conformity with the existing policies, laws and regulations; • to identify any part of the project recommendationsand mitigation measures which would be in contradiction with the existing policies, laws and environmental standards; • to elaborate at the stage of preparing the tender documents the guidelines which would ensure the long-term environmentalprotection interest of both the Government and the communities; . to discover at an early stage of planning whether any proposed action may infringe on the fundamental or traditional (cultural) rights and perceptions of the people; * to ascertain that there exists relevant legislation in force. but is inoperative because of prevailing setbacks due to poor socio-economicconditions. * to identify the degree of legal support the project may expect with regard to safeguarding the fragile ecological conditions in the floodplain, and to enhance environmental awareness among the communities involved.

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2. Project Description

2.1 Project Rationale and Justification

The NHBNR project will provide a direct link to the West of division leading from the western approach of the proposed Jamuna Bridge. Thie junction point at Bonpara is on the Natore- road. The distance between Nalka and Bonpara is about 55 km. The first approximately 4 km. betweenNalka and Hatikamrul involvingthe upgrading of an existing route.

The main objectiveof NHBNR is to provide direct link to the west of leading from the western approach of the proposed Jamuna Bridge. The highway will equally represent a major link between the North Western Districts and the capitil. As such, the NHBNR will definitely achieve major positive socio-economic impacts in many parts of the area by improving better communication,transport and social services which ultimately create better environment for human life. It is expected to have a significant affect on improved traffic movement and related economic development in this region.

The Preliminary Engineering,Economic Feasibility and EnvironmentalImpact Assessment study for a new road betveen Nalka and Bonpara via Hatikamrul has been prepared by N/S. China International Engineering and Consulting Corporation in association with O'Sullivan & Graham iimitedand Development Design Consultant Ltd. Two routes, Route 1 complying with the project description and Route 3A, terminating at Ahmedpur rather than at Bonpara, and passing close to important Thana centers such as Tarash, Gurudaspur and Baraigram, have been identified as giving good economic rates of retum. This is conditional upon the Jamuna Bridge project going ahead. Route I is cheaper but route 3A currently shows the better rate of retum. The Consultants have, on balance, recommendedRoute I which was subsequentlyapproved by GOB as final selected route for the project.

2.2 Project Components and Technical Layout

The road will be constructed on an earth embankmentwith an average height of almost 4 meter. The highest embankment will be situated at the approach of the Bridge where the embanlcnentwill be 11 m high to assure navigational clearance for this river.

The total top width of the road embankment will be 18 in. The road generally consist of a 7.3 m paved highway with hard and tufted shoulders of 1.25 m width each on both sides making the total pavement width 12.3 m. 0.6 m below the top main pavement a secondary shoulder will be constructed to accommodatea slow traffic lane of 3.8 m width.

The core of the embanlamentconsists of sand whilst a 0.5 m cladding layer of clay will be used for initial slope protection. In places where long and intensive flooding is expected the cladding layer will be increased to 0.75 m. In the newly constructed road 12 bridges are projected to accommodate the calculated 25 year flood return discharge through main rivers and khals. In addition, about 85 culverts are includedto drain off all surface water and minor rivers in the Project Area.

For the construction of the road a ROW of 50 m is required over the total length of the alignment. For bridge approaches and junction additional land is required. According to the Land Acquisition Plan more than 3,000 plots are affected. The extend of land loss for individual landowners varies from 1 to 100 %. The land acquisition analysis showed ithat some landowners will loose so much

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land that they would not be able to generate sufficient income to sustain living with their remaining land. These landowners are to be provided with new land and/or adequate compensation and an alternative source of income. The NHBNR project also requires that 28 homesteads are to be removed. The concerned households are to be resettled.

2.3 Civil Works Construction Methods

The total project will be divided into four contracts which aLreprovisionallY allocated to the following lots: Nalka - Hatikamrul 5 km Hatikamrul - Atrai River 20 km Atrai River - Baraigram 20 km Baraigram - Bonpara 10 km

To a certain extend the Contractor(s) executing the works can choose his (their) own construction method. As the Contract describes the materials to be used, some of the production and construction methods will be established by the Contract.

The main part of the fill material will be transported by truck from borrowpit to the construction site. The transport distance depends on the location of the borrov%pits.The total quantity of required 3 fill material for the entire project is approximately 5 million m . It is estimated that more than 95 % of this material will be transported by truck via (temporary) roads or tracks or via the (partly) established embankment. However, the possibility of hydraulic dredging is not to be ruled out but depends on the option chosen by the Contractor.

All building materials required for the construction of the road like stones, gravel, bitumen, cement, reinforcement steel etc. is to be transported by road or by boat during the monsoon season. River boat transport may play a more important role since the ge:neral infrastructure in the Project Area is poor and the low quality of the existing roads will further deteriorate.

For each of the contracts an Asphalt Mixing Plant (AMP) will be used. The asphalt concrete will be transported by truck to the paving site where it will be spread and compacted. For the construction of culverts and bridges different concrete mixers will be used.

Where necessary, e.g. at bridge locations, drainage is required for bored piling.

2.4 Construction Planning and Implementation

At this stage the period of execution of the works is not delined. It is assumed that the reconstruction of the Nalka - Hatikamrul section will be accelerated to ensure a appropriate connection between the westem approach of the Jamuna Bridge and the Nagarbari - road when the Jamuna Bridge is opened to traffic. This means that the construction of Nalka - Hatikamrul is to start latest in the first part of 1997. It is expected that the total construction period for the Nalka - Hatikamnrulsection will be 18 months whilst the road will be open to traffic after 12 months. As for the completion of the other sections of NHB (Ch. 4+000 to 54+820) present estimates range between 30 to 36 months.

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3. Existing Environmental Impacts in the Project Area

Like most areas in the country,the Project Area is affected by a number of environmentalimpacts relatingto both natural catastrophesand human activities.

3.1 Natural Impacts

3.1.1 Flooding

In the Project region, like in many regions in Banglades.h,flood is a regular phenomenon,often causingsubstantial problems problem when the entire infrastructuretogether with the people's live, their belongingsand the croplandthey dependon are affected.

As NHBNRis crossingthe major depressionat the LowerAtrai Basin, formingthe so-called "Green River" it will be often exposedto severeand long-lastingflooding caused both by major spills from the Atrai River. The area is also influencedfrom the area where flood,volume quickly drains from the upper part of the Atrai basin. Flooding intensifieslocally when there is coincidence of temporary heavy run-off in the Atrai, Karotoa and Bangali system.Apart from that, there are other lowlandareas in the westernpart of the ProjectArea floodedby minorrivers.

The ProjectArea is partly affectedby the backwaterflow from the Jamuna River. In the early stage of the annual monsoonthe Jamuna level remains quite high and there is substantial back water floodinginto the Hurasagarwhen the river spills over and engulfsthe LowerAtrai Basin.

The area experiencesevere flooding in the years 1987, 1988, 1991 and 1993 followingbreaches of the Brahamputra Right Embankmentand high levels in the Brahmaputra and the . Fig. 3.1.1.1 shows the magnitudeof inundationduring one of' the peak flooding occurring in August 1993.The security of BrahmaputraRight Embankment(BRE) needsto be taken into due account as this constructionand the hinterland to be protected (partly being the project area) are seriously threatened by continued bank erosion. Of particular concern is the imminent breach of BR.E at Mathurapara, some 40 km to the North of Nalka, where the Jamuna River bank erosion has already approached the BengaliRiver in less than 1 km distance. The scenariothat may have far-reaching consequences,also for the NHBNR, when the BRE protection will break is simulated and broadly discussedin the Hydraulic ModellingStudy.

Infrastructure development like polder construction is continually taking place in the upper catchment of the rivers, namely in the Atrai River Basirn.This is impedingthe free flow of the generated run-offs and causes a variety of enviromnentalimpacts and economic setbacks in some areas. The effects are multifold, ranging from climatic; changes, change of drainage pattern, deteriorationof surface water quality, disruptionof fish populationand recruitment,loss of crops, to social disturbances (FAP-2, 1992).

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Fig. 3.1.1.1 Flood extend during the peak flooding on August 28, 1993 Results of the EuropeanRemote Sensing Satellite-1 Program

InundatedLow " ;7 lands in the Project Area

[II Not flooded Flooded O 10 hn Rivers/Waterbodies

Source: FAP-19,GIS Study. ISPAN,1995

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3.1.2 Storms

Storns that ravage the region are mostly of local nature. Typical storms are Nor' Westers. tornadoes, and thunderstorms with wind speeds ranging from 90 to 200 km/hr. The storms' damagingcapacity is high but their area extent is limited.They can uproot trees, blow always Kacha houses (at least all roofs), causing severedamages to peoples' life, livestock and properties. This types of storms are generally expectedduring the months MLarch- May and again in September- October.Two to three stormsof such nature occur in averageeach year in the region.

The local storms may create considerablewave run-up in the project area on exposed embankment structures. Particularly in the central area of the "Green River" (at Nimacharai khal) there is sufficienteffective fetch distancefor waveto build up to 1.5 meters.Embankment erosion and scour are often resultingfrom these hydrodynamicforces.

Cycloneswhich are generateddue to deep depressionsin the Bay of Bangal, proceedingtowards the coast and hitting coastal areas associatedwith high speed wind, extensiverainfall and surges do not reach the Project Area (see Fig. 3.1.2.1) as they prevail in the coastal areas of Bangladesh.

3.1.3 SeismicActivities

Bangladesh,particularly the north-easternzone has experiencedin the past earthquakes of moderate to high intensity. The great earthquakeof 1897 which had its epicentrein the Shillong Plateau of India caused widespreaddamages. Two other major earthquakes,the earthquake of 1885 and Srimongal earthquake of 1918 caused severe damages on limited areas surrounding their epicentres.

Accordingto BNBC (1993) Bangladeshhas seismic zones. It appears the project area falls within the limit of two zones with moderateand low seismic activity (Fig. 3.1.3.1). The errtireeastern part of the Project Area fall in zone 2, i.e. moderate seismic zone. The eastern part lie within a zone where negligibleshocks are observed.

EnviromuemalManagenmn Plan - 14 - November1996 C: MMA \ EIA \ EMAP.DOC DHV Consultants BV

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Enviromemipl&n Mamgcffwg - 16.November 1996 DHV ConsultantsBV

3.2 Man-made Impacts

3.2.1 Destruction and Modification of Natural Habitats

Almost all of the land in the Project Area is privatelyowned and almost completelymnodified by man into agriculturalplots (mainlypaddy fields)and elevatedhomestead sites with horticulture.

In spite of these massive anthropogenic interferences,the region still contains some important habitats for wildlife like the Chalan Beel, although much of the forner characteristic wetland landscapehas long been lost (see BaselineSurvey). With the loss of valuable wetlands supporting rich wildlife(predominantly waterfowl) the region sufferedcritical losses in vital habitats.

Man has modified vast areas of former floodplains into culture land by drainage and polder construction.Similarly, the number of so-calledrefuge forests, e.g. stands of mixed tree and shrub vegetation on medium highlands, has been drastically reduced due to settlement and land reclamation. In fact, all mediumhighlands in the large floodplain area became reshaped by man, establishing homesteads and associated homesteadgardens. It is thus justified to conclude that almost no pristine habitat exists in the entire Project Area except the barren lands adjacent to the khals, particularlyNimacharai khal.

3.2.2 Pollution of Water Resources and Associated H[ealthHazards

The Project Area experiences a wide range of detrimental interferenceswith its water resources. Poor sanitation and hazardous drinkingwater supply, together with malnutritionand limited health care are the main causes of high morbidityand mortality in the region. Groundwaterdrawdown has locally reachedalarming low levels.

Poor Sanitation Facilities and Hazardous Defecation Practices About 90% of the population in the Project Area have no latrines and therefore defecate in open places indiscriminately.Kutcha latrines are usually constructedby the sides of ponds, ditches, rivers and khals. Accordingto field surveys only 1.4% had V.S latrines which are, however, not regularly used by all the family members.Given this hazardousdefecation practices and the fact that livestock also uses these resources, surface waters are seriously polluted and pose substantial risks upon human health. Faecal bome diseasesand parasites such as hookwormare commonin the area.

Water and Vector Borne Diseases It is assumed that the Project Area is representative for rural Bangladesh where about 80% of people, prevailingly children, suffer from water and faecal bome diseases. Among the most commonlyreported diseases are diarrhoea, dysentery, gastro-enteritis,typhoid fever, diphtheria, and hepatitis. Peaks widespread outbreaks of diseases are: shortly after the monsoon and during the dry season. In 1993, the region was affected by epidemiccholera, reportedlycaused by shortage of drinkingwater and inadequaterural sanitation. The existing FCD projects can encourage waterlogging, providing the main breeding areas for mosquitoes. In addition, small borrow pits of rural roads, and minor khals develop stagnant pools during the pre-monsoonand post-monsoonperiod. The vector-bornediseases such as malaria and kala azar are common in the ProjectArea.

Envrnemial ManagemauPlan - 17 - November 1996 C: \ MMA \ EIA I EMAP.DOC DHV Consultants BV

Pollution with Agro-Chemicals With the introduction of HYV boro paddv culture the extensive use of agro-chemicalssuch as chemical fertilisers and pesticides represents another ubiquitous source of surface water and soil pollution.It remains for further investigationto which extent this willhave long-term effects on both wildlifeand human health. Apart from agro-chemicalsthere are other pollutants, however limitedto local interferencessuch as poorlycontrolled waste disposals fromsugar mills.

Prelimrinarywater quality tests on main chemicalcomponents and bacteriologicaltests were carried out during the Feasibility Study from tube-well sources. .The results showed that the pH value, hardness, chlorideand Fe2+ contents were within acceptable limits, except for four samples whose iron contents exceededthe Bangladeshistandard. The reason of this excessive iron content mav be due to the geologicalformation of the soil at these villagesas district falls within the area identifiedby DPHE as having an iron problem.Regarding bacteriologicalresults, all samples were bacteria free excepttwo taken at Baraigrarnand Ullapara Thana respectively.

3.2.3 Impacts Influencingthe HydraulicRegime

The land slope is low. As such the flood flow of the area is controlledby the downstream flow into the so-called "Green River" (Fig. 3.2.3.1). The hydrology and flooding of the Lower Atrai is complex and includes surface water runoff due to heavy monsoon rains, occasional spills from adjacent main and secondary rivers, occasional severe flooding following breaches of the Brahmaputra Right Embankmentand seasonal backwater floodingfrom the confluence area of the Jamuna and Ganges rivers. Various structures and man-madeactivities tend to interfere with the natural flooding and drainage system.The water uses prevailing in the Project Area are, at least seasonally,not sustainable.

Disruption in Water Supply Due to the remoteness and economic under-developmentthe water supply facilities in the Project Area are belowthe average standardin Bangladesh.The field survey showedthat tube-well coverage is one tube well for 150 people.However, many shallow tube-wells remain defunct during the dry period due to the decline of static water level below the critical depth. As a result people of this region use surface water resources from the surroundings,such as fishponds, ditches, , rivers. In these times only few people can fully rely on dug wells.

Excessive Water Use Impeding GroundwaterRecharge The field survey identifiedthat tube-wellwater is used mainly for drinking and surface water for other domesticpurposes, e.g. bathing, washingof utensils,cloth-washing, gardening, cattle washing, cattle feeding and sanitation purposes after defecation. During the dry period, when almost all shallowtube-wells becomenon-operational, people dependon the Tara-pump deep tube-wellswhich may be more than 400 metres distant; very few rural people collect clean drinking water from such distant Tara-pump deep tube wells. Rather they collect river water, pond water and dug-well water for their drinkingpurposes. Duringthe crisis period out of 51.8 litres per capita/day, the rural people of the Project Area collect up to 2 litres of tube-well water from distant tube-wells and the rest of their requirementsare met from nearby availablesurface water sources.

Environmenul Managem Plan - 18- November 1996 C: \ MMA \IA \ EMAP.DOC DHV ConsultantsBV

Groundwater recharge dependsmainly on rainfall less surface runoff. Due to the concentration of tube-wells (either hand pump or moton'sed) in some locations in the Project Area the use of groundwater is already extensiveand reportedlyreaches the limit. This conclusionis supported by field investigationsand data collectionfrom the DPHE Thana offices, confirmingthat during the dry periodthe groundwaterlevel goes down, varvingfrom 7.0m to 10.5 m below ground level in April to May. As a result almost 90% of shallow tube wells become inoperational for a period from Decemberto May ever year. The DPHE Thana office suppliedtheir water level monitoring data which showed a maximumdecline of 10.4 m in BaraigrarmThana (CIEC, 1993). It must be stated, however,that excessiveuse of groundwaterresources due to the high numbersof tube-wellsare but two of the reasons for the generaldrawdown of groundwaterin the Project Area. Other causes relate to reduced rainfall, less flood, increased temperatureand, reduction in river flow in the dry period during the past years.

Polder Construction The BangladeshWater DevelopmentBoard BWDB in a bid to mitigate floodingin the Chalan Beel area implementedsome flood control projects. For their location in relation to the Project Area, reference is made to Fig. 3.2.3.1. The project included construction of Polders A,. B, C & D and excavation of canals for drainage and diversion.Polders C & D are nearly fully implementedand these are located in the upper reaches of the ChalanBeel. Polder A & B are only partially completed. Due to creation of adverse conditions outside the polders, people often cut them to redress their sufferings from losses in agriculture, increased flooding, development of stagnant waters, impairment of mobility etc. The problem of dissatisfied people cutting these embankmnentshas becomea recurring problem. One such a problem spot is situated right next to the alignment at km 24 where people from nearby Ambaria and Hamkuria villages cut deeply the South Tarash embanlanent,making road passage impossiblesince 1998.

Blockage of Channels Drainage channels and rivers such as the Atrai and Mora Boral have experiencedduring the past three decades a number of blockages by villagers establishingbunds to deviate water for irrigation purposes. Obviously this action contributes to substantial alterations in the flooding and siltation pattem in both upstreamand downstreamareas.

Insufficiency of Hurasagar Sluice to Control Backflooding in the Lower Atrai Basin The entire river system draining the Chalan Beel and its eastern periphery converge at Baghabari and drain into the Brahmaputra-Jamunathrough the Hurasagar. The tail end of the Atrai-Baral- Karotoa-Bangalisystem from Baghabari to - Jamuna out fall is known as Hurasagar. The water level of Jamuna rises first in the early part of the monsoon season, when levels in the Atrai-Baral system remain lower. As a result, Jamuna water backs up and flows upwardsthrough the Hurasagar and reaches up to the lowerpart of the Chalan Beel. (Fig. :3.2.3.1). Mitigationmeasures so far conceivedand implementedby the BWDB approved to be ineffective. In the light of recent studies by FAP-2 in association with the Surface Water Modelling Center, some measures for floodingin the Atrai Basin has been put forward. But consideringas a whole the flood problem in the Chalan Beel area no tangible measure is forth coming. As an instance, a sluice at the outfall of the Hurasagar was conceived. Its effectivenesswas judged insufficientto cope with the problem of backfloodingunless a complete reconstructionof the sluices are considered,estimated by BWDB planners to be in the range of several hundredbillion BDT.

Enviraimen Mangetnm Plan . 19 Novenber 1996 C: \ MMA \ EIA \ EMAP.DOC o ~~~~~Mohadevpur Staed

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Railwav alignment South of N}BNR The southernmost area of the "Green River" is traversed by a railway track between Ishurdi and Sirajganj, constructed some 75 years ago. According to the magnitude of bac,water ponding calculated in the Hydraulic ModellingStudy (see Report) it is not believed that there is any far- reaching hydrological impact from the railway alignment on the project or vice versa. Notwithstanding,the openingskept in the rail track may serve as a guidelinefor the proposed road. But due to continuous developmentin that area the hydrologicalscenarios are changing, some of which give reason for careful monitoring.

3.2.4 Air Pollution

At present, air pollution is not an issue to be concernedin the Project Area since it is primarily a rural agricultural setting without pronounced traffic network and without notable industrial development.

Accordingto the "Air PollutionStudy" undertakenduring this EIA, increasedvalues of CO. HC and NO, emissionsreach measurablequantities in the vicinityof the existingjunctions at Hatikamruland Bonpara. Referenceis made to the specificReport.

3.2.5 Noise Pollution

There is virtually no significantnoise leveldue to the remotenessand absence of heavy traffic. Most of the road alignment for the newly constructedhighway (betweenHatikamrul and Bonpara) passes through vacant agriculturallow lands and floodplaindepressions with few scattered villages.

Currently there are only two spots at NHBNR alignmenfwhich are subject to the comrnonlevel of noise as they are located at the junctions of large highways. One such place is Bonpara junction where the new road meets the newly rehabilitatedNatore-Pabna Highway, the other is at Hatikamrul junction where the National Highway Bogra-Nagarbary-Pabnameets with the trunk road from Sirajgonj and Nalka. Both localities have bazaar facilities, with bus and lorry stops. Traffic congestion is frequent, thus the noise level from both moving and starting heavy vehicles is high. Additionalnoise is created from drivers utiLisingexcessively their horns and rikshas ringing bells in such localities wheretraffic congestionis commonand/or traffic flow is not constant.

At these location noise levels are particularly high between8.00 hrs and 20.00 hrs with levelsof 60 to 70 dBA (see Report on Noise Pollution).At the 4 km road connectingNalka and FIatikamrulthere is less noise (45-55 dBA) because of the reduced traffic load identifiedby the Traffic Survey.

ErwuraonenulMaugeanrm Plan -21 November 1996 C: \ MMA %EIA \ EMAP.DOC DHV Consultants BV

3.3 Developmentin the Project Region

The area is expectedto becomesubject to major economicdevelopment in the near future due to the developmentof the Jamuna MultipurposeBridge and its highway networkof which NHBNR is one of the major elements. Apart from this evolvementthere is r elative few other developmentgoing on in this region which is sparsely populated and predominantlyan agricultural domain. There is no industrial developmentin or adjacent to the Project Area. Major small-scaleindustries and family based enterprisesare rice mills, potteriesand sugar molassesproduction.

Jamuna Multipurpose Bridge Construction The Jamuna Bridge wNillconsist of a multi-spanhigh level bridge totalling some 4.8 km in length, with bridge end facilitieson reclaimedland. The entire project, forecastto be completedby the end of 1998, includesalso extensiveriver training works and access roads. On the west side the access road is designedto meet after a distanceof some 15 km the existingNalka Bridge. From that point onwards(Ch.0.000) it woulddirectly link to the NHBNR.

Road UpgradingProjects The second Road Rehabilitationand Maintenance Project (RRMP2)aims to imnprovethe existing highwaysand roads in the Northwestthrough rehabilitationand maintenanceactivities. This project involvesconstructing six by-passes and additionsto the existing networkdesigned to avoid both the more congestedcities and the riverbankerosion along the .

The upgrading on the rural road network includes the following projects: Rehabilitation of the existing federal road network from Kashinathpur to Bogra (almost completed), whilst from Kashinathpurto Pabna and Natore is a committedscheme intendedto be completed in 1996. In addition, the section of road from Bogra to Natore is due to be overlaid this year at the existing standard. The Rural Roads Market Improvement and Maintenance Project (RD7) includes rehabilitatingmarkets and upgradingType B feeder roads throughoutthe North West Region.

Flood Control Structures and FAP Projects The continuingdevelopment of floodcontrol measures for Bangladeshis being carried out under the Flood Action Plan (FAP).In the entire North West Regionthe existingpolder schemesare currently reviewedwith respect to their environmentalimpacts. The polderingdevelopment (e.g. Chalan Beel polderA) in the adjacent and immediaterealm of the Project Area has considerableinfluence on both technical and environmentaldesign of this project. Of particular importanceis the interceptionof the Atrai River by a dam constructionbetween Gurudaspur and Katchikatato deviate surface irrigation waters West to the Tarash region.Consequently, the downstreamLower Atrai hydrologicalregime is affectedin many ways.

River Navigation and Dredging of Navigation Routes The Lower Atrai Basin has traditionally been served by a wide network of river transport. The IWTA have proposed the use of the Atrai River, currently a Class IV route, to import rock from India. The navigabilityof this main water artery in the Garges/Brahmaputra floodplain, however, vill be largely affected by high sedimenttransport rate, leading to rapid morphologicalchanges in this riverine system, probably in the order of 15 to 20 years. The Regional Plan (FAP-2) recommendedexcavation and reshapingof the channel in order to keep the river open for navigation during the monsoonperiod. The FAP-2 Study shows that a substantialnumber of river locationswill requiredredging, someof which are located near the site where NHBNR crosses the Atrai River.

Envirmnenal MargementPlan -22 - November1996 C: \ MMA \ EIA \ EMAP.OC I I DHIVConsultants BV

4. Environmental Impacts Anticipated Due to NHBNR-Project

4.1 Issues at Stake

Given the scope and complexityof the constructionof this new highway crossing a, highly dynamic floodplain,which is well populated and intensivelyused for agriculture,a number of (direct) short- term, long-termand (indirect)chain effectscan be expected. It seems justifiedto includethis project, followingWB/OD 4.01, underCategory A, i.e. a project that requiresa full and comprehensiveEIA due to the nature of potentialimpacts associated uith the planned interventions. The expectedimpacts are compoundedwith a number of specificpotential impactsthat are related.to the sensitivenature of this vast floodplainextending between the Rivers Padma and Jamuna. The likely increase in surface water pollution, groundwaterproblems, local congestion of floodwaters, progressive erosion, solid and hazardous material deposit problems, creation of stagnant water bodies and associatedpublic health risks, gains in agriculture and rural developmentversus losses in fisheries,interference with wildlifeand ecologicallyimportant habitats, socio-economicdisturbances due to resettlementand influx of labourare the prominenteffects that are at stake with this project, and that will duly addressedin Part III dealingwith managemientand mitigationmeasures. Given the complexity of the different effects which are associated with this linear project, the followingqualitative matrix of the compositepossible environmental impacts are summarisedbelow:

Fig 4.11: Matrixof potentialenvironmental impacts caused by differentproject elements

IMPACTS AFFECTED ENVIRONMENTALASSETS

CAUSED_ BO - PHYSICALENVIRONM ENT HUMANENVIRONENT- * BY

Requirement X V * * * *0 * V

Constrction Camnpsites X V V V V V * V

Borrow Pits X V * * V t V

Consolidation and Accretion X X *0 * Impairmentof WaterRegime X X !14 ~*

Air Pouution X x V V _ _ V _ V * _

Pollution _ X V V V V _ V

Hazardous Materials x x v * * * * % v v * Hazardous Effluentsfrom x x V * Road

Oi indirect impact(s) 0 strong direct impact(s) V limited direct impact(s)

Envirotnel ManagementPlan -23 - Novmnber1996 C:\ MMA \ EIA \ EMAP.DOC DHV ConsultantsBV

4.2 Construction and Operation Related Physical Impacts

The single impacts described in the matrix describedcan be subdividedshort-term and long-term impacts wshichmay originateboth during the Oonstructionand the Operation Phase of NHBNR. A summary list of these impactsis given below:

Tab 4.2.1 PotentiallyShort-term (temporary) NegativeImpacts of NHBNR

' DuiringConstruction:Phaset:;t0 l Dnng Operation Phase

*;0Destruction of habitats and rernoval/disposal--. ' i Surface water.ollXutionby accidents 0 0fSofvgtaio::0.;:: ;00ti:.:;-':' ;: ; ;:- 0:0.:0000:;0-0; 0. iGroundwater-pollutiorz ::t 0 :Temporaryvwaterloggingdue toAdrainage * GroundwaterPollution - problemsbehind new embankment Drnkingwatershortage:.. . . Closure :blockageof rivers.andkhaitis j Groundwaterpollution, disruption of water : S f hazardou mateials |supply -Public health risks(dust, diseases, | Surfacewater pollution,siltation, problems re- faecal pollution,accident risks) latedto disposal of materialwastes/dredge h e o loa a 1spoil Alteration.oflocal:and regional *: tSolid waste problems drainagepattemr,:n: * Spillage and/or (intended or accidental).deposit . Progressiveerosion behind culverts ofhazardous materials. W*;:Noise problems.. . Db of viage community. *. Air pollution-...... f a :Sanitation problems DDisturbances on terrestrial& aquatic i :nGeneralconst-rucionhazards, relatedtofill wildlife. ; -excavation,cstruction of campsites, access ro....Tads,bridge ts w Effectsn ocal vegetation:: A Publicheathtriisks (diseases.U aecal pollution. :~::accidentrisks) ... * .-0Disturbanceson agriculturalac,tiviti 4 Disturbancesion catchand culture fisheries: * Interruption!disturbance of rivernavigation * Interruptionof localtransp,ort& communication .Disturbances of villageZcommunity:life.- *-:0Soclo-cultural disturbanes due to .campsitesi;tS-;-Q0.t;t-0i ; :0 * DisturbancesvonAterrestrial1&aquatic wildlife * Effectson local vegetation-

EnvirruuemalMaagcnmne Plan -24 - November1996 C: \ MMA \ EIA NEMAP.DOC DHV Consultants BV

Tab 4.2.2 Fields of the potentiallylong-term negativeimpacts on the bio-physicalsphere, due to the construction of NHBNR

l . ~~SurfaceWater Resources Groundwater * Disruption of drinking water quality * Depletiondue to reductionof flood- * Increasedagrochemical runoff, relatedaquifer recharge contaminatingsurface waters * Depletiondue to increasedlocal * Impactson surfacerunoff & drainage tube-wellconstruction and usefor pattern irrigation * Intentionalcutting of accessroad I'ublic healthb risks (diseases, faecal embankments pollution,accident risks) pEstablishment of permanentwaterlogged Hamperingl of naturalaquifer (stagnantwater) areas recharge eRisks of waterbornediseases

Soil Conditions Agriculture * Sedimentationand accretion * Lossof farmland * Erosionand scour ILossof cropprodutoction * Chokingof riverchannels due to increased * Changein crop pautern sedimentation, increasedrisk of sudden * ILossof pasturegrounds river bank collapse to altered river flow in * Disturbanceson irrigation activities vicinity of bridge pilings * Impact on dry season agriculture _ ___ *~~~~~~~~~~~Disturbances on horticultures

Wcidlife & Fasheries Public Health * Destruction of habitatsand removal of . Increaseof waterbornediseases vegetationi Waterhyacinth development | * Effect on the wetland's overall nutritive and * Transport / spillage of hazardous = Arecruitment function substances * impairment of migratory pathways of * Noise problems li wildlife (terrestrial/aquatic) * Air pollution * Direct and chain effects on wildlife, * Changes in epidemiologydue to particular on endangeredspecies labour force aggregations * Increasedsoil contamination(followed by * Increasedtraffic accident risks, effects on vegetation due to increased associated with lack of adequate agrochemical pollution and embankment medical care .misuse * Nutritional declines, particularly for 0 Disturbances on catch 8 culture fisheries poorer population, due to reduction 0 Loss of formerly flooded habitats for major of fish protein resources readily capture fishery species accessiblei | Net reductionof regionalfisheries * Decreasedfood autonomy for the l | production in spite of aquacultureincreases landless and the very poor, resulting . * loss of local landscape aesthetics in poorer dietl

E _vrr Mmuce Pi - 25 - November 1996 c: \ MMA k EIA \ EMAPMrOC DHV ConsultantsBV

Tab 4.2.3 Fields of the potentiallv long-term negative impacts on the human sphere, followingthe regionaldevelopment after NHBNR completion

Impacts following regional development iriduced by the road project (Spin-offs and cumulaitive impacts)

* Undesireddevelopment beyond control of Project, e.g. squatters, encroachmenton embankment, illegal use of embankmentvegetation, break-up of rural social structures and linkages, appearanceof formerly unknown diseasesfor humans, livestock and crops, etc. * Inequities in future distribution of benefits and disbenefits * Population growth and subsequent pressureon local resources,including health risks * Increaseddemand on fuelwoodtriggering local deforestation * Future urbanisationtrends and changes in land-use patterns * Disturbancesof community life in villages * Effects on land and water resources * Socio-cultural conflicts * Depletionof biological resources(e.g. fish stocks, wild life, wild medicinal plants) * Increased dependenceon agricultural inputs and credit leadingto increased economic vulnerability of poorer classes, concentration of wealth, decreasedincomes and decreasingquality of life for some * Local social and land tenure conflicts due to migration induced by the new road . Navigation boftlenecks,impeding localiwaterwaynetvork.

EnvraumcnlaiManageme Plan -26 - November1996 C: \ MMA \ EIA \ EMAP.DOC DHV ConsultantsBV

4.2.1 Disruption of the Flooding and Surface Draining Pattern

The construction of a highway embankmentperpendicular to the main flow stream and drainage system of a large floodplain is to be viewed with care and caution. The flooding pattern, its seasonal occurrence and duration, main and secondary river and drainage outlet discharges and scenarios of Jamuna spills and embankmentbreak through events have carefully been analysed in the Hydraulic Modelling Study. The conclusionof this assessment is that, in general the NHBNR is unlikelyto cause significantchange in the overall flooding regimeof the so-called "Green River" given the number and design of bridges and culverts. According to the calculations made in the Hydraulic Modelling Study, the overall drainage of the Project Area is fully maintained. Nevertheless,local pondingproblems cannot be ruled out, and it is assumed that in the upstream regionof the road, the floodingduration may be slightlymore than at present due to lack of lateral flow of water only during monsoon.This increaseis less than 15 cm and only occurs during flash floods.

In the recent past few flood control polders have been built in the Chalan Beel which verv often either fail or are willinglycut by dissatisfiedpeople. Thus, the project must ensure that no major impairmentof floodingand drainage pattem occurs to avoid similar interferences and deliberate destruction.

Local rainfall excess may accumulatein somelow-lying areas and khals, resultingin increasedlocal water level. increase. On the other hand, at the end of monsoon,local drainage will be prolonged which will further extend the presence of stagnant waters and may create environmentalproblems discussedabove.

Due to construction (earthwork) activities, sedimentation in adjacent lowlands can increase at coincidenceof heavy rainfall. In case of khals interceptedby the alignment,equally there might be additional silting up of these channels during the constructionof bridges and culverts. This would implythat local drainage conditionswill worsen.

4.2.2 Interruptionof Local Transportand Communication

The project implementationforesees that during the construction phase considerable quantities of materialand equipmentwill have to be broughtin by the Atrai River using barges. This may disrupt or at least impede the regular riverine traffic. Furthermore, piling installation and installation of prefabricated bridge spans by floating cranes can result in partial blockage of the navigational channel.

In the eastern part (Hatikamrul- Nalka) and in the vicinity of Bonpara and Baraigrama significant increasein road transport and traffic with heavy constructionmachinery will affect the local traffic flow. To someextent, the rural road net and inter-villagecommunication will also be affected by the constructionof access roads and heavy machineryplying betweenconstruction and campsites.

The alignment of NHBNR will cross 36 electric power lines, out of which one (Hatikamrul) is a main line (132.000 Volt), while the rest are distributionlines. A total of 123 poles carrying electrical power line will be affected,out of which 47 will need to be removedout of ROW. Early notice needs to be made to both the Power DevelopmentBoard (PDB) and the Rural ElectrificationBoard (REB) to ensure uninterruptedpower supply to the respectiveoutlets.

EnvrmmnWlManagTm Plan -27. November1996 C: \ MMA\ EIA\ EMAP.DOC DEIVConsultants BV

4.3 Construction and Operation Related Ecological Impacts

4.3.1 Destructionand Modificationof Habitatsand Vegetation

For the road constructionof the highway,junctions, busstopsand campsitesall vegetation in the land acquired will be cleared. Besides, the excavation of the borrow pits to raise the embankmentsfor access roads will add to the destructionof the vegetation.

Destruction and Alteration of Habitats

The major part (approximately85%) of the new road alignment(km 4 to 54) will pass through more or less uniformpaddy fields.In these agro-ecologicalzone, impacts on biological resources will be rather limnited.In additionto the monoculturalcrop pattern. high residual values and applicationsof agro-pesticidesare responsiblefor the paucity of fauna and flora in these habitats. In contrast, the number of species affected will drastically increase if mnorecomplex habitats are affected (Fig. 4.3.1.3).

A total of 30 ditches of different sizes are affected by the NHBNR. Partly these ditches are result from the constructionof embankments,partly from the creationof highlandsto establish homesteads and associatedhorticultures. Besides, 24 ponds will be affected,some of them being intensivelvused for pisciculture.The ditches are semi-natural habitats, principally used by the public for fishing, washing animals, and grazing of livestock. Commonlythe slopes of the ditches are surroundedby various types of herbs and shrubs, all of them providinga habitat for smaller animals. The removal and alteration of these elementswill therefore contributeto a local reductionof floristic biodiversity and of natural living space for a diverse fauna. The pond dikes are often similarly vegetatedlike the ditches, but sometimesuseful plants (e.g. mango trees, bananas, medicinalshrubs) are planted. The removaland/or alteration of pond habitats will have similar adverse effects on the local ecology like the removal of ditches. In addition,semi-intensively or extensivelyused ponds are a vital source of food for resident birds (e.g. kingfisher,egret, herons) and aquatic reptiles.

At about 65 locations the NHIBNRwill affect homestead gardens and horticultural plots. In particular, the bird and insect fauna is rich in these micro-habitatsdue to the absei4ceof pesticides and high structural heterogeneityof ecologicalniches. Other groups of wildlife, too, find their refuge in these habitats. The homesteadgardens also harbour a large numberof wild plants and are vital for both replenishmentand propagationof these plants.

Two Sissoo plantations and 5 bamboo groves will be affected along the selected route alignment. The ecologicaldamage followingtheir removal will be less pronouncedthan in small refuge forests which are partly affectedin 3 cases. The latter are composedof a highlydiverse mix of trees, shrubs and a dense undergrowth. Again, this habitat provides plentiful niches to support a relative high species diversity. Someof these habitats, particularly in the surroundingsof river embankmentsand khalshave an undisputedvalue for their landscape aesthetics.

Apart from the physical removalof habitats and vegetation,which will create an irreversibledamage if no countermeasures are taken, physical interferencewith the local vegetation may be expected during the constructionphase. Dust from the vehicle movementat the construction site and emissions from asphalt plants will settle on plants and crops in the surroundingarea which will contribute to

EnvuvnmemalMagemcu Plman -28 - November19 C:\ MM \ EA \ EMAP.DOC Fig. 4.3.1.3 EstimatedNumber of Species in SingleAffected Habitats Alongthe Road Alignment

Plant Diversity in Different FloodplainHabitats

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Removal of Trees

According to detailed and repeated field survevs along the selected alignment, a total of 852 trees need to be removed for the construction of NHBNR. Annex B gives a detailed account on the number of trees affected in the main categories.

It needs to be noted that not all trees enumerated in this survey are large in girth. This holds particularlv true for mango trees. As for bamboo, the accurate number of trees is somewhat difficult to assess due to the complex growth pattem of this plant. Among the category "other trees" Babla and Sissoo trees used in roadside embankment planting in the first four kilometres (Nalka- Hatikamrul) represent the major part (totalling 285 trees).

The detailed inventory of the trees which need to be removed in the NHBNR project show that 350 trees, representing 42% of the total, are located between 'Ch. 0+000 and 4+000, i.e. the stretch that will be completely rehabilitated while using the former alignment. Unfortunately it was not possible to spare at least one side of the alley in that chainage because of the technical need to level the entire embankment for rehabilitation work according to the technical standard required (see Design Report).

No other impacts on forest and vegetation resources are identified since brick buming and crushing has been excluded from the technical design of base construction. Thus, the common environmental impacts associated with brick making, such as forest depletion, air pollution and surface water pollution need not to be addressed in this EIA.

4.3.2 Impacts on Wildlife

Some parts of the lowland areas as well as semi-natural small forest refuges eliminated by the road construction may include the temporary or permanent habitat for wildlife. The available data and observations made during the Baseline Survey indicate thaLtmore than 30 (migrant and resident) bird species use the flooded wetlands during the winter season. In addition, the banks of Nimacharai khal also serve a number of rare insectivorous birds and several reptile species as homestead.

In the affected lowlands, the Nimacharai khal and the Mora Boral wil] be among the principal borrow sites for excavation of sand material. Thus, earthwork activities, transportation etc. will disturb wildlife in the directly affected area and the adjacent environs. It is anticipated that at least temporary dislocation of all wildlife inhabiting the respective areas (in total some 100-150 ha) will occur. On the other hand, rehabilitation measures to re-establish natural lake systems (4 to 7 ha each) in these excavation sites are assumed to mnitigateall potential interferences with wildlife.

The possible impacts on fish in different habitats will be discussed separately in Section 4.4.2.

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4.3.3 Risks of Deteriorationof Surfaceand GroundwaterResources

Impairment of Surface Drainage Disruption of surface drainage is a common problem associated with major earthworks in floodplains.These works have the potential to disrupt the natural cross drainage facility which consequentlywill have negativeeffects on crop production.Surface irrigation using low lift pumps and other indigenousdevices may be disrupted temporarilyas a result of unavoidable closure of water supply channels during the irrigation season. Although,the extent of damage may not be significantcompared to the entireproject, the livelihoodof small farmersmay be affected.

Water Quality Deterioration due to DrainageDisruption The establishmentof local stagnant water bodies due to drainage disruption will create a number of environmental problems, ranging from public health risks (disease transmitting insects), eutrophication(high bio-degradation of organicwastes, faeces,removed vegetation) to contamination with spillagefrom constructionactivities (fuels, solvents,lubricants, tank leakage, chemicalwastes). Soil pollutionand groundwater pollutionby liquid wastes can have serious effects on the qualityof drinkingwater, peoples' health conditionand grazing livestock.

Disruption of Domestic Water Supply and Effects on GroundwaterRecharge Groundwaterrecharge dependsmainly on rainfall less surface runoff. Rural people in the region satisfy their domestic water demand with dug wells, ponds and tube-wells (either hand pump or motorised).In some locationsin the Project Area the use of groundwateris already extensive and reportedly reaches the limit. Due to increase of activities and labour influx it is likely that future recharge becomesless than the consumption.If locally reduced floodingwill occur due to NHBNR this will have an adverse impact in that area on the groundwateruse. In cases where deep drainage will be necessary for the constructionof bridges and culverts, local groundwater drawdownmay cause a disruptionin the water supplyfor the adjacentsettlerments.

Disposal of Harmful Material Affecting Surface Water Resources Dependingon the disposalmethods for the dredgedand excavatedfill materialcertain environmental risks may appear: Disposal of dredgedspoils in the river will increaseturbidity of the river water in the downstream which may cause significant damage to breeding of fish and alter the aquatic ecology,mainly due to reduced phytoplanktonproduction.

Hydraulic dredgingprocesses, particularlythe outflowfrorm the wet spoils, commonlycreate major environmentalimpacts. With this technique,enornous quantitiesof outflow will be generated from dredged spoils. Improper disposal of this water may cause water-loggingin the surroundingarea, leading among others to stagnant puddles that become mosquito breeding places. The improper disposal of dredged spoils in the river may equally impose downstreamhazards to the aquatic life and habitats as well as silting up of the navigable channel. Before disposal, the quality of the water should be checkedcarefully.

Disposal of Construction Materials and Solid Waste Duringconstruction an essential part of the constructionmaterial will be wasted. This waste material will be, for example, the unsuitable material for fill, excess of concrete, wrongly produced asphalt concrete, residue from cleaning bitumen distributors, used engine oil, etc.. A part of this type of materials can be re-used, but still a considerablepart is to be disposed off. Uncontrolleddisposal may lead to severe pollutionof soil and water resources.

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4.4 Construction and Operation Related Socio-Economic Impacts

4.4.1 Impacts on Agriculture

In the ProjectArea, like in the entire floodplainregion, the agricultural system and croppingpattem primarily depend on the flood regime (kharij) season and the water availability in the dry (rabi) season. Changes in the water regime due to the NHBNR project are therefore expected to have an impact in the immediateand nearby corridorof the road alignment.The width of the impact corridor vanes with land elevation.In highlands it will be mostly negligible,but in lowlandsthe influenceof this impactmay be felt up to 10 km from the CL.

Farmers growing deepwater aman in medium to low land will presumably experience increased yields in areas which will be subject to less flood depth and faster drainage. Such areas might develop to some extent in the areas located South of the road embankmentand near intersections with rural roads. On the other hand, farmers cultivating fields in the North of the CL might encounter longer and higher flood depth due to the physical barrier of the embankmentestablished perpendicularlyto the main flooddirection from North. Crop losses are anticipateddue to increased flooding.

In the other hand, a reversedeffect may becomefelt in areas which will drain faster during the early flood recession.In case of partial dry up of the land during the pre- and post monsoonperiod lower average crop yieldsmay be experienced.This will be particularlythe case in locations where boro is planted.

The net result of these two adverse effectsare difficultto assess as they depend entirely on the local conditionand crop pattem. Productionlosses and gains will be felt be different farmers, depending on the vicinity and the side of their plot is located with respect to the road alignment. In those locations where the flood regime changes permanentlydue to the NHBNR, farmers are bound to adjust their cultivation system. In case of boro plantation, however, the production losses almost seem inevitableunless specificirrigation arrangements can be made.

Agriculturalpractices may be disruptedat the immediateconstruction sites and earthworks (e.g. near borrowpits) as a result of temporary but unavoidable disruption of surface water hydrology. Agricultural land required for borrow pits, access roads, campsite constructionand stock piling of fill .ill cause loss of production. Even after the rehabilitation of borrowpits after excavation, agricultural production will be reduced for some time due to the damage to the soil structure. In addition, some minor damageto the agricultural land may be expectedfrom uncontrolleddriving of transportationvehicles and soil depositson the adjacentagricultural land.

The local impairmentof drainage and establishmentof stagnant water bodies may also affect small- scale jute processors:Jute retting requiresfloating water, it cannot be executedin stagnant water.

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4.4.2 Impacts on Fisheries

Obviously,the potentialimpacts of this road projecton culturefisheries are easier to assess than those relatingto capturefisheries. Following the resultsof the fieldsurvey. some 44 structuresof fishpondswill be completelyor partiallyaffected. No hatcheryis affectedby itheNHBNR. Few of the fishpondsin the ProjectArea are operatedat intensivelevel. Accordingly, production yields vary and are generallylow. The actual loss (fishfrmi, production)to the respectivefish farmer will be anaiysedat a later stage in contextwith the PAP census.

The potentialeffects of NHBNRon capturefisheries are more complexin nature.Production losses and subsequentconsequences for the fishermenand fish marketersare basedon the generalperception that the natural floodingon certainportions of the regionalfloodplain (the so-calledGreen River)will become altered.Besides, the blockingof drainagechannels and alterationof floodingand drainagepattem in the immediatesurroundings of the new road embankmentmight, in spite of bridgesand culverts,cause local disturbancesand lossesfor fisheries.Among the potentialadverse on impactsthe followingwere identified:

ReducedFish Migrations Full floodcontrol and controlledflooding reduces lateral fish migrations between rivers and floodplainsin two ways;firstly, by reducingthe numberof entrypoints on to floodplainsand therebyconcentrating fish into fewerchannels where they were more susceptibleto capture,and secondly,by intensifiedcapture during pre-monsoonand monsoonperiod at the openingsin the obstructingstructure, i.e. the culvertsof the road embankment.It was observed by previous stucies (ODA,1994) that even submersible emnbankmentsof secondaryrural roadsblocked or delayedthe entry of fish hatchlingscarried downstream by passivedrift to reachtheir nursery areas in the lowlands.

ReducedFish Abundanceand Diversity To assessthis kind of impact,the NHBNRis comparedwith polderconstructions that experiencedcuts in the embankment.Following polder construction in the NW Region significarnylower densitiesof fish were found prior to cuts in ernbanlrnentsand significantlyhigher densitieslater in the year following severalcuts which allowedfish throughthe embankments.It is concludedfrom the results of FAP-17 Studiesthat floodcontrol can resultin a significantreduction in biologicalproductivity by decreasingfish abundanceeven when sluice gates providerestricted access tO floodplains(ODA,1995). Similarly, this kind of constructionhas an adverse impact on fish diversity.Particularly among the migratoryspecies suchas high-valuedmajor carps and catfishreductions were observed between 19 and 95% (ODA,1995).

Disruptionof Fish CommunityStructure The FAP-17 Researchundertaken in the NW Region concludedfrom comparisonbetween of catch compositionsin unobstructedfloodplain and floodcontrol structures that the fish communitystructure in floodcontrolled areas was disruptednot onlyby a lossof riverineand nugratoryspecies but also by major changesin the compositionof the remainingfloodplain resident species. As the degreeof flood control increasedthere was a correspondingloss in communityheterogeneity and catches were increasingly dependenton a relativelysmall nunber of abundantfloodplain resident (small-sized) species. Under these conditionsthere is a dangerthat the capabilityof fish stocks to sustain increasedfishing pressure may be impairedand that diseaseoutbreaks may be more frequentand damaging.Hence the fish stocksm such areas with reduced flooding and migration potential are regarded as being highly vulnerable to overexploitationand collapse.

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Possible Loss of Catch through Loss ofHabitat It is widely accepted that flood control structures reducing the area of flooded land there will be a loss of habitat for fish production (FAP-17, 1995). It is assumed that about 19.5 km of the existing alignrment crosses lowlands that are deeply flooded dunng the monsoon period. In this stretch the elevated embankmnenthas an average width of 46 m at the toe of embanknent. Phvsically,the road would therefore occupy about 90 hectare of flooded lowlands. The respective embankment sections, however, will have for hvdraulic reasons a considerable number of openings (bridges and culverts), adding up to a total width of 1440 m. In terms of hectarage, this accounts for about 6.6 hectares. Thus, the total area lost for potential fish production will eventualy be in the range of 83 hectares. With an estimated fish production of average 150 kg/ha (WORLD BANK, 1991)* the total loss of openwater capture fisheries due to the project is calculated as 12.45 metric tons/year, with a local commercial value of approximately 500.000 BDT.

Increased Fishing Effort In regulated floodplains there is a complex relationship between catch, the degree of flood reduction, fish densities and-the amount of fishing effort. FAP-17 studies undertaken in the NW Region showed that under fill flood control the annual catch per unit area (CPIJA) was reduced by 81%;'under controlled flooding for deepwnaterrice catches increased in two projects due to higher fishing effort, while they decreased in a third project by 37%. Under partial flood control CPUA values were sirmilarinside and outside three projects but were reduced in a fourth by 20%/obecause of restricted entry of fish (ODA, 1995). The greatest reduction in catch from regulated canals was observed during this Study in the full flood control project (BRE) in which the catch was 70% lower than at from an unregulated canal.

Increased captzre at culverts In the Project Area there exist vast examples where canals, ioad culverts and cuts in embankments were deliberately used to prevent or hinder the passage of fish and facilitate their capture. These locations provide the opportunity for the establishnent of active fishing techniques (ift nets) and passive gear (fish fences, rows of barnboo traps). The result is to block almost entirely the fish on their attempts to migate through these passages and to allow in a relatively short tire the capture of a large amount of fish. The NHBNR with its design of 85 culverts will undoubtedly be used for this kind of intensive fishing unless regulatory measures by the Fisheries Authorities are taken. It is not known at present what effect such increased fishing pressure has on the long-termsustainability of fish stocks.

*) Comparativefigures are alsoprovided by FAP-17Study conducted in 1993: The results fromunregulated floodplains, beel and canals outside eight floodcontrol projects in four areas in the NW Regions showedthat the annual fish yield or catch per unit area from tius lost habitatvaried geographically betweenregions and betweendifferent land heights.The yields given here refer to land heights within the flood phase seriesF2-F4 and rangedfrom 68 kg/ha to 202 kg/ha.

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PossibleImpacts on PeopleDepending on Fisheries There are severaldozens of households,particularly small and landlessfanners interviewedduring the field survey, whose incomeand livelihooddepend largely on capture fisheries(see Baseline Survey Report).The adverseirnpacts by the NHBNRproject will affect subsistence,seasonal and professional fishermnenlikewise in the followingways: * Wheneverthe high road embankmentwould effectively reduce the magnitude,extent and durationof floodinga decreasein fish productionwould be expected.Consequently, those depending on fish catch in that areawill loseincome, a cheapsource of animalprotein and employmentopportunities. * In areas which may newlybe developedinto deepwateraman cultivationplots adjacentto NHBNR professionalfishermen may lose incomethrough a reductionin the extentof publicwater bodieswhich they traditionallyfished and throughincreased competition from agncultural communities. * On the otherhand, with the creationof new,deepwater amcn cultivationplots adjacentto NHBNR, both subsistenceand seasonalfishernen can gain throughincreased fishing opportunity as longas they haveaccess to waters. * Where pondingoccurs alongsidethe embankment,fishenTLen may make short-termgains through increasedcatches in these locationswhere fish will concerntrate.In the longer-term,however, these practicesmay be detrimentalto the sustainabilityof fishenes.

4.4.3 Construction and Traffic Hazards

Road constructionimplies the use of heavymachinery and thLehandling of hazardous materials. The materialtransport system (by land and by river) designedwith this project, too, bears a number of hazards that needto be taken into account.

As for the entireproject it is estimatedthat 6 millionm 3 of material is to hauled, the traffic intensity on existingand temporary roads will increaseconsiderably. All these activities bear certain accident risks for both the construction workers as well as passers-by and casual observers. Construction works also attract a crowd of spectators which for one or other reason want to be as close as possible to the working equipment without knowing the potential hazards. Especially curious childrenare at risk in the vicinityof the constructionworks and borrowpits.Children do not perceive risks and will, for instance,try to climb on constructionequipment or run after vehicles.

As a part of the haul roads will be temporary,the surface quality will not be like in existing roads. Thus, these temporary roads will be less safe than existing roads. Contractors sometime deny the normally required safety standards for site equipmentas it is only used outside public roads (no lights and/or insufficientbrakes on graders,trucks, front end loaders, etc.).

After the openingof the road to traffic, high speed circulationwill undoubtedlyoccur. People living within the vicinity of the new road are not used to these high speed and especially during the first month after the opening of the road the they will misjudge the speed of the vehiclesand wrongly react on fast movingtraffic.

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4.4.4 Air Pollution

Duringconstruction phase, air quality may be locally affe:ctedat roadsidelocations near construction campsites and during pavement works. Main air pollutants will be CO, HC, NO,, S02, lead compoundsand dust will be expected, resultingfrom earthworks,heavy vehicle movements,dippers. supply transport etc. Dependingon the technical production of asphalt and the quality of crude oil for bitumen processing, toxic heat emissions (SO2) and black soothe are anticipated during this work stage.

Air pollution and emissionswill be unevenlydistributed along the road alignment due to the wind blowingpredominantly with 1-2 Bft fromNNW direction'.Thus, linearareas South of the CL or-the respectiveconstruction sites will be generallymore affectedthan those located North to the source of emission. Campsite selection,particularly for positioningthe asphalt plants, will have to take the impact zone of the emissionplumes into due account.

Permanent air pollution will be inevitably occur at various levels after completion of the road. Exhaust emissionsfrom heavyand lightduty vehicleswill, be the principal mix of agents (CO2,NO,, HC, CO, SO2 and Pb). Both the nature and magnitude,as well as seasonal and local variations of air pollution will depend on the overall traffic developmentwhich is analysed in the respective reports.

4.4.5 Noise Pollution

Inevitably, noise pollution during construction works (e.g. excavations, pilings; transportation, various machinery) will affect relative few people who live within 100 or less meter from the respectiveconstruction site. With exceptionof two schools,no specificinfrastructures like hospitals and hat-bazaars are likely to be affected by acoustic problems during and after the construction of the road.

Noise pollution will occur due to heavy traffic when NHBNR is completed. However, the intemationally accepted maximum noise level of 50 dEtA as average day-night level, cannot be applied to Bangladesh. Because of the conditions of the vehicles, sound level of horns and the frequency of its use by the drivers of different vehiclesBangladesh is consideringto set the average standard sound level to 55 dBA for residential area, 65 dBA for commercialarea and 75 dB for industrial area (DOE, 1991).

In spite of the high noise level people apparently have no great discomfortto live near the highway margins where many small shops and stalls are aligned. Notably sensitive areas like schools and hospitals are also situated in relative close distanceto existing highways. It needs to be stated that ambient noise perception as such is seeminglyless problematicthan it would be expected in other countries.

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4.4.6 Health and Sanitation Hazards

Major health and sanitation concernsrelate to the influx of labour force during constructionand the facilities and waste disposal performancein the respectivecampsites. Although not quantifiablethe followingpotential impacts may be considered:

HazardsResultingfrom the Lack of Excreta DisposalSystem Good sanitarv facilities, such as an excreta disposal system, is essential for better health of a community,especially at labour camps. At the JaamunaMultipurpose Bridge constructionsite it is essential that a good excreta disposal system is provided. The latrines provided with water seals shouldbe connectedto a treatmentplant or septic tank with sufficient capacityto store the solids for two to three years. Care shouldbe taken, that the effluent from the septic tank is not dischargedinto open drains but is treated by subsurfaceinfiltration through absorptiontrenches or soak pits without contaminatingground water.

Hazards Resultingfrom the Lack of DrainageSystem of l;astewater Lack of proper drainage system is likely to cause accumulationof sludge water creating breeding ground for mosquito and water borne diseases.Wastewater from washing.bathing. kitchen etc. can be treated separately from excreta by infiltrationin the sub-soil or direct dischargeinto the flowing water via storm water drainage.

Hazards Resultingfrom the Contaminationof Drinking WKater Deteriorationof communityhealth is compoundedby contaminateddrinking water. In construction site without proper sanitation the possibility of contamination of drinking water is very high. Drinkingwater should meet the WHO guideline values (1984) or proposed Bangladesh Standards (DOE, 1991). Special attention should be paid to the bacterial water quality. Deep tube-wellwater can be used with post treatment. Dependingon the mangEmeseand iron concentrationsin ground water, removalof iron and manganesemay be required.

Risk of WaterborneVector Diseases and Spread of CommunicableDiseases The excavation of borrowpits may also create breeding grounds for mosquito and water-borne diseasesif no proper precautions are made. Besides, if not adequatelyrehabilitated (e.g. levelledfor paddy culture or re-shaped into a fishpond)this plot will be lost for economicproduction. Threat of communicablediseases among the labour force is very much likely. Regular health inspectionand vaccinationprogram will controlspreading of any communicablediseases.

4.4.7 Social Life Disruption

In the four contract labour camps will be constructedwith temporaryaccommodation for estimated 500 workers during the peak of constructionactivities. Social disturbancesand conflicts are possible betweenthe local communitiesand the influencesattributed to the large number of labour forces that will enter the Project Area. The project will also, inadvertedly, attract landless who sill seek temporaryemployment and will settle in squattersnear the campsites.

Major health and sanitation concernsare to be taken unto due account for both the communities residingnext to the aligrunentand the labourcamps. Such concerns relate to:

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* Problems compoundedwith the actual lack of a proper excreta disposal system (effluents and dischargesof untreated excreta into open drains and subsequent contaminationof groundwater): * Accumulationfrom wastewaterfrom washing (detergents),bathing and kitchenoffal; * Uncontrolleddisposal of garbage may create additionalnuisance and health threats; * transmissionof communicablediseases among the labour force

Inevitablythe concentrationof both residentand non-residentlabour will bring social conflicts and cultural clashes. To name but a few, problems commonlyassociated with the establishmentof constructioncarnpsites within or adjacentto traditionalrural village communitiesmay be * Violence * Job ,,snatching" * Theft in campsites * Theft in homesteadgardens * Poachingin fishponds

4.5 Potential Environmental Benefits due to the Project

There are a number of direct and cumulativepositive effects which could be associated with the project.The followingsummarises the main benefitsthat vere identified:

(i) Environmentalenhancement - Reductionof local surpluses of surface water Creation of new fish winteringhabitats (ponds, lakes) by reshapingborrowpits * Enrichmentplanting along road embankment

(ii) Agricultural benefits: * Irnprovedflood protectionfor homesteads * Improvedlocal drainage * Improvedirrigation schemes/ higherand more staLbleyields a Potentialuse of reshapedborrowpits for agriculturalpurposes * Reducedflood hazards to livestock

(iii) Life quality and public health benefits * improved rescue facilities for local population (includinglivestock) in case of major flood evacuationefforts improvedwater qualityby newly excavateddeep tube wells * reductionof surface water contaminationby increasedlocal sanitationfacilities

(iv) Social benefitsfor PAPs * Improved housing and consequently,improved health conditions * Creation of local highlandsto provideflood-protected sites for homesteads * Employmentin the social forestry / embankmentreplanting scheme * Partake in special aquaculturetraining programs * Incentivesand encouragementfor investments

(v) General income creatingopportunities for local communities * Creation of new fish culture enterprisesand enhancementof local fish fry * Supplies training of unskilled labour (construction, mechanics) opportunities for small enterprisesto develop.

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Developmentof the Managementand MitigationPlan

The followingsummarises the major componentsfor the environmentalmanagement and mitigation plan relating to this project. If applicable, all elementsdiscussed thereunder will enter the specific sectionsin the Contractordocuments or the agreements/ToRfor selectedNGO's to execute the MIS.

(i) Rehabilitation Works and Provision of Local Infrastructure * Rehabilitationof constructioncampsites * Rehabilitationand re-shapingof nearby accessroads and culverts * Embankmentplanting at ROW, new homesteadsand modifiedborrowpits * Re-Shapingof borrowpitsinto. fish productionponds * Landscapingof borrowpitsfor other purposes * Measuresfacilitating fish migration * Provisionof new water supply facilities for PAPs settlements * Provisionof new sanitationfacilities for PAPs settlements fii) Safety and Security Precautions * General safetymeasures addressing safety risks inherentto this type of project * Developmentof a contingencyplan copingwith environmentalhazards associatedwith traffic accidents,e.g. oil spillageor roadsideeffluents of other toxic materials

(iii) Protection and Conservationof Ecological Resources * Wildlifeprotection 3 Pollutionprevention and control * Environmentalenhancement in newly created lakes from sand borrowpits * Protectivemeasures against local overfishingat culvert sites

(iv) Technical Assistance through NGO's in Shaping of New Homesteads - Constructionadvice * Environmentaladvice * Plant cultivationadvice

(v) TechnicalAssistance to Create Aquaculture Opportunities * Assistancein appropriatedesign for shapingborrowpits into differentfishpond types * Extensionservice for enhancingskills (operationstocking, feeding, marketing) Assistancein group formation(co-operatives) and in obtainingcredits

(vi) Creation of EnvirohmentalAwareness * Public awarenesscampaigns using differentmedia * Involvementof NGO's while implementingthe RAP, e.g., while workingwith Paps in embankmentplantation, new aquacultureand agriculture schemes * Environmentaltraining of trainers associatedwith NGO's

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5. Environmental Design Aspects and Mitigation Measures

As outlined in the previous chapter, the project has the potential of various impacts on the enviromnent,both temporary and pernanent in nature. The followingidentifies suitable mitigaton measures with respect to road design to avoid and/or minirnisethese impacts and/or to enhancethe positive impacts for the bettennent of both the bio-physicalenvironment and the conmnunitiesliving with and nearby the new road.

5.1 Environmental Criteria for Optimising the Road Alignment and Final Selection

The Initial Alignment as defined in the Feasibility Study (CIECC, 1993) was projected at recognisablepoints in the field from aerial photographsusing permanent structures like buildings, paved roads, etc.. With this method, however, a fair number of villages are bisected or at least severelyaffected, not to speak of other areas which are sensitivein ecologicaland cultural aspects.

5.1.1 AlignmentConsiderations Relating to the Bio-phlysicalEnvironment

Above all, the alignment should match the particular hydrological conditions governing the floodplain.The alignmnentshould also take all biological and ecologicalassets into account as long as they represent valuable habitats and spots of relative high biodiversity. The Baseline EnvironmentalSurvey yielded as one result the classificationof characteristicterrestrial and aquatic habitats. Taken from this observations,superimposed on an approximately100 m corridor along the CL, the project is likely to affect different groups of biota with differentintensities. The diagram (Fig. 4.3.1.1) gives an approximateestimate of the magnitudeof interferencewith local biota when certain habitats will be affected.

5.1.2 AlignmentConsiderations Relating to the HumanEnvironment

Road alignment was designedin such a way that no cultural heritage will be disturbed/destroyed. This was equallyobserved while selectingprovisional sites for borrowpits.

Besides, the project does not affect scenic qualities or other aesthetic elements and architectural structures. The general conclusion is that the cultural continuity in the Project Area remains unaffected.

In order to avoid the set of social, psychologicaland economic impactsassociated with involuntary displacementand resettlement,it is foremostintended to keep the numberof homesteadsaffected by the CL and the ROW as low as possible.

Constraints for identifying a minimum risk and impact road corridor appear essentially in those zones with a high population density. As the area crossed by the new road is prevailinglyof agricultural nature, and the CL was selectedto the maximum possibleto by-pass human settlements, the entireproject requires apparentlylimited displacement of population.Likewise, the destructionof valuable habitats will be small in comparison to the area of paddy fields taken up by the road corridor. The following diagram summarisesthe estimated percentage of both natural and human systems that are likelyto be affected by NHBNR.

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Fig. 5.1.2.1 Estimate(%) of Area Requirementfor N:HBNR.new constructionbetween Ch. 4+000 and 54+820

Estimatenumber of ~PAP-Homnesteads=30~

g.S Ho ''i_e

PaddyFields 75%

5.1.3 Final Route AlignmentSelection Process

The exercise of defining the final route alignment as presented to the Client is based on both empirical and analytical steps, illustrated in Fig.5.1.3.1. The rationale of the final alignment choice was to minimise any impact risk and loss of assets in bolh the short term and long-termrange, be it during the constructionphase or when the road will be in operation.Care was also taken to keep the costs of necessary preventiveand mitigativemeasures low while making the choice for positioning the CL in situ. The CL selectionprocess combinesthe classificationand weighing of all parameters outlinedhereunder:

Selection Criteria Relating to Technical Considerations * Standard designcriteria for engineering(e.g. curves, bridges, interceptions) * Sufficientfree sight distances * Geometricdesign: Obtaininga straight alignmentbetween chainages to the extent possible * Hydraulic designand dimensioningof bridgesand culverts * Distance between construction site and borrowpits * Speed reducingelements like curves where villagesare approached(if required) * Siting of supplementarystructures in relationto constructionwork site (access roads, campsites,equipment storage, workshops).

Envira=enmal Mmnemnm Plan -41 November1996 C: \ MMA \ EIA \ EMAP.DOC DHIVConsultants BV

CL Selection Criteria Relating to the Bio-physical Environment * minimising impacts or avoiding removal) of valuable vegetation (e.g. refuge forests, large Banjantrees, Flame of India, Mangoetc.) * avoidanceof ROW bypassingor cuttingof ecologicallysensitive smaller habitats (e.g. beels, mixed vegetationstands near graveyardsand embankments,fish fry wintering sites,waterbird colonybreeding sites, importantstopover sites on migratorybird's flyways) * avoidanceof sites where water run-offscours are present (e.g. gullies,regressive erosion marks at highlands,eroded river banks) * avoidanceof close vicinityto sluice gates on polderembankments * avoidanceof newly plantedSissoo tree plantations

CL Selection CriteriaRelating to the Human Environment * minimisingthe numberof homesteadsto be relocated * mininimisingloss of valuableagricultural land mininising loss of existingrural small-scaleenterprises (e.g. pottery industries,aquaculture) * minumisingimpacts on existingrural infrastructure,e.g. rural roads, administrativebuildings, schools,health centres • minimisingimpacts on valuable agriculturalland * keepinga miniimumdistance of 100 m betweenCL and schools and madrashes keeping a minimumdistance of 200 m betweenCL and health centres * usage, when applicable,of existingembankments or roads for alignrment * keepingminimum distance of 150m betweenROW and local bazaars and hats * avoidanceto bisect villages(accident risks, disturbanceof communitybonds and contacts) by fixing,whenever possible, the CL at the villagemargin * if possible, positioningof CL passinga village at leewardside of main wind direction * avoidanceof cultural heritagesites (e.g. temples, mosques,graveyards, tombs) * avoidanceof interferencewith sites of extraordinarylandscape aesthetics

Enviromal Managemom Plan -42 - Novembcr 1996 C: XMMA \ EIA \ EMAPDOC Fig 5.1.3.1 Methodological Approach for Identification of Optimal Route Alignment

Data Collection ' different ~m~V Sourcesand Agencies& Pre-Feasibility o Study

Map Study Settlement Settlement Baseline Study and Habitation Habitation describing the sensitivity Infrastructure.... Infrastructure existing analysis Road Links Road Links Environment relating to Water Use Water Use without cartographic A dt Agncuft.re Priect elements

Field Survey Settlement Verification with Road Habitation in subsequent Survey Team Infrastructure Field Surveys and in-situ Road Links comparison with Water Use former alignment

Assessment Superposition of Multiple process sensitivity maps critera using and definition analysis impact matrix of corridor with wth least possible weighted impact parameters

Decision Process

Envirmental Maagema Plan -43l C: \ MMA \ EIA \ EMAP.DOC DHV ConsultantsBV

5.2 Safety Designs and Measures in NHBNR

5.2.1 Measuresto Reduce AccidentRisks DuringConstruction The constructionworks require adequatesafety measures against accidents.The workers may have to handle materials hazardous to health. Proper precautionary measures must be adopted in such cases in accordancewith safety regulations.Plying of vehicleson unmetalledroad will also increase local deposit of sand, dirt and dust. Rains will create slippery road surfaces. A large part of the constructionhaulage will be done over temporary roads. To avoid accidents during construction these roads are solely to be used by constructiontraffic. Other traffic is to be barred from these roads. Diversionroads are to be maintainedin good conditionto avoid-accidentsdue to poor road surface. It is the Engineer's responsibilityto assure that brakes and other safety devices of vehicles and equipmentare in good working condition.Vehicles and equipmentused outside the project and in particular on public roads are to comply with the normal roadworthinessitems like lights, indicators,brakes etc. Crossingwith public and site roads are to be indicatedclearly for construction traffic as well as normal road traffic.

5.2.2 Measures to Reduce AccidentRisks During Operation The design of the road including roadmarking, roadsign, curves, lane separation, etc. will be scrutinisedby the Client on actual road safety. Precautionsto reducerisks at dangerouspoints like major road crossings(Hatikamrul and Bonpara)will be taken up in the design. A major measure to reduce accidents is the design of a slow traffic lane (see Fig. 5.2.1) With a secondary lane slow and fast moving traffic is separated. As such the speed difference between differentroad users on the same lane is far less and feweraccidents are most likely.

Fig. 5.2.1 SchematicView of NHB RoadDesign; Note Separationof Mainand Slow TrafficLane

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SandFill Embankment(planted)

Clay Cladding Pavement

EwnvuumxmuMar2genmar Phan -44 - Nmnmber 1996 C: \ MMA \ EIA \ EMAPDOC DHV Consultants BV

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Adequatemeasures will be taken to avoid mixing of slow aLndfast movingtraffic at junctions and intersections.In case the contour of the road changes,for examplefrom embankmentto bridge, two- tone painted pillars will be placed to indicatethe changes.'These pillars also serve as guard posts. Sign boards are to be erected to indicate dangerous spots or possible occurrences which might endangertraffic (junctions,schools, etc.). Wide roads tempt users to higher speedsthan narrow roads. As the pavementwidth of the NHBNR will be 7.3 m, high speeds up to 80 to 100 km/hr can be expected. Also, as in the design the slow traffic has his own lane, the speedof vehicleswill be higher than on roads which also accommodate slow traffic. Speeds over 50 km/hr are too high for built-up areas and are to be reduced. Only placing a signboardto indicate a maximumspeed will not be adequate.A driver feels that a speed reduction from 90 to 70 km/hr is significant,but this speed is still to high in built-up areas. Therefore, artificially speed reductionelements are included in the design. Speed bumps are an option, but in the Consultant'sopinion only as final option. lToreduce speedin housing areas, curves are designedin such a way that speedwill be reduced to a more acceptablelevel.

5.2.3 Curves, Junctions, Busstops

For safe traffic sufficientvisibility is required.Therefore no, trees will be planted close to junctions and in the inner sides of curves. In curves super elevation will be constructed to maintain the required safety. At the two majorjunctions (Hatikamruland Bonpara) roundaboutsare projected as additional safety measure. All other junctions with existing rural roads will be made with perpendicularcrossings accordingto the typical design for junctions (see Fig. 5.2.2). Busstops will be made to separateparked busses from the movingtraffic. AUlmajor villages or connectingroads to major villageswill be providedwith busstops. The actual busstop will be separated from the main road by large kerbs.

5.3 Sensitive Areas that should be Protected fromnBorrow Activities Generally,all wetlands in Bangladeshhave been recognised as extremely endangered by various adverse impacts, partly due to natural catastrophes (e.g. storms, flooding, high sedimentation, drought), but mainly due to man-made interventions (e.g. land reclamation for agriculture, settlement, and overexploitationof certain species). As the NHBNR will also bisect the lowland depressionbetween Padma and Jamuna rivers it will, to somedegree, inevitablytake its part in being responsiblefor the overall declineand/or deteriorationof Bangladeshwetlands.

5.3.1 Environmental Criteria Next to the selection of an enviromnentallyacceptable corridor for the route alignment the Consultantpaid special attentionto selectingsuitable sites for both sand and clay borrowpits. Both structures will be substantialin size as the new road constructionrequires some 4 mio m3 of sand fill and another 1 mio m3 for clay cladding. Basically the selectionprocess for borrowpits was undertak:enwith a similar approach as specified earlier for selectionof road aligmnent(see previous sectionsand Fig. 5.1.3.1). The assessmentwas based, above all, on a comprehensivesoils and land surveyto identifyall potential localitieswhere in relative close distance to the future construction sites the required material would be found in sufficient quantity and quality. The rationale for selecting borrowpit sites was primarily that the project should contribute in the national efforts to avoid destruction and maintain the intactnessof sensitive habitats. The identificationof the parameters which would attribute to ecologicallyand socio-culturallysensitive are derived from the comprehensivebaseline survey carried out under this assigmnent(see Report).

EnvironmenalManagewme Plan -46 - November1996 C: \ MMA \ ElA NEMAP.DOC DHV Consultants BV

Taking these objectives into consideration,guidelines to select sites versus protecting specific sites from borrow activitieswere as follows:

> avoid habitats known to be homesteadfor rare and/or endangeredspecies > avoid habitats with refugeforests and homesteadgardens > avoid habitats with large and/or rare trees (]Banjantrees, Flameof India, Mango) > avoid habitats/landscapeswhich have scenicvalue > avoid areas which would be functional transient areas between ecologically sensitive smaller habitats (e.g. beels, mixed vegetation stands near graveyards and embanlanents, fish fry wintering sites, waterbird colony breeding sites, important stopoversites on migratorybird's flyways) > avoid areas which locate cultural assets (e.g. mosques,prayer fields, temples)

> avoid graveyard sites

> avoid sites which are in close vicinity to densely populated settlements (mainly applicablefor sand borrowpits) > if possible, positioning of the borrowpit site at leeward side of main wind directionin relation to adjacentvillage

v avoid areas of newlyplanted Sissootree plantations > avoid areas where water run-off scours are present (e.g. gullies, regressive erosion marks at highlands,eroded river banks) 0 avoid or minimise the relocation of small-scale enterprises and rural infrastructures,including rural roads > Siting of supplementary structures in r elation to construction work site (accessoryroads, campsites,equipment storage, workshops). > avoid sites of close vicinityto sluice gates on polderembankments > avoid sites of close vicinityto schools and health posts

5.3.2 Selection of Borrowpit Sites

The followingmaps (figs. 5.3.1 to 5.3.3) illustratethe result of the fact findingand selectingprocess, i.e. the locationwhich would combineto the maximumextent the above technical and environmental criteria. The maps only show the sites identifiedfor sand excavation. Each of these borrowpits will be about 3 to 4 ha in area, excavatedto depth between3 and 7 m. As for the sites for clay borrowpits".surveymaps have been made which also refer to the suitability of these sites for becoming transformed after completion into fish farms (see Chapter 7.4). It is assumed that in the entire NHBNR project this option is given preference over the conventional method of having narrow borrowpits all or most along the roadside. Not only would this result in substantial more land acquisition (estimated 550 ha, see Embankment Report) but also have inevitablymore environmentalimpacts.

' about40 in number,each of rectangularsize and 11 to 1.5 hectare in area, to be excavatedto the requireddepth of 1.5to 2.5 m.

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5.4 Control of Air Pollution

With respect to noise and air pollution the final alignmenthas been selected in a manner to avoid human habitat vicinityas far as possiblefor affectingless by air and noisepollution both during and after the construction.While during the Feasibilitv Study the selected route still passed at close vicinity or even bisecting villages, the new final alignment tried to minimise this long-termeffect. Nonetheless, short term impacts during construction phase, particularly in the close vicinitv of borrowpits and constructioncampsites wvill be unavoidable.

Duringconstruction phase, special preventivemeasures will be included * to containthe air pollutionthrough dust emissioncreated by asphalt plants. This can be achieved by collectingdust by using cloth filters, cyclonesetc. * to control soil dust (particularly during the dry season) by spraying water wherever applicable and necessary * to airclean equipmentin the night and use coveringwhenever applicable.

Motor vehicle emissionsfrom heavy traffic will be the rnajorsource of air pollution after completion of the road. By designingthe road with a fast and a slow traffic lane separated, a more constant traffic flow is maintainedwhich will considerablereduce the relative air pollution. Speed limits are also incorporatedin the designto avoid, among others, excessiveemissions of NO. gases.

Unless the use of lead free fuels and a higher standard of exhaust emissions are introducedby the GoB air pollution impacts will inevitably remain high due to reduced traffic speed and possible traffic congestion at busstop locations and junctions. Mitigation of these impacts, however, are beyondthe control and scopeof this project.

5.5 Control of Noise Pollution

Since the sound level around the constructionsite is expectedto exceedthe limit of noise standard levels, measures have to be taken during the construction phase. However, the effect of these measures on the project costs and the planning schedulewill be an important considerationas to whether or not apply these noise reductionmeasures. For example, sound from a power generation plant can be reduced to an acceptable Levelwithout excessivecost by installing the generators inside a sound proof building. Many noisy transport equipmentcan be furnished with adequate silencer boxes. Constructionmaterials should be handled during daytime and not in the night. On the other hand, although dredgingpiling works or crushing operatlons may be confinedto daytime,it will be virtually impossible to meet the required schedule. Moreover, the unit price of per cubic meter dredgedsand will increaseconsiderably if continuousdredLging is restricted.

Special considerationwill be given to protect workers from harmful and long exposure to noise originating from constructionmachinery. The wearing of ear muffs for compressor and crushing operators is obligatory.

The road design includes large-scale plantation of the embankment with trees and bushed. Such natural barriers will reduce to a certain extent the lateraaltransmission of noise which affects the nearby settlements.Signboards will be establishedto prohibit the use of horns and to limit speed. It is beyond the controlof this project, however,to predictthe effectivenessof these measures.

Ejwiwu,eml Mangemm Ptbn -48. November 1996 C: \ MMA \ EIA \ EMAP.DOC DHV Consultants BV

5.6. EnvironmentalMeasures Relating to Construction

5.6.1 Safe Deposit of Construction Material and 'Wastes

During construction phase of the road, soils of different:consistence, asphalt, fuels, hazardous chemicals and general waste matters have to be handled and deposited safely. Site selection for establishingthe campsitesand adjacent stackyards will basicallyfollowv the environrmentalcriteria that have been set up for selectingsites for borrowpits. Organisedstorage and handling and strict monitoringcan reducethe chanceof accidentalspillage of the above mentionedcontaminants.

If necessary, waste deposit sites have specially construction elements (e.g. sealed and covered containers) to avoid seepage of hazardous liquids into surrounding surface and groundwater. Garbage, rubbish, constructionwastes, etc. (solid wastes) may pose additional health threat and nuisance.Propagation of rats and breedingof flies may occur if the wastedisposal site is not covered properly.Waste dumpshave to be fencedand guarded against public interference,particularly from childrenroaming through hazardousmaterial. Guarded stackyardswill be required where handling and depositingof these materialswill be mainly confined.The constructionmanagement will need to take necessary precautions and ensure the effectivenessof an environmentallyappropriate waste collectingand deposingsystem.

5.6.2 Rehabilitating Campsites after Completion The contractors will require several sites to accommodaLtetheir equipment, offices and camps. Additionalsites will be establishedto accommodatethe Engineers.These sites will be of temporary use during constructionperiod. The remainingof the campsitesafter constructionare to be removed and the site is to be left behind in it's originalcondition as beforethe constructionworks, or in such a state that all negative effects of it's use are rehabikitated.The condition of the campsite after constructionis one of the factors for reimbursementof retentionmoney. As discussed in Chapter 4, the sites for equipmentlike asphalt plants, concrete mixers, workshops bear various risks for environmentalhazards, such as pollutionof the soil, ground water and air. Although it will practically be impossible to avoid completely pollution events during the constructionactivities, the project has to make all efforts to minimisethem. The main measuretaken into account is to prescribe in the Contract Documents technically and environmentallysound procedureswhich followthe regulationsand standards. Special care will be taken to minimise the uncontrolleddisposal of both solid and liquid waste material. Disposal procedureswill be elaboratedin the Contract Documentsaccording to the nature and toxicity of waste materials.

5.6.3 Rehabilitation of Borrowpits

Sand Borrowpits The project will create (five to seven) large waterbodies as result of the excavation of sand borrowpits. These borrowpits will become permanent lakes (dighis) due to their depth and dimension.The shape and depth of these structures will be definedby plot borders, sand layer depth, etc. The lakes are to be rehabilitatedafter constructionwhile taking both environmental,landscaping irrigationand fisheriesaspects into account(see Chapter 7).

Envarw,menalManemm Plan -49 Noember1996 C: \ MMA\ EIA \ EMAP.DOC DHV ConsultantsBV

Dependingon the grading and compositionof the sand, the natural slope will be reasonableflat. For example,fine sand with a 20 % mica content will give a natural slope of 1:7. In cases where the slope will be to steep, additionallevelling of the slope is foreseen.The rationale of having rather flat slopes is to establish various belts of (depth-depending)wetland vegetationat the peripheryof these artificiallakes to facilitatefish spawningand shelter.After establishment of a biologicalequilibrium (3- 4 years) and proper fish stockingand management,it is expectedthat these newly created lakes will enhancethe localfish production.In addition,they willadd toDthe landscapeaesthetics.

Clay Borrowpits Few dozens of clay borrow pits will be created due to excavationfor the cladding of the slopes. For this claddingalso the topsoil from the clearing and grubbing will be used. Suitablefor claddingwill also be a part of the overburden from the sand borrowpits. However, this material will not be sufficient and/or too expensive to transport to the required location. Therefore, additional borrow material is to be acquired. The project envisagesan innovativeapproach in linking the rehabilitationof these borrowpits with the crucial need to find adequate land and income generating facilities for the PAP's. The EnvironmentalManagement Plan foreseesthe modificationof these clay borrowpits into fishponds with adjacent resettlementplots. Further details referringto design and managementconsiderations are given in Chapter 7 and Annex C.

5.7 Mitigation of Social Tensions

Much of the social work dealingwith human interferenceand potential social conflicts between local communities,foreign labour and undesired external influrnces associated with modemrconstruction sites is to be addressedby the NGO working in the area to implementthe RAP (see also Chapter 9).

The key to reduce socialtensions and disturbanceslies in communicationbetween the project and the affected communities.Regular village meetings between representativesof the communities,PAPs and the constructionpersonnel, as well as public awareness campaignsin the area should mitigate possible social disruption which is anticipated from the large labour force employed in the project. These labour group will come mostly from outside the project area with better econoniic condition and may disrupt the local economyand social order. Social tension may be reduced through better planning and settingup markets, mosques,etc. around the campsites.

It remains to further decision whether a part of the campsites will be used by the maintenance personnel and rest of the facilities will be dismantled.The respectiveconditions will be settled in the ContractorDocuments.

EnvirrmnaalManagent Plan -50 - Novefiber 1996 C: \ MMA \ EIA \ EMAP.DOC DHV ConsultantsBV

6. Management of Water Resources, Flooding and Navigation

6.1 Provisionof Stable and SafeDrinking Water Supiply

Local drinking water resources, mainly drawn from groundwater by tube-wells, need to be safeguarded. The project aims to minimise to the extent possible impacts (loss, removal, disturbances, disruptures) of all kind of rural infrastructuresthat are important for safe drinking water supply. To avoid excessivegroundwater drawdown thie tube-well capacities in each location (chainage)will separatelycalculated and adjusted to the actual requirements,also taking temporary additional water supply for construction campsites into account. For drinking water supply, no surface water from ponds,ditches and borrowpitsare to be used.

Care is to be taken, via the Contractor's obligations specified in the contracts, to remove and newly establish adequatedeep-well pumps. The Contractorwill be requestedto submit an advance planning as to location and number of deep-well pumps he will install prior to setting up campsites and starting construction.This plan is to be scrutinised by the supervising agency to warrant within a corridor of at least 100 m from the ROW safe and sufficient drinking water supply for the both the villages adjacent to the road and the anticipatednumber of external labour forces. The presence of coliforn bacteria in tube-well water identifiedin quality tests conducted in 1993 by CIEC is attributed to contamination at the well head. It therefore requires special attention to construct, protect and maintain the well-head a[rea.Shallow tube wells are sunk into the sand aquifer at 30 m or more depth, so direct surface infiltration of contaminated water should not be a cause of the problem.

The Contractors is to take suitable measuresto avoid excessivedrawdown of groundwaterin areas where deep drainage is required(e.g. while constructingbridges and culverts).

6.2 Controlof Erosion,Siltation and Scour

Rivers of the deltaic region flowing through alluvial soil generally cause erosion of river beds and scour of bed. If the river banks are formnedof clay, little scour is anticipated.The soil in the project area is mainly composed of clayey material. The river beclsshow deposits of medium fine sand and silts. From the river bed deposits characteristics, the Atrai River may be classed as a quasi- alluvial river. The Nimaicharai Khal shows deposits of course sand and the Kaladuha River showed deposits of fine sand and silts. This makes both also quasi-alluvial rivers. The alluvium deposits in the river beds is carried away by the floods during monsoon and deposited again and the end of the monsoon season. The Mora Boral River is cut-off from its original source and acts now only as a local drainage system. This made the river bed silted up and made the Mora Boral loose its conveyance capacity.

Loose soil particles are carried away by the surface run-off waters to nearby rivers or canals. Run- off waters often cause erosion in roads, embankmentsand slopes. This type of erosion is also to be expected in the Project Area. Erosion and scours in watenvays are generally expected during the falling and the rising of the water levels. With the on-rush of flood flows, the river bed is scoured and the material is carried downstream till the water velocity is reduced to such a speed that the water cannot carry the soil particles anymore. During these floods the thalweg of the rivers may undergo changes. If a high current happens to impinge on a river banks, bank erosion may occur. This phenomenon makes river meander. The Atrai River is a meandering river and causes bank erosion of comparative lesser magnitude.

Envirouiml Maaenumn Plan -51 - Novenbef 1991 C: \ MMA \ EIA k EMAP.DOC DHV Consultants BV

Design Considerations

For the design of bridges piers and abutments due considerationhas been given for handling bed scour and bank erosion. Calculation of scour has been done by various methods and several measures will be taken to combat the scour and erosion.

Elevatedwater velocityduring peak dischargeswill occur in the "Green River" at Nimaicharaikhal Bridge and the Hamkuria Bridge. Also the Harinchara khal has an elevated water velocity during peak discharge. In these localities additional slope protection is foreseen with matting and interlockingconcrete blocks (see EmbankmentDesign). Notwithstanding, erosion of the embankment needs to be observedand is therefore includedin the monitoringplan.

Due to the constructionof an embankmentperpendicular on the drain-off direction of the project area, change in waterflow will occur. Despite the fact that numerous bridges and culverts are projected, changes in flow pattern will occur. In some places this will lead to increased water velocitywhich may result in erosion.Especially sandy soil is prone to erosion.The soil investigation of the alignment learned that sandy/siltysoil which may be sensitive to erosion only occurs at Ch. 9+500 to Ch.l1+000. However, if the no excessiveflooding occurs, i.o,w. the regulators at the Kaludaha are functioning,water velocitywill be within acceptable limits. In all other areas where elevated water velocity may occur, the existing soil is clay and erosion will be minimal. (see HydrologicalStudy). Elevated water velocity during peak discharges will occur in the "Green River" at Nimaicharai Khal Bridge and the Hamkuria Bridge. Also the Harinchara Khal has an elevatedwater velocityduring peak discharge. Erosioncontrol of the embankmentneeds attention at the above mentioned places. Here additional slope protection is foreseen with matting and interlockingconcrete blocks (see EmbankmentDesign).

Scour Depth in River Beds Scour depths for all the bridgeswhere velocityof flow is significant,have been computed by Lacey & IRC method and also by the followingthe calculations;made by the Hydraulic Modelling Study. (Table 6.2.1 and 6.2.2) Tab. 6.2.1 Scour levels of different bridgesafter Lacey and IRC method

...... e..t l ee.Ta. e W Tb Kaludaha Lacey Pier 12.46 11.00 0.46 Abut. 12.46 6.98 5.48 IRC Pier 12.46 13.44 0.98 l______Abut. 12.46 8.53 3.92 Nimaichari Lacey Pier 12.46 10.14 2.32 Abut. 12.46 6.44 6.02 IRC Pier 12.46 12.81 -0.35 Abut. 12.46 8.13 4.33 Atrai Lacey Pier 12.50 12.92 -0.42 Abut. 12.50 8.28 4.22 IRC Pier 12.50 13.98 -1.48 Abut. 12.50 8.86 3.64 Mora Barai Lacey Pier 12.40 7.90 4.50 Abut. 12.40 5.02 7.38 IRC Pier 12.4 7.28 5.12 ______Abut. 1240 4.62 7.78

Emiroml Mamgemer Pla -52. Now-mber 1996 C: MMA XEIA \ EMAP.DOC DHVConsultants BV

Table 6.2.2 Summaryresult of scour computedby the HydrodynamicModel -Name LoatiL LowestScour Level -: -NormalmPwD j Totalm:Pw) Atrai Bridge Pier - 1 6.79 6.79 PierAtrai| srid9e...... ? 2 ,,l 6. ,7,,9,,,,,,,,,,,,,,,,,,,,1,,,,,,,,,,,,,,,,6.. 1...... 8. Pier- 3 6.79 1.44 Pier - . 6.79 6.73 . KaludahaBridge Pier- 1 9.86 7.52 ...... ;i ...... l ______Pier-2 9 86 5.74 Nimaichari Pier -1 8.64 7.92- ...Pier ...... -2 ...... 8.64...... 7.15...... MoraBaral Midstream 8.12 7.31

Erosion Protection Once the route choice was done and topographic surveyof the road corridor completed,fixation of designflood level was taken up. A two way approach was adopted for this. Analysis of annual high flood levelof nearby water level stations was done first and levels at the road crossing points of the channels established from slope and distance. These resulltswere then compared with the level establishedfrom Surface Water Model. The output from the surface water model was considered more acceptableand adoptedfor road design. To determinethe design water level or dischargefor any stnrcture data are required for an adequate length of time, otherwise,large error of estimate in extrapolatingstatistical parameters might be introducedin computations.For the road embankment25 year return period flood levels are required and for the drainage structures 50 yr flood levels are required. No water level or discharge measurementsare available near the future area of NHBNR for a period long enough to predict a flood of such magnitudewith confidence.For this reason, the one dimensionalmodel*) was used to generatewater levelsand dischargefor a periodof last 30 years.

Table 6.2.3. Simulatedpeak water level for 1 in 25 year (1987) condition.

' istanceitfrom Nka . iue (in kin) L~evelin. mP 0.00 - 4.00 11.65 4.00 - 8.15 12.46 8.15 - 26.80 12.44 26.80 - 29.55 12.50 29.55 - 47.80 12.41 47.80 - 54.80 12.60

*) Hymos,a hydrologicaldata managementand processingpackage developed by DelftHydraulics has been used for flood frequencyanalysis for the present study. The packageuses five probability distributionsviz. Normal distribution, Log-Normaldistribution, Gamma distribution, Gumbel distributionand Log- Pearson type III distribution.Of all these distributionsthe Log-Normal distributiongave the best fit and has been consideredas appropriatefor statisticalanalysis of annual maximumwater level and dischargein the area. Fromfrequency analysis, water levels for 5. 10 and 25 yearsreturn period have been computedThese levelshave beencompared with annualpeak water levels frcm 1965to 1995.At all locationsthe water levelsof 1991,1974 and 1987correspond flood events of 5, 10 and 25 year return periodrespectively with an error of 0 to 13 cm. Model runs were executedfor these three years to. simulateflood scenariosof designreturn period. Table ### showsthe simulatedannual peak waterlevels and water levels computedfor variousreturn periods.A completelist of structuresand their recommended designparameters have been presented in the Bridgeand CulvertDesign Report.

EnvirommaMajgee Plan -53- November1996 C: \ MMA \ EIA \ EMAP.DOC DHV ConsultantsBV

Design Criteria taken into Account as Result of the Hydraulic Modelling Study

The Hydraulic ModellingStudy undertook detailed investigationsof the with and without project scenario undervarious hydrologicand hydraulicconditions in the study area. A one dimensionaland two dimensional model has been employed. The study was supported by using Geographical Information System (GIS) to determine the impact of the proposed project in terms of depth and extent of inundation.While analysingthe potentialimpact of the interventionby the road project in an area of highlycomplex flood and flow conditions,the Study came to design recommendationsfor culverts, bridges and the road embankmentswhich have been fully incorporated in the technical design of NHBNR,referring to > number,location and openingof various structures; > design discharge,velocity, scour depth and water levels for the culverts and bridges; > design peak water levelsand waverun-up for the road embankment.

The Studypointed out that structures along the proposed road betweenHatikamrul and the proposed Kaludaha bridge will be threatened if the Kaludaha offtake fails (openingdue to natural or human interference) The situation will be more critical if aLJamuna River breakthrough occurs at Mathurapara to . Technical solutionsto protect the structures are ruled out under the budget and scope of this project. A causeway of 500 m reduces the impact on the bridge (velocity reduced from 2.1 to 1.2 mls) but will force around 500 cumecs to flow overlandand thus will cause extensivedamages to crops and infrastructures.The solutionto the problem is to close the Kaludaha offtake by permanentstructural measures.

The velocityat the Nimaichari bridge was found high (2.7 m/s) in simulation # 1 which might be critical in terms of scouring and erosionat this location.H-ere, the floodplaindepression drains large flow volumes in the monsoon. Therefore, an additional bridge is proposed over the Hamkuria depressionbetween Nimaichari and Atrai riversto alleviatethis imminentproblem and to reduce the flow volume through the Nimacharai khal. The Haikuria Bridge, together with bridges on Chakroyhalikhal and the Khalkola depression,will assist to reduce the anticipated impact of flood waters on the NimaichariBridge, reducingthe flow velocilythere to an acceptable 1.27 mI/s.

6.3 Design Provisionsto MitigateFlooding Events and DrainageCongestion

With reference to MPO/WARPO land classificationthe road alignment falls within the following land categories:

I~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~...... W.,;......

00 - 22 F3 Flooddepth 1.80m s 3.60m 22 - 29 F4 Flooddepti above 3.60m 29 - 37 F3 Flooddepthi above 3.60m 37 - 44 F2 Flooddepth 0.90m s 1.80m 44 - 49 Fl Flooddepth 0.30m s 0.90m 49 - 53 FO Flood depth 0.0 m S 0.30m

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The road embankmentheight was fixed accordingto these flood elevationdata. Seven kilometreof the road falls in the very deeply flooded area where road embankment height has to be correspondinglyhigher. It appears that 30 km of road falls in the F3 land category by flood phase of 20 years recurrenceinterval. It meansthat the said categoryto land goes under water ranging 1.80 m to 3.60 m during the floodof the magnitudeof 20 year returnperiod.

Technical safety and mitigationmeasures to prevent floodi.ng impacts:

The first four kilometresof the road lie within the influence of the Jarnuna River spills. Due to breaches in the right Embankmentflood flows hit this portionof the road, as a result the culverts are damaged.The west bank of the Brahmaputrais continuallyrnoving towards the west. It is now only a few hundredmeter away from the Bangali River flowingparallel to it. In the event the Jamuna contacts the Bangali, its flow w"illincrease tremendouslyand a substantial amount of flow will go into the Kaludaha River and its basin. To mnitigateto the extent possible the expected flooding impact - and to give a reasonable protection to the newly created highway - to include the reconstructionof the dilapidatedregulator at Bhuyagatito maintain a regular and controllableflow at its offitakeat KaludahaRiver is a must.

Siltationwill occur in someplaces but it will be to a limitedextend as envisaged in the Hydrological ModelingSurvey.

Bridges

After thorough investigationand surveys of the road alignment,bridges requiredto be built along the road are shown in Table 4.3.2. It may be mentionedthat though initiallyit was envisagedthat four bridges will be built on four waterways,notably: Kaludaha,Nimaichari, Atrai and Mora Boral, but subsequent field verificationand hydraulic survey confirmedthat bridges are to be constructedat additionalpoints, details of which are shown in Table 6.3.1.

Water way openingsor lengthof bridges have been computedfrom various considerationsviz. from Lacey's regime equation based on design dischargeand also by application of a Hydraulic Model. The results obtained by the methodswere close enough. Tle application of model establishedthat there will be substantial flow throughthe Hamlkuriadepression with quite high velocity. As such a 150mbridge is recommendedfor that location.

The breakthrough condition (Jamuna breaks through into Karatoa [Bengali] River) will create a havoc situation in the Kaludahaand its basin. As such regullatoron the offtake point of Kaludaha is a must. Bridge openings on Nimaicharai, Hamkuria and Atrai were defined at 150 m each. Mora Baral does not receive any upland flow. As such, its present flow is very low. Bridge openinghas been recommendedas 30 meter. A complete list of bridge and culverts locations and design parameter is providedin Table 6.3.1.

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Table 6.3.1. Design parametersand numbersof identifiedbridges and culverts in NHBNR

ucStrure esn e WL D-0I Velocity : (nos);: Locatio. ChamnageScm 0 0 in -; snPwD chcharge00 it:~~~~~nrg miP

______~25years: 50 Years _ _ _ Culverts (8) 4.0 -8.25 66 11.66 12.03 15.20 0.26

JhurijhuriBr JhurijhuriKOal 6.32 60 11.66 12.03 12.80 0.37

KaludahaBr KaludahaRiver 8.25 90 (3 x 30m) 11.66 12.03 32.50 0.15

Culverts (11) 8.60-14.15 105 12.44 210.00 0.77

HanncharaBr Depression 16.00 60 12.44 174.30 1.48

KaluparaBr KarotoaRiver 17.25 60 12.44 94.10 0.82

KhalkolaBr Depression 18.65 60 12.44 159.10 1.14

ChakrohaliBr Chakrohaii 22.90 60 12.44 134.50 0.72

ChakrohaliBr Chakrohali 23.32 60 12.44 133.70 0.71

Culverts (20) 15.50- 25.85 162 12.44 71.00 0.77

NimaichanBr Nimaichari 26.80 150 (5 x 30m) 12.44 12.54 851.10 1.27

HamkuriaBr Depression 28.50 150 12.44 12.54 516.00 0.73

Atrai Br Atrai River 29.70 150 (3 x 50m) 12.35 12.54 529.10 0.98

Culverts (8) 30.22- 33.55 66 12.40 4.00 0.01

Culverts (8) 34.65 -37.80 48 12.40 0.70 0.01

Culvert (1) ShedulyKhal 38.50 6 12.40 2.70 0.08

AymaryBr AyrnaryKhal 39.20 30 12.40 15.40 0.09

Culverts (2) Raina Depr. 39.70- 40.75 12 12.40 2.70 0.09

Culvert (1) RainaDepr. 41.05 6 12.40 2.70 0.08

Culverts (4) Raina Khal 41.45- 43.15 24 12.40 2.30 0.09

Culverts (5) 44.00- 47.15 30 12.40 0.40 0.01

Mora Boral River Mora Boral 47.80 30 (1 x 30m) 12.40 4.30 0.06

Culverts (6) 49.10- 54.55 42 12.40 1.00 0.01

Note: 1. Design FloodLevels for some bridgeshave beenrecommended as 50 yearflood. 2. Design flood levelsfor somecuSverts of Kaludahabasin havebeen recommendedas 50 year flood. 3. Since bridgesvill have structuraldepth, and at least one meter free boardfor safety is considered,the deck levelof bridgesmay be fixed in the light of above.

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Culverts

In additionto the bridgesrecommended for the road, culvertsof adequatenumbers are requiredto be provided for proper drainage. The issues at stake were studied form different angles. The results obtainedfrom the Surface Water ModellingStudy is consideredmore realistic and acceptable.

The Surface Water ModellingStudy showedthe amount of dischargeand velocity of flow according to a selected design condition. Based on the above result length of openings was determined considering the velocity and area influenced. The locations of culverts were finalised on the longitudinalsection of the road alignment after i) thorough scrutiny of the topographic survey sheets, ii) surveyfindings on ground elevations,and iii) final site inspectionby a surveyteam.

6.4 Embankment Protection

The proposed embankmnentis situated in an area subject to inundation. This fact requires embankmentprotection.

Three locations were identifiedby the SWMC where elevatedwater velocitywill occur during peak discharges.In areas with deep water inundationlike the "Green River" wave run-up will occur. The design heightof the embankmenthas been adapted at the pLaceswhere wave run-up is expectedand an additional 1.60 m is added to the embankmentheight. The increased embankment height is foreseenbetween Ch. 24+100 and Ch.30+000.The Consultant has designeda interlockingconcrete block slope protectionnot only to protect the slope from erosion but also to reduce the wave run-up. In additionto the increasedembankmnent level, this concreteblock slope protection with wave run-up reducingsurface will be addedto critical places.

Trheplaces with elevatedwater velocityare: Harinchara Khal 1.48 n/sec NimaicharaiKhal 1.27 n/sec KhalkolaBridge 1.14rnsec

Three possible options, elaborated in detail in the EmbankmentDesign Report, are envisaged to protect the embankmentfrom erosion:

* Concrete block slopeprotection * Matting * Plantation of grasses, shrubs and trees (see also Chapter 8)

ConcreteBlock Slope Protection For Harinchara Khal Bridge additional slope protection by concrete blocks is required over an estimated distanceof 50 m on each site of the abutment. between50 and lOOmfrom the abutment additional geo-mattingwith grassing is required For the Nimaicharai Khal Bridge concrete block slope protection over 25 m from the abutment is estimatedto be required.

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GeoMatting Slope Protection Geo matting will be placed in some locations which are strongly exposedto heav flood, wind and wave actions.,This type of slope protectioncomes in-betweenembankment plantation and concrete blocks The proposed geomatting is a polypropylenefilament wire mat for soil erosion protection from rainfall and flooding.This matting is laid on the slope an planted or sewed-in with grass to obtain a uniformmat. (see embankmentdesign)

6.5 Provisions to Maintain Unobstructed Navigation Routes

The Atrai is the main river in the project area. It was a good navigable intemal river some 40-50 years back. During monsoonit remainsnavigable and considerableboat traffic use this route.

As such navigationalclearance as per IWTA'S route standard has been recommendedfor the bridge. The standard clearancefor this route is 100 ft. horizontaland 25 ft. vertical clearance. Considering standardhigh water level at the site as 12.11and structural depth 1.75m and Navigational clearance 25 ft. (7.60m), the bridge deck level comesto 21.49mPwD.

The placementof buoys and navigationalinstructions to cargo vessels will ensure least possible interference.

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7. Fisheries Mitigation Plan

The NIBNR Projectis not expectedto cause significantchanges and/or lossesin the regionalfisheries sector,although some impacts will occur which relate to the followingfacts: * About50 householdswith fishingas main or additionalsource of incomeare amongthe PAP, (being estimatedwith an estimatedaverage 53.6 kg of fish/household/year) * 44 ditchesand fishpondsof differentsize alongthe road alignmentare to be removedwithin 25 m of both sides of the CL. Many of the fishponds,however, have low productiondue to low level of management.Many of the pondsremain submerged during monsoon. * Localreduction of drainagewill have effectson fishmigration * Localsiltation will have adverse effects of fishpopulations

The mitigationplan addressesthese environmentalproblems to the extent possible and justifiable with the scope of this project. A clear distinctionwas dravvnbetween mitigation and compensation strategies*).Mitigation measures are designedto reduceor avoid lossesto capture fisheries.In contrast, compensationmeasures rely on aquacultureand culture-basedtechniques to increasefish productionand therebycompensate, to varyingdegrees, for the losttonnage of fish due to floodcontrol and/or removal of fishponds.

7.1 Mitigation of Impacts Affecting Fish Migration and Ecology

No importantdry seasonfish habitatssuch as perennialbeels are affectedby the road alignrent. Thus there will be no negativeimpact of this project on fish productioncaused by loss of winter and pre- monsoonhabitats. On the otherhand, newperennially watered structures (borrowpits) will result from this projectwhich will have positive impact on the regionalfisheries sector (see below).

The projectalso considersthe rehabilitationof channelsnearby the alignmentwhich currentlyhave been severelyreduced by floodcontrol activities and siltation.It is anticipatedthat canalre-excavation work will be applicablein higherland areas where connectionsto some rivers(Atrai, Mara Boral;Karatoa) can be made via rehabilitatingold canal systems.Such measures will positively influence both acive and passive migration of fish whose life cycle depends on seasonal movementsbetween different riverine and floodplainhabitats.

Unplannedrural road developmentin the ProjectArea have resultedin severallocations in blockageto floodwatersand fish on floodplains.To reducethe adverseimpacts the projectmade provisionto construct additionalculverts or rehabilitatingthem in the near vicinityof the ROW, particularlywherever they cross existingcanals nearby.

' Theorganisation and monitoringof thesingle components are discussed in Chapters9

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Theconstruction of the main road embankmentintends to avoidto the maximumpossible negative impacts on the migratorypathways of commerciallyimportant fish. Therefore, an adequatenumber of bridgesand culvertshave been incorporatedin the NHBNR alignment.Special care was taken in site selectionand technicaldesign of thesestructures along the most criticalstretches of floodevents (see TechnicalReports on Bridge and Culverts).Openings in the embankmenthave been calculated accordingto the flood simulationmodels provided by the SWMC. The structuresare designedto allow drainageto an extent closeto that withoutproject. It is anticipatedthat this measurewould maintain the actual speciesdiversitv as the migratoryadult and juvenilefish would be ableto reachfloodplains together with hatchlingsbrought in by passivedownstream drift.

The Consultantbad been askedto assess the necessityto includefish passes in the embankmentdesign which may facilitate fish migration. Fish passes need apparendy not to be installed as the upward/downwardnigration of adultand juvenile fish willbe sufficientlysecured by the incorporationof 80 culvertsand 12 bridgesin the new constructiondesign. It is noteworthythat culverts are sufficiently presentparticularly in those areas which are deeply floodedand, correspondingly,major habitats for migratoryfish. As most of the riversin the ProjectArea rumfrom North to South,while the alignmentof NHBNRis fromEast to West, it is expectedthat the lateralmigration of bothadult and juvenilefish from riversinto khals and floodplaindepressions and vice-versawould be lirnited.

7.2 Fish Stock Conservation Measures

Uncontrolledexploitation of fish poses a generalthreat to the fish communitiesin the region. In places wherefish becomeconcentrated due to drainagecongestion. or drawdownin depressions,fishing activities often increase.The use of gear that eliminatesall fish frorna certainwater body is not uncommon.The project will take measures to controlthese unsustainablepractices whereverthere is a linkageto its structures.

FisheriesConservation and Catch ControlStructures in Frontof Culverts Culvertstend to block or delay movementsof fish therebyincreasing their susceptibilityto easy capture. Culvertsshould be classifiedas prohibitedfishing zones. Fishing from the structureitself and from a set distanceupsteam or downstreamfrom it shouldbe made illegal.Distances will vary dependingon the size and locationof the structureand the size and natureof the regulatedwater course.Respective regulations shouldbe enactedthrough the localfisheries authorities.

FisheriesConservation in Dighis Controlof fishingactivities and preventionof overexploitationis of paramountimportance if the newly establishedlakes shall becomefunctional and viablefor fish production.The managementscheme should therefore incorporaterespective measures, e.g. declaring the lakes (or part of it) as temporary fish sanctuariesdunng certain periods.Enforcement can be aclieved by regularcontrols by membersof the entitleduser group and by installationof large katha which preventmost opportunisticfishing methods and provideshelter for fish.

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Fisheriesconservation: protection of river(duar)fisheries Studies carried out by the Flood Action Plan throughoutthe region have demonstratedthe great importanceof river duar (scourholes) as winterrefuges for large speciesof fish, particularlycatfish and major carps. Duar are presentlyincluded in riverinejalmahal where they are intensivelyfished by leaseholdersduring the dry season.FAP has recommnendedprohibition of fishingduar during the dry season and the establishmentof river patrols by DoF to enforceprotective fisheriesregulations. This measureneeds to be taken in due considerationin the area where NHBNR crossesthe AtmuRiver as a meansof conservingimportant overwintering broodstock of high value specieswhich form the basis of both riverineand floodplainfisheries.

AwarenessCampaign The project emphasisesthat the local NGO's implementingthe RAP and training programs contact schools,educational personnel, construction management personnel, construction workers representatives etc. to launchenvironmental awareness programmes, with emptasis on fisheriesand wildlifeconservation. The campaignsshould focus on basic understandingof the water requirementswithin each natural resourcesector, linkingboth fisheriesand agriculture.The awarenessprograms also should address adverseimpacts of floodcontrol and variousmethods of mitigationagainst such impacts.

7.3 Culture-Based Fisheries Schemes in Dighis

To encounterto some degreethe anticipatedlosses in catch fisheriesthe mitigationmeasures focus on newly createdfishing grounds which willbe establishedin the former large-sizedsand borrowpits.With appropriatearrangements and organisationof water-usergroups (preferenceto PAP's) these schemesare consideredto providegreater and more extensivepotential increases in catch which can be shared more equitablybetween the membersof newlyestablished groups.

Rehabilitationof Borrowpitsto Suit FisheriesPurpose

To create an enviromnent in the new dighis that is conducive to fish production, the slopes descendingfrom the embankmentwill be rather flat. An inclinationof min. 1:7 will be maintained after completionof excavationwork. The rehabilitationwill also require to refill the borrowpits with the remainingoverburden and former topsoil to facilitate vegetation growth. It is assumed that the overburdencontains sufficient clay materialto reduce the permeabilityof the dighis. Fertilisingthe slopes will be required to initialisevegetation growth and stimulate phytoplanktondevelopment once the lake is waterfed.

Stocking and Fisheries Management of Flooded and Non-Flooded Dighis

Dependingon the degree of seasonal flooding,the lakes will be stocked with varying densities of fingerlingsof fast growing carp speciessuch as Major Indian Carps, Thai Shorputi and Tilapia.

For lakes that are not regularly flooded it is advisable to stock fingerlingsof Major Indian Carps, Silver Carp and Grass Carp. The suggestedratio of stocklingwould be according to the following scheme (Tab. 7.3.1). The stockingwould be performedunder a regionalDoF aquaculture promotion program. For ecologicalconsiderations it is not recommnendedto stock these lakes with exotic species (e.g. Thai Shorputi, Tilapia).

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Tab 7.3.1 Proposed fish stocking of newly created lakes (perennial, not regularly flooded type)

---- i--iEyi0%iof;:0E -Iti:i-l 0i: } i - * - i . I Expected weightIkg) --ct-es W t tOeekg' ~aracerscs aft;-er- ne year Catla 20 surface feeder 1.0 - 1.2 ...... ~...... Silver Carp 30 surface feeder 1.0 - 0.2 Rui...... p...... 20 ...... :...... column feeder...... 0.8 -1.0 ~~~~~~~~~~~~~...... ; .Mriga...... 20 ...... bottom feeder...... 0.5 - 0.6 ..... Grass Carp 10. macro-vegetation feeder. 2.0 - 2.5 Note: a) totalnumber of advancedfingerings is 3.000 to 5.000per ha b) based on stockingwith advanced fingerlings, size 100-150mm c) if intensivegorwth of macro-vegetaionoccurs, stockingrate mightbe higher

Ideally,the advancedfingerlings are reared in pen cultures placed in a well-preparedshallow part of the lake. The pen structures are set out at the end of monsoon.Regular and thorough net clearance of predators is requiredbefore stockingthe pens Aithfry and fingerlings,available from April to June. As pen culture is only productivewhen a certain soil and water quality can be established, it might be necessaryto rely on the conventionalrearing of fingerlingsin nearby ponds. The ponds (V2to one ha in area) would include sealeddikes, levelledbottom, drainage canal and/or water supply pipe and pump, and outlet structures includinga harvestingbox. These ponds shouldbe drainable by gravitv.

For those lakes that are seasonallyflooded no fry should be stocked due to active and passive out migration and the increased pressure from migrating predators (mainly catfish). In such circumstancesit may be consideredto stock advanced fingerlingsof species with a short life cycle like Thai Shorputi and Tilapia only. Stocking rates for this type of lake may be 5.000 to 8.000 fingerlingsper ha.

Fish attracting devices (FADs) are recommendedfor enhancing the bio-productivity and fish production in seasonally floodeddighis. These devices, introducedat different depths, will attract migrating fish when passing during the flood season the lake area. The Fads consist of dry plant material(bushes, palm fronds, sticks etc.) which are inserted in clusters in the lake. These structures will be soon overgrownwith small algae (periphyton)which will provide additional food supply for the fish and other aquatic organisms. They will offer, at the same time, shelter from predators and prevent to some degree fish poaching.FADs established in shallow water zones will be fished with encirclingnets and replaced seasonally.

All rearing operations, particularly when advanced fingerlingproduction in pen culture is involved, make proper training and technical advice through regionally operating NGO's working in close consultationwith the DoF and the Joyshagar Fish Farm in Neemgachimandatory.

In the newly created lakes controlof fishing is essentialto mnaintainthe sustainabilityof the fish stocks. Closedseasons and restrictionof fishinggear are the two main measuresto increasethe survivalof fish broodstockduning the dry season,a criticalperiod in their life,when they are vulnerableto over-fishingin floodcontrolled areas. Increasedsurvival of broodstockshould result in a greater recruitmrentof juveniles intothe folowing year's fisherywhich in turn shouldlead to increasedfish productivity.Good care of the vegetation belts is also essentialto provide shelter and natural food resources for fish fry.

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EcononucBenefits

Beingrather an innovativeapproach in culturefisheries it needsto be statedthat stockingof open water bodies,particularly when they are regularlyflooded, has yet to be proven successfulin Bangladesh (Rajts/IFADEP,pers. comm.).Estimates based on small reservoirin Indiawtth similarclimatic conditions showthat yieldsof 400 and morekg/la/yr can be anticipatedwhen stockingreservoirs that are rarely or neverflooded. In regularlyflooded lakes production may be less due to less suitablespecies that can be stocked,out-migration of fish, limitedcontrol of predatorsand outwellingof nutrients.

To reach economicdimensions for fish production,however, the number of beneficiaries(members of wateruser group)should be adjustedto the anticipatedyield. In orderto establishviable sustenance it is, at this stage,foreseen to allocateabout 1.5 ha of mean annuallakewater surface to one fishinghousehold. Notwithstanding,the suggestedproduction rates need carefulassessment since productiondepends on a number of variables such as stockingdensity, size of stocked fingerlings,fish mortality (natural, poaching),growth rates, developmentof nutrientlevel and bioproductivity,and last but not least on fisheriesmanagement.

Environmental Benefits The vegetation belts around the new lakes that will be naturally established and, if necessary, supplementedwith planted trees and bushes will provide habitats for both aquatic and terrestrial wildlife. Dependingon the floodingcondition, fish and waterfowlwill find shelter and food in these habitats. It is understood that part of the habitats and vegetation losses due to the road project can be naturally compensated.It is also believedthat part of the wildlife which has left the area during construction disturbances will retum. Last but not least the newly created lakes-will add to the landscape aesthetics and may be of value for future tourism projects (e.g. at the Mora Boral) following the overall developmentof the region after becoming linked to the national highway roadnet.

7.4 Aquaculture Developmentin Modified Clay Borrowpits

In previous progress reports and discussions with the Client the Consultants have proposed to acquire the land for the clay borrowpits so they can be convertedto fish ponds for PAPs. To avoid resettlementfar from the present housing of PAPs, the locationof these borrowpits are to be defined (withinan economicalacceptable range)after the PAP census.

The borrowpitswill be rehabilitatedaccording to standard clesignedfish farm units, each comprising 4-5 large rearing ponds and a set of nursery ponds for fry/fingerlingproduction of Major Indian Carp. Ponds will have a maximum width of 30 m to facilitate net harvesting. Pond bottom will be levelled and provided with drainage channel and box, if circumstances allow. Dikes will be compacted,outer and inner dikes will have different slopes, dependingon exposureto flooding.The dikes will be planted (see below). In junction with the rectangular shaped fish farm (see diagram) there will be two elevated highlandplatforms on which both.new homesteads,working sheds, storage room and, if applicable, a mini-hatcherywill be established.The platforms, too, will be planted with useful vegetation.The fishfarm unit will also have an access road/embankmentto link it with the nearby highway. This will enable the aquaculturistseasy transport of materials and products to and from the farm. I-

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Design of Fishfarm Units EstablishedFrom Clay Borrowpits

15~~~~~ s

Rearing | Fish ponds C_

1|11 I |ponds ._ housingand hasche,y~~~~~~~~shd

|FISHPONDS l(not on scale)

Basic Production Features of the Fish Farms

Like in the large lakes that will be created by sand excavationactivities the newly established clay borrow pit fishpondswill be two categories,depending on the groundlevel and height of the dikes.

Typea) Seasonalponds Ponds which can only used for intensivefish culture after flood recedes. It will then depend on the soil permeabilitywhether this pond will be perennial or if it will dry out. Notably seepage will be reduced after few yearsof production. Proposed stocking: Thai Shorputi and Tilapia Stocking Rate: 5.000to 6.000 (fingerling,size 50-60 mm) ProductionPotential: 800 kg/ha (first year) to 1.500/ha(third year)

Type b) Permanentperennialponds Ponds which can only used for intensive fish culture throughoutthe year. Water is replenishedby pumping and/orrainfed. Proposed stocking: Polyculturewith Major Indianand ChineseCarp (Catla, Silver carp, Rui, Mrigal (and possiblyGrass Carp) Stocking Rate: 8.000to 10.000(fry, size 10-20mm) ProductionPotential: 1.500 kg/ha (first year')to 2.500/ha(third year) Other potential: Ponds can be used for fingerlingproduction; Fishfarm can be managed as integrated aquaculturescheme like duck-cum fish

Details about operation (water supply, feeding, fertilising,pond treatment,sampling, harvesting),fry production options and operating costs for different types of fishfarms are described in Annex C.

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Planting of the Dikes Dike planting programs will be promotedthrough the RAP. It is recommnendedto plant the dikes with plants that fulfill similar criteria as those specifiedfor roadside plantation (see Chapter 8). Of distinctivevalue for dike plantation are fruit trees (e.g. bananas), silkwormtrees, coconut palms and medicinalshrubs). Stabilisationof dikesnot planted with one of these types of vegetation should be made with Vetivergrass.

Produdion Target

In conventionalcarp polycultureand under stringentsupervision of the responsibleNGO production shouldreach in the first year 1000to 1500 kg/ha which will gradually increaseto 2500 kg/ha in the third year. The net incomefor both seasonaland perennialtype fishpondsare illustrated in Annex D. It needsto be noted that additional incomefrom rearing cash crops and livestock in the diked area willgive aditionaleconomic benefits to the user group.

Environmental Benefits Apart from incomegenerating facilities (see below)the plantedtrees and bushes will provide habitats for wildlife, particularly good shelter for migratory and resident birds. With this environmental enhancementa good deal of the losses of habitats and vegetation due to the road project can be mitigated.

7.5 Additional Income Generating Facilities

The proposed action plan makes provisionof new skills and credits for the developmentof activities and small rural businesses that are in combination with, the above mentioned. The process of selectionwill be left fully to the discretionof the groups aLndthe NGO's working in the area. The developmentof such schemeswill requirecomprehensive training and follow-upthrough appointed NGO's.

Possibleincome generating facilities are integratedaquaculkure schemes such as * Paddy-cum-fish-culture * Duck-cum-fishfarming * Duckweedculture and duckweeed-basedfish culture * Developmentof mini-hatcheriesto produce carp seed.

Dependingon the response and skill developingin the different groups small-scalefish processing enterprises can also be consideredas a valuable opportunityto upgrade the cultured product and open new marketing facilities.

With the allocationof funds integratedaquaculture schemesinclude a variety of incomegenerating facilities through well-managedhorticultures associated with the fish farms. For example, viable sources of income can be generated from adequate dike plantation with a well-balanced mix of useful plants.

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8. Forestry Schemes

The NHBNR projectoffers variouspossibilities to combinedesign elementson * the road embankments, * roadsitehabitats, * rehabilitatedborrowpits and * newly constructedhomestead sites, with the developmentof forestryschemes that are beneficialboth to the technical structure and the biological and sociological environment. Embankment plantation and other planting activities associated with the RAP represent a major component in the effectiveness of the EMAP. The incorporationof the plantingactivities is to make part of the social forestry scheme designedfor the PAP incomegenerating plan. Its linkagewith the RAP and organisationare discussed in Chapter9.

8.1 Embankment and Roadside Plantation

The objectives of embankmentplantation are

> natural slope protectionagainst wind and wave action and mechanical impacts >b mitigate to some extent the loss of plants removed by the project > prevent illegal encroachment(establishment of squatters) on embankment > provide useful commoditiesfor PAP's and EP's (timber, fuel, food, medicine) > create tree habitatsto enhance ecologicalproperties and landscapeaesthetics

8.2 Selection of Suitable Species

For afforestation on the slopes (average 7.5m) of the NHBHNR,eight species were selected for both environmental and economic importance.Selection criteria for these species were on the basis of

* habitat preference and suitability only locally occurringplants were chosen * adequate rooting system to support embankment stability,slope protection and to control erosion * canopy structure to support undergrowthand ecological niches, and to provide sufficienttraffic security * good timber quality to provide income generatingcommodities for EPs

* good fuelwood quality to provide general commoditiesfor EPs * fruit bearing to provide food resources for EPs * medicinal properties to provide plant rnedicinesfor the community * other marketable uses to provide,for instance,paper pulp production

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Tab. 8.1.1 I List of tree species that were selected for NHBNR embankment planting:

Name of Tree Root Economic | Remarks Scientific | English Local System Value A. Flood Tolerant

Erythnna indica Madar Extensive Fuel and Fence Fast growing,Grows with littlecare

Dalbergiasisso Sissoo Sisso Extensive .rimber and Fuel Mediumfast growing

Acacia nilotia Acacia Babla Extensive Iimber and Fuel Mediumfast growing

B. Timberand Fuel

Samanea saman Rain tree .Koroi Extensive Goodtimber, fuel Wide canopy

Swietenia Mahogoni Mehogoni Extensive Very good timber Deep green and mehogoni medium canopy Syziziumcumini Blackberry Jam 1 Extensive Fruitand timber rich in protein

Borassus flabellifer Fan Palm Palmn Extensive Fruit,Fan& timber nch in protein

C. Medicine

Azadirechtaindica Margosa Neem Extensive Timber Leaves & branches used Medicine to clean teeth & medical ______=__ _.___._. purposes

In places where erosion is to be expected from rainfall and wind grasses are proven means for natural slope protection. Grasses with extensive and deep rooting systems are required. Such properties are ideally combined in Vetiver (Vetiveria zizanioides), a grass common in the Project Area. This grass has proven ability to fulfill a cost-effective erosion control, soil compacting and slope stabilization, especially in canal-bank erosion, gully erosion, protection of abutments of stream and river bridges as living wing walls, outside of irrigation canal bunds and at entrances to reservoirs (World Bank, 1988). Vetiveriazizanioides is rapid-growing, yet non-invasive. It forms densely growing hedges which filter out water-borne eroded material whilst reinforcing adjacent soil preventing local slumping associated with constructed terracing systems. Vetiver is also not competitive to adjacent plants, due to its tapering or conical root architecture. It can be harvested in without affecting its root stability, and it yields a variety of products ). The grass is also tolerant to intensive rainfall and tt a wide range soil types. It can be established on soils with pH ranging from 4 to 8.5, and it also grows on infertile polluted soils. Once established, Vetiver grass is resistant to drought, fire and livestock. It is able to resist flood and inundation due to its deep roots and strong leaves and stems (Grimshaw, 1988).

*) Among commercial uses are oil extracted from roots, stems and leaves are good for mulching purposes,prevents spread of creepinggrasses, stop pests such as snakesand rats

Envirmunmaul Managentu Plan -67 - November 1996 C: MMA \ EIA \ EMAP.DOC DHV ConsultantsBV

Vetiver planting should be synchronizedwith the monsoon, i.e. by the end of August. Care must be taken to ensure that slips transferred from nurseries do not dry out either before or after planting in well prepared furrows. One hectare requires 150,000-225,0000slips for planting; each slip consisting of about 5 tillers, cut to 300 mm blade length with roots trimmed to a length of 200 mm (CIEC, 1993). Vetiver needs three or four tomes weeding in the first year and two or three in the second. Nurseries need to be set up locally adjacent to the project road - or even within the Projectsite boundaries

8.3 Plantation and Harvesting Scheme

The plantation will not follow the rather dense plantation of monoculture as was done in Nagarbari-BograHighway. The option is rather a mix and balance of species which combine the desired properties to give sufficient protection and provide a wide range of commodities to the EP's involved in this planting scheme,

The general establishment of embankmentvegetation belt according to the outlined design would be timed to follow the initial priority planting of vulnerable areas-such as flood openings, culverts and other exposed areas and the general grassing of large slope surfaces. The proposed roadside plantation design for NHBNR will have a dense canopy of a well-balancedspecies mix which are plantedwith specific spacing.

Each row is duplicated such as I and 1'; 2 and 2'; 3 and 3' and so on. To start plantation, 7 seedlings will be planted in each row with a spacing of 1.2'i m. The distancebetween the rows will be initially 1.5 m; after harvesting the duplicated rows in year 4-5, the distance between the rows to be kept will be 3 m. The proposed plantation design is illlustratedin Fig. 8.2.1.

The position of the seedlings in the vertical line will be harvested after 4-5 years; this measure will warrant not only the first economic return but also enable good growth and girth size for the remainingtrees. This will allow the plants of (0) circle position to establishand grow successfully with four plants in each row. Accordingly,the final distance between the plants in each row will be 2.5 m. The plants of the duplicated rows (1', 2' and 3') will be harvested after 7-9 years. The plants of rows 1, 2 and 3 (marked as x in Fig. 8.2.1) will further remain to be cropped only for specific products and/or slash wood. In every second row, 2nd position and third row 3rd position from top of the slope the additional plantation of Fan Palrm(Borassusflabellifer) is suggested for the following reasons: i) the plant is common in the Project Area. ii) it has monopodialbranching, hence will allow the surroundingplants to spread unhinderedtheir canopy. iii) the fruit juice of this plant is very popular in this region and is used not only for the preparation of brown (solidified) sugar, but also for the preparationof cake in the months of AuguLstand September. The plant is also commonlyused in local rituals and festivities. iv) the leaves are widely used for making hand fan, an appreciated commodity in this region.

Environenml Managaem PMan 68 - Novemxbr 1996 C: \ MMA \ LIA \ EMAP.DOC DHV ConsuJtantsBV

embankment plantation for NHBNR Fig. 8.Z.I Diagram of the proposed

UPPER SLOPE LOWER SLOPE

Maho Aca Sisso Sam Sam Aca Sisso

Mh ~~Sisso Sam Aca T Aca Maho| l l ~Maho | Palm Syzi 1. St so Maho Aca Sam Aza

SmSAca AOa iSsso Maho /l Sam Sisso

Sam Aza I Eryth Polm Maho Aca I| Sisso

Aca MaGo r Stsso Sam 0 * ----@OO * _ 3'E Sam Il Maho Sisso

Maho A Sisso Sam ® Sam Samrnea samon { Ery = Erythrina indicra 0 Syzi Syzizium cumini )Sisso z Dalbergi0 sisso Palm= Borassusflfabellifer @PAca zAcacia nilotica * 4 zam Azodirechta indica LMahoa Swietenbomehogon

N 1996 Envir.ru l Muneiu P(n - 69 - C: \ MMA ' EMAEMAP.DOC DHV Consultants BV

Plants of wide canopy were kept in the middle positions of the row. On the top of the embankment only those plants will be considered which will not impede with their canopy the traffic view. Plants which meet such requirementsare Acacia, Syzizium and Azadirechta.

Dalbergia and Erithrina are among the flood tolerant plants chosen for the bottom of the slope. These species would best fulfil the physiologicalrequirements to adapt to temporary waterlogging.

It is worthwhile to mention that (Daincha) Sesbania canabina, an annual woody, flood tolerant shrub is cultivated for fuel not only in low lying areas of the borrow pit but also on the boundary partitions of cultivatedplots. The slope's margins at borrowpit sites would be appropriate sites for planting this species which is a useful fuel wood resource. This plant is less suitable for embankmentplantation as every season renewal of plants is required.

.

Environmental Muagement Plan -70 - November 1996 C: \ MMA \ EIA \EMAP.DOC 4 PART IV

OGRANISATION

AND

MONITORING I I DHV ConsultantsBV

9. Organisationof the EnvironmentalManagement Plan

9.1 General Organisation and Framework of Institutional Responsibilities

As the environmental managementof this project requires the right mix of expertise in technical, physical, hydrological,ecological and sociological disciplines,the organisation has to supply the corresponding specialists and institutions to become functional in achieving proper and timely execution of EMAP.Thus, the managementof the proposed elements and activities of the EMAP will be an interdisciplinaryapproach, involving various componentsof co-ordination,supervision, training and monitoring.

The three-level organisationalarrangement of the EMAP is illustrated by the organigramm (Fig. 9.1.1). It also shows the line of responsibilitiesfor each of the respective components.

The overall organisational responsibility for implementingand monitoring the EMAP will rest with the Government of Bangladesh, Roads and Highway Department through the Project Director and his Senior Superintendent Engineer/Chief Resettlement Officer (SSE/CRO), represented by the "Engineer".For the Land Acquisitionthe responsibilitylies with the DC's from the Natore and SirajgonjDistrict.

The Engineer heading the EngineeringTeam will be given the responsibility of the supervision of all project activities in

1) the technical field (representedby-the Technical SupervisionTeam/Contractors)

2) the environmentalfield (representedby the EnvironmentalManagement Team), and

3) the socio-economicfield (representedby the ResettlementTeam/NGOs).

His -main duty is the supervision of the four Contractors working in four sections of road construction. In liaison with the EnvironmentalManagement Team he will ensure environmental quality and observance of all ongoing activities in accordance with the standards and measures outlined in this report and subsequently in the Contract. He also will oversee the monitoring program with respect to the single components. The third complex of his duties is to link and control all technical and environmental issues with the work program implemented by the Resettlement Co-ordinating Team which is implementing the resettlement plan through two selected NGOs.

K

EnvirmnmenitlManagement Plan -71 November 1996 C: \ MMA \ EIA \ EMAP.DOC DHV ConsultantsBV

Fig. 9.1.1 Organisational Framework of the EMAP

Project Director

SDE SSE (CRO) SD

SA:E1 r SAE

|> -@' Engineer: | 1 I Team Leader

Technical Environmental Resettlement -. supervisionteam managementteam co-ordinating team

: Section I one team 1section1, 2,3 & 4 one tIea Section I & 2 one team X Section 2 one team I - Section 3 & 4 one team ' Section 3 one team Additional experts: _ : Section 4 one team Forestry Expert Fisheries Expert Aqua-cultureExpert EnvironmentExpert

NGO's 'A 1|Residual land survey o | Socio economic survey . | - 0Jointverification survey Preparationof RAP

NGO's RAP Implementation Team E Trainers > ,GPI Specialist MIS Specialist 0 Sociologist z

Ewirownml Mauagnx Plan - 72 November1996 C: t MMA k EIA EMAP.DOC DHV ConsultantsBV

9.2 Tasks and Organisationof the TechnicalSupervision Team /Contractor

The obligationsand tasks of Contractorswith respectto appropriate implementationof the project, particularlythe environmentalmitigation measures during constructionworks will all be specified in the Contract Documents.

To a large extent the Contractorwill be need the approval of the Engineer (and/or his appointed representativesand affiliated experts) who will focus on and examine the following work components:

* Assurance that all construction works in accordance with the design, specifications and methodologyoutlined in the ContractorDocuments; * Verification of the Contractor's performance while rehiabilitatingall structures and physical interferences related to the work to conditions same as prior to the work, if not better in environmentaland socio-economicterms.

The Engineer will, after consultation with the Client, approve the four the contractors working in assigned sections the locations their construction camps, offices, stores, labour dormitories, canteens, workshops and facilities. Special wishes of the Contractor and adaptations to local conditions will be determinantfactors for the final location of these sites.

The Engineerwill also organise, in consultationwith the ResettlementCo-ordinating Team and the NGOs, site meetings at specified intervals for evaluating the progress of the Contract and for discussing matters pertaining to the Contract, and to the compliance with the technical, social and environmentalrequirements of this project. He will verify, through authorised representatives of GoB, the correct removalof houses, walls, fences, poles of utility servicesand other objects within the right of way of NHBNR.

The Engineer will frequently liaise with RHD and the sponsor to report on the works progress and issues that may arise during the work. As for issues discussed in this EMAP, he will consult the Environmental Expert(s) to elaborate specific strategies and solutions to mitigate (or, if unavoidable)to reduce adverse environmentalimpacts. This applies particularly for final selection of borrowpits and campsites, access roads, drainage works, excavation works, and establishing of hazardousmachinery (e.g. asphalt plant, crusher).

Tasks of the Contractor, with Special Reference to Environmental Issues

The Contractor will be basically the sole responsible for accurate and environmentally benign execution of all works associated with the construction of the road. For any change in methodologyand design specified in the Contract Documents he has to consult the Engineer for approval. The Contractorshall submit in advanceto the Engineer for approval full details (design plan) of campsites, access roads and facilities he proposes to build. He shall take into consideration the prevailing wind direction to secure a minimum of nuisance to neighbouring houses, schools and general rural economic activities.

Should the Contractorwish to use land other than the area approved by the Engineer for storing or keeping material or equipment required for the construction of the permanent works, it will be subject to the following: * the Engineer approve any area selected for this purpose. * such land be physicallyseparated and suitably fenced in.

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* the area used for the aforesaid purpose be surveyed by the specialists affiliated with the project * he shall enter into contract agreementsof lease with the owner of such land

Prior to starting with construction, the Contractor shall start with establishment of new water supply and sanitation facilities specified by contract. The Contractor himself shall make arrangements for procuring, transporting, storing, distributing and applying the water needed for constructionpurposes.

Where campsites,access roads and diversions shall be constructed so as not to damage or displace property or ecologically sensitive habitats (for definition, see Chapter 5). In exceptional cases where this is not possible the Contractor shall notify the Engineer and the Environmental Specialist in good time so that he may arrange to have assessed potential impacts and respective mitigation measures.

For any kind of necessary temporary drainage works such as side drains, catchwater drains, mitre drains, culverts, etc., the work activities shall only begin after approval of the Engineer and in consultationwith the EnvironmentalManagement Team's Specialist.

If not specified differently, the Contractor must remove, on completion of. the work, all constructional plant, buildings, fencing and other temporary structures or premises. In such cases the sites of constructionalplants, haul roads and any other sites and plots used for the Contractor's services,are to be restoredto its original condition and left neat and tidy.

Precautionsand responsibilitiesRelating to Safety Considerations

For safety considerations,the contractor shall be responsiblefor * the physical and mental safety of all persons engaged in the execution of the works and shall take such safety precautionsas are generally accepteidas good civil engineering practice. * carefully protecting his labourers from injury by rain, flooding, heat or inclement weather, all likelyto happen in the Project Area. = protect the environment from pollution due to the works, particularly avoiding spillage of (gas)oil, paint, and bitumen. In his plans for the site installation, he will duly incorporate measurementsto avoid pollution. * keeping the site and premises clean and free of hazardouswaste material

In order not to interfere with public life, cultural assets and ongoing rural development programs, the Contractor will: * check on the site the locations of any remaining cultural items, particularly those buried. He shall take all reasonable precautions not to damage or inflict upon cultural heritage and religious infrastructurein the vicinity of work sites. * work in close co-operation with the NGO appointed to execute the RAP, TA, training and motivation programsthrough the IEngineer. * work in close co-operation with private owners or public authorities controlling services which have to be protected, moved or relocated during, before or after the Works. The Contractor shall communicated with those concerned through the Engineer.

The Contractor is responsiblefor the provision of temporary drainage works such as drains, open channels, banks, etc. and providing and operating temporary pumps and such other equipment as may be necessary for adequately protecting, draining and de-watering the work and temporary

74 DHV ConsultantsBV works. This will be in addition to any perrnanentdrainage works specified and installed and in additionto any temporary drainage works specificallypaid for separatelyas in the case of detours.

When any part of the Works or any equipment or material is found, upon examination by the Engineer,not conform to the technical and environmentalrequirements or at any stage before final acceptance, is damaged so that it no longer conform to the requirements of the Contract, the Engineer may order its repair or removal and replacement, at the Contractor's expense. All materials refused or rejected by the Senior Engineer shall immediately be removed from site by the Contractor at his own costs.

EnvironmentalConsiderations Relating to Site Preparation Works

For removal of biological resources (e.g. trees) the Contractor should make any effort to reduce such actionsto the absolute necessaryminimum.

The clearing and grubbing shall consist of clearing the designated areas of all trees, shrubs, brush, other vegetation, rubbish, and all other objectionablematerial. No trees with a diameter of 30 cm girths at breast height or more shall be cut prior to the Engineers approval. The cleaning includes grubbing stumps, roots, and disposing of all spoil material resulting from the clearing and grubbing.

All merchantabletimber within the area to be cleared shall become the property of the Contractor, unless otherwise specified by the Engineer (e.g. to ensure the appropriate utilisation of these resources after their removal by entitled persons). Material from the cleaning and grubbing shall be placed on designated(dry) places and only be burned after the Engineers approval.

The Contractor is responsiblefor the removal, wholly or in part and the satisfactory disposal of all other structures, old pavements, derelict culverts, paved structures (e.g. rice mills) and other obstructionsthat are not designatedor permitted to remain. This work shall include the salvaging of designatedmaterials and backfillingthe resulting trenches, holes, and pits as applicable.

In the stretch between Nalka and Hatikamul,the Contractorshall remove the existing pavement of the road sections and re-use for constructionas far as feasible. All designated salvable material shall be removed, without unnecessary damage, in sections or pieces which may be readily transported,and shall be stored by the Contractorat approlvedplaces on the project or as otherwise approved by the Engineer.

Handlingand Use of HazardousMaterials

The Contractor will ensure that he uses materials that are environmentally benign while establishingpaint for road markings, signboards,traffic signs, and applying adhesives.

When the Contractor encounters during the works materials within the Right of Way which are unsuitable for the works, he shall inform immediately the Engineer who will take the appropriate decisions.

The Contractor will submit a list of materials which will ultimately be dumped, specifying by category and quantity, if applicable, the chemical components, possible toxicity and dilution characteristics.

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Asphalt Mixing Plant

The dryer of the AMP shall be equipped with an approved dust-collector for recycling of the fines. The hourly production rate shall not exceed the manufacturers recommendationsto avoid black smoke. Should the Engineer determine that the equipment furnished does not meet these requirements, the deficiencies shall be corrected by the Contractor before further use of the deficient equipment shall be replaced with satisfactory equipment.

Disposal of Waste Material

Nonperishablematerial may be disposed of outside the limits of view from the project with written permission of the property owner on whose property the material is placed. Copies of all agreementswith propertyowners shall be furnished to the Engineer. Basementsor cavities left by structure removal, not affecting the Works, shall be filled with acceptable material to the level of the surrounding ground and shall be compacted in accordance with the requirements for embankments.

All timber and all brush, stumps, roots, rotten wood, and other refuse from the clearing and grubbing operations shall be disposed off at locations out of sight of the roadway, provided, however, when permitted in writing by the authority havingjurisdiction over the area.

The Contractor is responsible for the disposal of all deleterious material from the cleaning of ditches, culverts and the surface of the road as part of his cleaning and construction activities described in the following Sections.

The Contractor shall notify the Senior Engineer sufficiently in advance of the opening of any borrow pit so that elevations and measurements may be taken of the undisturbedground surface or of the surface of the borrow material after stripping, so that any desired tests may be made of the material.

Overburden and other spoil material shall be disposed of or used for purposes as dlirected.Slopes of borrow pits shall be flattened and rounded or shapecdas required. All sand borrow pits shall be neatly trimmed and shall be landscaped as approved by the Senior Engineer. The costs of this landscaping will be deemed to be covered by the rates tendered and paid for the various items of work included in the Contract

Care shall be taken not to allow material in borrow pits to become excessively wet, to keep all completed layers properly drained, not to cause dumps of material on completed layer work to inhibit surface drainage or to form wet spots under and around dumps, and to protect all parts of the work against erosion by floods and rain. The Contractor shall prevent fill material from escaping beyond the embankment slope stakes by the construction of the ditches or earth, or log barriers at the toes of embankments, or by the other suitable methods satisfactoryto the Engineer.

All stump holes and surface irregularities caused by the Contractor in the area between the slope lines and the outside boundary of clearing and grubbing shall be filled and otherwise corrected by the Contractor.

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When necessary to dispose of surplus material, embankmeritsmay be widened uniformly and/or slopes flattened as directed by the Engineer.

The Contractorwill submit a plan of transport of earth matertialto the Engineer for approval, prior to the start of the earthworks.This schedule will have to show the relation between fill and the borrow pits. The plan of transportof earth materialwill indicate: * all materials (includingtheir quantities)to be ultimately dumped * surplus soils * excavationmaterials to be used in embankmentsand fill on the existing road. * fill material to be extractedfrom borrow pits. * usablevegetable soils.

Measures to Reduce Interferenceswith Public Traffic

The Contractorshall be responsiblefor the safe and easy passage of public traffic past and/or over sections of roads of which he has occupation.The Contractorshall at all times in all his operations and in using his constructionalplant take the necessary care to protect the public and to facilitate the flow of traffic. Need for and details concerning diversions shall be approved by the Engineer before the construction of such diversions commences. He shall also provide and allow free-of- charge access to persons whose properties fall within or adjoin the area over which he is working. Diversions should include the constructionof temporarygates, grid gates, fences, drainage works, and other items consideredby the Engineer to be necessary.

The Contractor, in co-operationwith the Engineer, shall make arrangementsfor all public services such as power lines and telephone lines to be moved where required for the construction of diversions.

Where existing roads are to be used as diversions, the Contractorshall, after consultation with the owner or authority having control of such road, carry out any repairs, alterations or additions to such roads as may be required to bring them in a condition at least equal to prior condition and suitable for traffic. All potholes shall be repaired immediately.Such roads shall be obliterated and their surfaces properly reinstated when no longer required, all at the Contractor's own cost. In all other cases, access roads shall removed and rehabilitated in the terrain's original or to an environmentallyimproved condition as specified by the advisory personnel.

The Contractor will ensure to water the diversions to keep down dust development on temporary access and diversion roads.

Where regulation of the Contractor's traffic does not alleviate the public traffic hazard satisfactorily or the maintenance of the diversions cannot be or is not properly executed, the Contractor shall, where conditions permit, divert his trafftc over construction roads provided and maintained at his own cost, Providing and maintain the necessary traffic-control devices, road signs, channelisation devices, barricades, warning devices and road markings to ensure public traffic safety standards.

Inspecting daily all traffic control devices at least once daily, and report to the Engineer any shortcomings.

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The Contractorshall indemnifythe Engineer against all proceedings,claims, actions, damages and costs which may arise from or be related to the absence or improper functioning or placement of road-traffic signs, barricades, traffic-control devices, channelisationdevices, warning devices and road-trafficmarks.

TransportationFacilities and Safety

The Contractorwill take care for * Verificationthat all vehicles shall be maintained to comply with the Laws of Bangladesh * Employment supervision to ensure that experienced driver are operating at all weather conditions. * Treatmentof access and other roads within the campsite to make them mud and dust free either by crushed stone, bituminoussurfacing being used or other approved means being adopted. * Ensuring that access roads are well-drained and kept trafficable and free from mud at all times. Footpathsshall be similarlytreated to provide convenientaccess to all buildings. * Proper maintenance of all vehicles, including replacement parts, and environmentally safe operation of maintenanceworksholps (e.g. oil and lubricantcollection systems)

Environmental Safety Measures Against Environmental Hazards

The Contractorwill make the following provisions: * In places where dangerousfumes and gases might occur, (bitumen extraction tests) installation of fans of sufficient power in such a way that these fumes cannot spread in the labour camps of nearby settlements. * Employmentof sufficient number of day and night watchmen to guard stackyards and assets in campsites. * Stackyards and storage rooms supplied with cranked top with 3 strands of barbed wire and only one gate. = Installation of good quality locks on all doors and gates to hazardous material storage rooms, power rooms and stackyard.. * Sufficient illumination of the construction sites and stackyardsduring the hours of darkness.

Provision of Safety Items and Safety Supervision

The Contractorwill be responsiblefor * Safe storage and handling of material and equipment, bitumen and asphalt mixing plant, etc. * Control/containspillage of oil, grease, fuel, paints, bitumen may spill out from these stockyards and then may contaminate soil and adjacent water bodies. * Health and work precautionary measures for labourers exposed to hazardous works and materials. * Provision of adequate number of First Aid outfits * Provision of adequate number of fire extinguishers * Telephone extension and telephone * (heating/coolingsystem) * Equipment which enhances/warrant safe working conditions, such as ear-muffs, umbrellas, working boots, rubber boots, walkie talkies * Vehicles shall be insured comprehensivelyto cover any driver and registered.

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Maintaining Health and Sanitation Standards

* Provisionof kitchen waste collection system * Provisionof all safety requirementswhile installing gas (gas cylinders, regulators, tubing, and taps) * Provision of adequate number and safe fitting of fire extinguisher in all premises of campsite and at stackyard. Regularcheck-ups have to be performedas specified by the maker. * Installation of 380 volt 3-phase electric power supply at water-protected heights, i.e. 1,5 m above floor level

Responsibilityfor UtilityServices

* provide a constant supply of clean potable water suitable for human consumption * necessaryelectric power at 220/250volts to the offices and labourcamp housing. * Power source shall be suitablefor domestic, office and machineryuse with an anticipated large variance in load factor. (Three-phase power at a nominal voltage of 400/231 volts and a nominal frequency of 50 Hz. The source of power shall be either from a recognised power- supply authority or by an on-site alternator). - A detailed load estimate shall be submitted to the Senior Engineer for approval prior to any final arrangementsbeing made for a source of power. * In the event of electricity being generated by the Contractor, the motor-alternator shall be suitable to maintainthe voltage accordingto load specifiicationsand requirements. . Provision of safe power distribution and accessory appliances. Placing, sizing of cables, isolation and rating of protective and control devices shall take into account the load and fault currents that can occur on the system. * Provision of fans in labourdormitories * Provision of mosquito net fitted bedroomsfor engineeringpersonnel and labourers * Provisionof basic cookingequipment for labour canteens • Provision of gas for the burners used in the labour dorrnitoriesand canteens. Gas, paraffin and any other items of work must ensure good working order at all times. .Provision of all labour, equipment and material which may be necessary for keeping all the buildings, dormitories, kitchens, washrooms, sanitary installations etc. in tidy and hygienic condition; any repairs shall be made immediately at the request of the Engineer.

Water Supply & Sanitary Installation

* Identify need (approx. I pump well per 20 households) and provide additional water supply along the zone immediatelyoutside the land acquisition zone and install adequate number of these appliances at an early stage of the main constructionactivities. * construction of tube-wells and latrines accordingto health requirementsand standards * Supervision of siting of kutcha latrines near khals, dead rivers, beels, ditches, etc. * Control collection and deposit of night (prevent contact with surface run-off surface waters used by the public) * provide sufficient drinking water for labourers available to their nearby work-sheds, for their bathing, cooking, utensil washing, washing, etc. * Contain and counteract waterloggingin the area of construction * Spraying stagnant pools which may temporarily develop into breeding habitats for disease vectors * Safe deposit and disposalof garbage and solid wastes producedfrom the kitchen and camp

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9.3 Tasks and Responsibilities of the Environmental Management Team

The EnvironmentalManagement Team acts as interface between the Technical Supervision Team and the Resettlement Co-ordinating Team. Its tasks, performed by full-time field officers, short- and long-termconsultant specialistsand affiliatedNGOs, are grouped in two major fields,

(i) to identify ad hoc environmentalissues in context with the ongoing construction work (see above, relating to the Contractor's obligations)

(ii) to oversee and manage the activities associated with the resettlement program, mainly provide and monitor the inputs for the TA and training inputs for the PAP in the field afforestation, fish culture, capture fisheries and applied agriculture/ horticulture

While performing its task the Team will regularly report to the Engineer the observances and environmentalguidance which will be established in the day-to-day liaison with the ongoing field activities. In addition, it will maintain close contacts to the head organisations and affiliated governmental agencies of the NGOs performing the extension training (e.g. Dept. of Fisheries, Dept. of Forestry, Universitiesand ResearchLaboratories).

9.3.1 Supervision and Verificationof the ConstructionActivities with Respect to their EnvironmentalAcceptability

The Environmental Management will assess the environmental changes due to the ongoing constructionactivities and convey, if applicable, its recomrmendationsto the Technical Supervision Team which will then communicate them to the Contractor to avoid conflicts and interferences with the training and extension service working in the Project Area to assist the entitled groups in developing income generating facilities.

The Team will also select local consultantsand NGOs to implementthe different sub-components of the EMAP.

If required, the Team will supervise, verify and monitor all construction related environmental impacts, as well as the adherence of the environrnental guidelines for construction and rehabilitation of structures described in this report. Basically, the Team will assess and monitor all parameters and aspects which are summarisedin the tables presented in Section 4.2 of this Report.

9.3.2 Supervisionand Co-ordinationof Training Schemes for PAPs

The Environmental Management will assess the environmental changes due to the ongoing technical assistance and sociological programmes and convey, if applicable, its recommendations to the Sociological Team.

The major field of co-ordinationwill be the trainingsecto!r in the different income generating options that have been devised for the PAP. The beneficiarygroups should receive training in fisheries(both capture and culture, depending on location and resettlement options), afforestation and agriculture/horticulture.

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The set-up of a demonstrationfarm, established from rehabilitatedborrowpits, is recommended.In this farm, located in the Project Area with relative good access by rural roads, an integrated aquaculture-aquaculturefarm system should be set up to demonstrate to the trainees respective techniquesand operationalaspects.

Organising the Capture Fisheries Action Plan The sand borrowpit rehabilitationconcept foreseesthat water-usergroups will be identified(by the NGOs affiliated with the SociologicalTeam) who will be entitled to the full range of benefits from these artificial lakes. Prevailinguse should be capture fisheries while irrigation purposes should be second.Representatives from each group should form a localcommittee in associationwith the NGO supervisingthe project to establish operating procedures of regulatory structures. The committee wouldprovide the mechanismfor the establishmentof integratedwater managementfor these lakes.

Organising the Culture Fisheries Action Plan The concept for clay borrowpit rehabilitation is that the NGOs performing the PAP census in connectionwith the RAP will identifythe persons who will be entitled to the full range of benefits from the newly establishedfishfarms. The entitled personswill receive proper traininrgin fish culture to ensure an economic viable sustenance.Conceived training topics are fish farm management,co- operative business planning, water quality control, aquaculture techniques, storage, processing, transport, marketing,access and use of credit. If required,courses have to be organisedto train trainers.These trainers will then provide day to day "handson" training for the beneficiarygroups on a regular basis at the local site level. The envisagedtraining programis to be executed by NGOsthat have proven capability and records in aquaculturedevelopment and training projects in the area, such as BAFRU/ODA,IFADEP and JoyshagarFish Farm in Neemgachi.The NGOs will work in co-operationand co-ordinationwith the Thana FisheriesOfficer. Credit lines have to be developedthrough the assisting NGOs to enable the beneficiariesinitial investmentsfor operating the fish fanns (ref. Annex C) and marketing their products.

Organising Extension Services for Horticulture, Agriculture and Planting Techniques

With the predicted local changes of floodwater levels and duration, changes in crop pattern might be unavoidable. In order to adjust to the optimal agriculture practice specific extension will need to be established to assist the PAP in the field of * choice of crop and croppingtechniques according to land type and land capability * irrigation and drainage requirements * horticulture * planting techniques(e.g. for embankmentplanting on pond dikes, or at new homesteads)

Extension officers will have to train PAPs in relationship to actual changes of the environmental setting. Changes in the agriculture practice will depend on the long-term development of the affected area with respect to their flooding characteristics. The mitigation measures may be orientedat the following table:

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Table 9.3.2.1 Land Capability, and Suitable Crops in the Affected Area

Land Type and Water Suitable . Growlng Season FloodDepth (cm) Source Crop J F M A M J J A S O N

Highland(0-30) Rainfed aus t.aman 2j

Wheat Pulsesl Onion S l iilD Potato

MediumHighland Irrigated t.boro HYVV, (30- 90) t.DWaman Jute Potato

Medium Lowland Rainfed t.boro HYV (90 - 180)

Lowland (>180) Rainfed tDWaman

Source.JMBA, 1995

Planting advice for the large-scale embankment forestation program will require supervision of local forestry and planting officers. They will be responsible for proper the advice on maintenance of the newly planted embankments. Besides, they will look after the forestation of rehabilitated borrowpits during the first two years.

The design of this forestry program lays emphasis to use readily available skills and relative simple techniques. Like in ensuring the local communities skill in agriculture and horticulture, the program is likely not to cause major organisational problems or failing to be cost effective. Materials are derived from local resources, while seedlings will be produced in newly established nurseries.

A Horticulture Specialist will be employed to give organisation and technical advice to beneficiary groups while establishing their new homesteads and planting dikes of fishfarms. If applicable, the project will foresee the fielding of an expert for integrated agriculture-aquaculturefarming system, who will work in co-operationwith the fisheries training and extension personnel.

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9.4 Tasks and Responsibilities of the Resettlement Co-Ordinating Team (SociologicalTeam) with Environmental Considerations

The major tasks of the Sociological Team is to make organisationalarrangements for the Non- Governmental Organisationsto conduct the PAP census to identifythe magnitude of persons who will become entitled to participate in the PAP. The response of the PAP, their perception of the project and aspirationsfor newjob and incomeopportunities will be instrumentalin elaboratingthe RAP. Thus the exact description of the single tasks relating to this project component and its personnelis left to a later stage, basedon the results of the census.

Aspectsthat mightbe taken into accountwhile elaboratingand organisingthe RAP, but not limitedto them, are summarisedas below:

Identif7cationof Entitled Persons, Group Formationand Management

Selection and formation of the beneficiary groups should be undertaken by the NGO who are contractedto provide long term support and training.While technical skillscan be learntthrough the Department of Fisheries and affiliated organisations(e.g. BAFRU, IFADEP), the issues of group formation, long terrn security of tenure, availability of credit and access to other development opportunity are to be provided the two main NGOs implementingthe RAP. The group would normally be forned from landless,marginal farmners (less than 0.5 ha), assetless women and those persons affected by land acquisition for the borrowpit. Selection criteria for beneficiary group members shouldalso give priority to those agriculturalworkers who have been impactedby loss of land due to the NHBNRproject. In return for the inputs of group management,training, and the provisionof credit the selectedNGOs can be paid by receiving a proportionof the net profit of the fishpond harvest. Alternativelya lease arrangement of the fishfarm could be made in favour of the NGO who would be contracted to provide a beneficiarygroup. Experienceindicates that long term support from the NGO is required to protect the rights of the beneficiarygroup, as well as supportingthe marketingof produce. At the present time there is no risk of market saturation for the products that will be generated by the envisagedprograms. Both fresh fish and vegetablesare always in high demand. However,marketing advice through the NGOs will be necessary to avoid exploitation of the beneficiary group by middlemen.

Land Ownership and Leasing Arrangementsfor RehabilitatedBorrowpits Beneficiarygroups should be formed from members of the PAP communitywho live (or will live) adjacent to the pit. If the beneficiarygroup is formed prior to rehabilitationof the borrowpit,they can be actively involved in the developmentwork (e.g. shaping the place of their new homestead area adjacent to the ponds, see fig, p.64). In this way they are provided with short term income opportunity while being allowed to develop a sense of group ownership. Aquaculture is quite complex group activity and there is some evidencethat successfulgroups are normally those which have had chance to bond and work together. Thus the sooner groups are identified and formed the greater the chance of success.

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Organisation and Motivation of the PAPs to the New ][ncomeGenerating Programs

Aquacultureproduction requires a higher labourinput than that necessary to achieve rice cultivation on the same land area. It can also be combinedwith other activities such as ducks or livestock rearing and vegetable growing. It can therefore provide more (approximately double) employment opportunitythan was available on the equivalentdisplaced area of rice paddy. A regular revenue for approximately6 beneficiariesper hectare can be provided.In addition improvednutritional inputs for the group are achieved.The level of financial return is dependenton the system of production used and the cash availablefor inputs.

The forestry action plan and revegetation scheme designed with this project offers the PAPs to participate and benefit from a variety of long-term and sustaining income options. The local population needs to be motivated and to be directly engaged in the revegetation scheme. Only by securing their commitment to the goals of the forestry scheme for the protection of the road the plan will have long-term success and the maintenance / replacement costs of the embankment protection can be kept low.

It is therefore necessary to organise an efficient awareness program which will focus, among others, to the benefits the PAPs eventually will gain in co-operatingwith the opportunities offered by the project.

The entire income generating scheme (including the vast number of job opportuinities on the construction sites and possibilities to develop certain skills) should, however, not exclude other local inhabitants as direct participants and beneficiaries in some programs if they prove both willingnessand commitment.

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10. Monitoring of the EMAP

10.1 Elements of Monitoring

Unlike civil engineering works which can readily be monitored for progress and success by physical and financial measurements, environmental performance and associated development, particularlyin the long range, are difficult to monitor. Of prime concern will be the

(i) Areas of interventionand applicationof environmental indicators (as defined by the EnvironmentalTeam) * Elaboratingthe ToR and responsibilitiesfor specific monitoring services Monitoringduring constructionphase * Monitoringduring operationphase

(ii) Assignmentof monitoringtasks e Environmentalhazard monitoring * Environmentalperformance during the two project phases * MSI, performed by localNGO's

(iii) Monitoringthe training and personnel requirement * Scope * ,Location * Performance * Results achieved

(iv) Monitoringof time schedulefor specific interventions

(v) Monitoring of reporting

I.

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10.2 Sectoral Environmental Monitoring Activities

With respect to the different kind of potentially adverse environmental impacts identified under this EIA, the EnvironmentalSupervision Team will execute monitoring activities in the following sectors:

Potential Impact Monitoring ActIvitIes ...... Destructionof habitatsand Analysing,with transectmethods, the occurrenceand abundance removal/disposalof vegetation I of rare/endangeredplants and animalsin the vicinityof ROW, and makecomparative transects in unaffectedareas; * Direct and chain effectson wildlife, particularon endangeredspecies Identifymajor palhwaysof terrestrialwildlife migration,mainly following embanknients; * Effecton the wetland'soverall nutritiveand recruitmentfunction Monitor return of animals (birds, reptiles, mammals) which return to site after completion of sand borrowpitexcavation; * Impairment of migratory pathways ofofImtairmentriofwmigratorterrestrial wildlife pathways Analyse nos of wildlife and waterbird that occupies highlands near ROW durng peak flooding; • ImpairmentoffsmirtnImpairmentoffish migration Monitor fish migration, differentiated in species, season, active/ passive drift, life cycle and changes in populationdynamics. Assess species composition, population changes and nos of roostingcolonies of waterfowl near ROW

...... I...... - ...... * Negativeperception of people .. Assess present valuation and perception of local people with versusthe NHBNR Project respect to landscape aesthetics, and repeat similar assessment . Lossolafter completionol work (e.g. after rehabilitation of borrowpits) *Loss of local landscape aesthetics * Loss of formeriyflooded habitats for Assessment of actual and potentialfish breeding grounds prior to major capturefishery species start of construction; * Disturbanceson catch & culture Assess catch production and catch effort per area on floodplain fisheries areas in ROW used by local fishermen;

...... I...... ' * Increasedsoil contaminationdue to Quantify present local impacts followed by effects on vegetation hazardousmaterial deposit dueto increasedagrochemical pollution and embankmentmisuse; * Solid waste problems Qualify and quantify local water pollution due to project interventionsand not dueto projectinterventions; * Spillageand/or (intendedor accidental) deposit of hazardous Monitorfrequency and nature of uncontrolledwaste disposal, and materials surface water pollution, and relate such incidents to performance standards outlined in the Contractor's Documents. Monitoring * Surface and groundwater includesthe account of local peoples, police reports and reports pollution, siltation, problems from govemment, authorities about environmentally harmful related to disposal of material activities.Monitor handling processeson constructionsites. wastes/dredge spoil Monitoringthe constructionand qualityof latrines * Sanitation problems Regular monitoringsamples of drinking water resources for both PAP and labour;water test by qualified test laboratoryfor standard CPublichealth risks (diseases, hydro.physical, hydro-chemical and pollution/bacteriological faecal pollution, accident rsks) parameters......

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Potential Impact Monitoring ActivitIes ...... * Temporarywaterlogging due to Assessand quantifywaterlogging with respectto area extent, drainageproblems behind new I durationand development of mosquitobreeding; embankment Regularmedical checkups of peoplenear RoW (PAPs as well as * Closure/ blockageOf rivers and *. non-PAPsin the village)with respect to transmittablediseases; khs! ',Record of all diseasesoccurring in labourcamps. Recordof wateruses in PAPvillages and campsites,in * Disruptionof watersupply relationshipto localpopulation increase. Monthlyrecord of aquiferrecharge in the ProjectArea ...... * Noise problems Measurementof dBAat selectedspots, times of the day/night,and relationshipto natureof noisesource and directionof wind ...... I...... * Air pollution Measurementof sourcesof air pollutantsat selectedspots, times of the day/night,and relationshipto natureof pollutionsource and directionof wind * Generalconstruction hazards, Monitoringof Contractor'swork performanceas outlinedin relatedto fill excavation, . Section9.2 constructionof campsites, accessroads, bridges,culverts, borrowpitetc.) ~~~~~~~~~~~~~~~~~~~~~...... ' * Interruption/disturbance of inver Monitoringof Contractor'swork performanceas outlined in navigation Section9.2 . Interruptionof localtransport & communication * Increasedtraffic accident risk *l Disturbancesof villagecommunity Conductvillage meetings and structured interviews to identifyand life quantifyalleged disturbances. * Socio-culturaldisturbances due to Conduct awareness programmes, including environmental campsites,* --.t...... education I...... * Changein croppattem. Monitorrespective changes in relationshipto distanceof RoW, * Lossof pasturegrounds season and compoundedimpacts outside the control of the * Disturbanceson irrigationactivities project * Impacton dryseason agriculture Relatechanges to floodingand drainage pattem, and to man-made * Disturbanceson horticultures interferences(e.g. pokier construction)

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Potential Impact Monitoring Activities * Temporarywaterlogging due to Assessand quantifywaterlogging with respect to area extent, drainageproblems behind new . durationand developmentof mosquitobreeding; embankment Regularmedical clheckups of peoplenear RoW (PAPs as well as non-PAPsin the village)with respectto transmittablediseases; khals ~~~~~~~Recordof all diseases occurring in labourcamps. Recordof wateruses in PAPvillages and campsites, in * Disruptionof water supply relationshipto localpopulation increase.

...... Monthly record of aquiferrecharge ...... in the ProjectArea...... *.Noise problems Measurementof dBAat selectedspots, tmes of the day/night,and relationshipto natureof noisesource and direction of wind * Air pollution Measurementof sourcesof air pollutantsat selectedspots, times of the day/night,and relationshipto natureof pollutionsource and directionof wind ...... l ...... I...... * Generalconstruction hazards, Monitoringof Contractor'swork performanceas outlined in relatedto fill excavation, Section9.2 constructionof campsites, accessroads, bridges,culverts, borrowpitetc.) ...... f ~ ...... _' * Interruptionldisturbance of river Monitoringof Contractor'swork performanceas outlined in navigation Section9.2 . Interruptionof localtransport & communication * .... IncreasedW i ...... traffic accident nsk ...... * Disturbancesof villagecommunity Conductvillage meetings and structuredinterviews to identifyand life quantifyalleged disturbances. * Socio-culturaldisturbances due to Conduct awareness programmes, including environmental campsites education * Changein croppattem Monitorrespective changes in relationshipto distanceof RoW, * Lossof pasturegrounds season and compoundedimpacts outside the control of the * Disturbanceson irrigationactivities I project * Impacton dry seasonagriculture Relatechanges to floodingand drainage pattem, and to man-made * Disturbanceson horticultures interferences(e.g. polder construction)

Ervifonmaual Maugement Plan -88- Novmnber1996 C: \ MMA \ EIA \ EMAP.DOC COLOPHON

Client THE GOVERNMENTOF THE PEOPLE'S REPUBLICOF BANGLADESH ...... I...... Project NALKA -HATIKAMRUL- 13ONPARANEW ROAD File K 4008.01.001 ...... I...... Length of Report 105 pages

Author MichaelMastaller ~~~~~~~~~~...... i ...... I...... Contributions L':L.Wetsteijn, K.H. Nazrul-Islam, Md.Shahidullah, 'S..M.Abdun Noor Mahbub ProjectLeader L.J. Wetsteijn

ProjectManager R.Vaandrager ...... Date 31 October 1996 ...... Approved L.J. Welsteijn |~~ ~ ~~~~~~~~~~~~~~~~~~~I APPENDIX A

LIST OF ENVIRONMENTAL POLICY AND

LEGAL FRAMEWORK I)OCUMENTS

CONSULTED FOR THE E.I.A. OF THE NHBNR PROJECT

[ I I a) Environmental Policy: EnvironmentalProtection Regulations and Policiesby the GoB EnvironmentPolicy 1992and ImplementationPrograam, published by the Ministryof Environmentand Forest,Government of Bangladesh,on 9 May 1992 (in Bangla) The Fourth Five Year Plan, 1990-95;chapter IX on Environment& SustainableDevelopment RHD policiesfor regionalnational highway development referring particularlyto the rationalesand objectivesfor RoadDevelopment in Bangladesh GoB policiesrelated to Jamuna BridgeProject (ref. to var. JMBA Reports) Policiespursued FloodplainAction Plan (var. IFAP-Documents) Wetland area administrationreview by the AsianWetland Bureau

b) Pollution and Water Quality Standards - The Smoke- NuisancesAct, 1905(Bengal Act Ill of 1905) - The EnvironmentPollution Control Ordinance, 1977 (OrdinanceNo.XIII of 1977) - List of adoptedwater qualitystandards in Bangladesh - RHD Standardsof road construction(referring particularly to air, water and soil contamination,as well as noisepollution

c) Water Resources (Use and Protection) The BangladeshWater and PowerDevelopment Boards Order, 1972 (PresidentsOrder No.59 of 1972) The BangladeshIrrigation Water Rate (Amendment)Act. 1990/10

d) Health, Sanitation and Water Supply The East PakistanWater Supplyand SewerageAuthority Ordinance, 1963 (E.P. OrdinanceNo. XIX of 1963)

e) Agriculture - The Agriculturaland SanitaryImprovement Act, 1920(Bengal Act VI of 1920) - The AgriculturalPesticides Ordinance 1971(Ordinance No. 11 of 1971) - The AgriculturalPesticides (Amendment) Act (Act V of 1980) - The Seeds Ordinance,1977 (OrdinanceNo. XXXIIIof 1977) - The PesticideRules, 1985

]) Forestry Protection The ForestAct, 1927 g) Lands and Soils The East BengalBuilding Construction (Amendment) Act. 1952 (E.B.Act 11of 1953) The BuildingConstruction (Amendment) Act. 1990 h) Fisheries Regulations (mostly provided through BAFRU and IFADEP/DoF) - The Tanks ImprovementAct, 1939 - The East BengalProtection and Conservationof Fish Act, 1950 (East BengalAct XVIIIof 1950) - The East BengalProtection and Conservationof Fish (Amendment)Act, 1963 (E.P. Act 11 of 1964) - The Protectionand Conservationof Fish Rules, 1985 - The Protectionand Conservationof Fish(Arnendment) Ordinance, 1982 - The East PakistanFisheries Development Corporation Ordinance, 1964 (E.P. OrdinanceNo.IV of 1964) - List of Carp Catch ClosedSeason - List of Sale of Fish of CertainSpecies and Size ProhibitedDuring Specified Periods i) Wildlife Protection and Game Hunting BangladeshWild Life(Preservation). (Amendment) Act, 1974 (President'sorder No.23of 1973) - List of Wildlifethat may be huntedon an ordinarygame huntingpennit - List of Wild Life for the Huntingof Which a SpecialPermit is Required - Wild Animals,Trophies or Meat for Whicha Certificateof LawfulPossession is Required - ProtectedAnimals in Bangladesh

j) Local Government Ordinances - The Local GovernmentOrdinance, 1976 (OrdinanceNo. XL of 1976) - The PaurashavaOrdinance, 1977 (Ordinance No.XXVI of 1977)79 - The Local Government(Upazila Parishad and UpazilaAdministration Reorganization) - Ordinance,1982 (Ordinance No. LIX of 1982)

k) Tenancy and Land Administration (with particular reference to RAP) - The East BengalNon-Agricultural Tenancy Act, 1949 (E.B.Act XXII of 1949) - The East BengalAcquisition of Waste LandAct, 195074 - State Acquisitionand TenancyAct, 1950(E,ast Bengal Act XXVIIIof 1951) - Land AdministrationManual, 1982 - The Land ReformsOrdinance, 1984 (OrdinanceNo.X of 1984) - The Laws of Inheritance

1) Population, SocialBetterment and Involvement of ,GO's - The VoluntarySocial Welfare Agencies (Registration & Control)Ord., 1961 (OrdinanceNo. XLVIof 1961)

m) Cultural and National Heritage - AntiquitiesAct, 1968 - List of ArchaeologicalResources in the ProjectRegion

n) Navigation and Water Transportation - The CanalsAct 1864 (BengalAct V of 1964) - The East Pakistan InlandWater Transport Authority Ordinance, 1958 (E.P.Ordinance No. LXXVof 1958)

r ANNEX B

Detailed Inventory of Trees

which need to be removed due to NHBNR construction I I Detailed inventoryof trees which need to be removeddue to NHBR construction

From to chainage no. off no. of no. of no. coff no. of no. of no. of no. of mangoj coconut datepalm palni betelnut bamboo banana other 0-500. 1. 0 ~~ ~~0 ~~ ~~~0. ~~0 ~~~~~~~~02

100 - 1500 3I0 0 I0 0 0 20 2,000. 2500... 0 0 000 0 0 2

4000-4500 4 5 0 0 ~ ~~0 ~~0 ~~0 ~~~~~~~~~~~~~~~~~~3

5,500- 6,0000 0 0 0 ~~ ~~0 ~~0 ~~~~~~~~~~~~~~~~~~~00. 6,500 2 ,000 0 0I0 03100

7,5008000 - 0 ~~ ~~0 ~~0 ~~0) ~0 ~ ~0 ~~0 0 8,000 - 8500: 1 124 203

9,5000 - 35000 022 0 00 9,50010000 - 0 0 ~ ~~0 ~~ ~0 ~ ~0 ~ ~~~0 0 10,000 - 10500 0 078 000

114,000 10 I 2 0 0 0) 0 0 0 5.3 11,50012000- 0 0 ~~ ~~0 ~~ ~~0 ~~0 ~~~~~~~~~00. 12,000 12500 0 0 0I0 03

12,500 - 1000 0 0 0 0D 0 0 0 0

15,000...... 15500.. 0 0 00D 0 0 0 0.

16,500- 17~~~~6,000 4 1 0 03

17,500 18000.00.0.0.06 .. 0...... 0

19,000- 19500 0 ~ ~~0 ~~0 ~0 ~ ~ 0 ~ ~0 .00

2050- 21000 0 0 0 0 0D 0 0 0

21,000- 21500 0 ~ ~~ ~~I ~0 ~ ~~~0 00 0

21,500 - 2000 0 0 0 0 0 0 0 0 22,500-23000 0~~~ 0 ~~0 ~0 ~~ 0 ~~ 0 0 0 23,000 - 23500 0 0 000000

24,500 - 25,000 0D 0 0 0D 0 0 0 0

2,0- 26,500 0 0 0 0 0 0 0 26,500 ....i'",627000 .. 0 0 0 0 0 00 27,00027500 - 0 0 0 0 ~ ~~0 ~~002 ~~ ~~~~~~~~~~~~~~~ ...... UB...... OTAL... 32..... 12. 3...... 618 .... 11*11 28.0.314 1 1 -...... Tree Inventory of NHBNR - cont.-

From to chainage no. of no. of no. of no. of no. off no. of no. of no. of jmangojcoconut datepaim palmJ betelnutbamboo banana other 27,500 - 28,000 0 0 ~ 0 0 0 0 .0 0 28,000- ~~~~~28,5000 0 0 0 000 0 28.500- ~~~~~29,0000 0 0 0) 0 0 0 0 29,000- ~~~~~29,5000 0 I 0 0 0 00 29,500- 30,000 0 I 1 0 ~ 2 2 ~ 1 0,0- 30,500 0 2 0 2 001O 30,500 - 31,000 2 2 1 0 0 ~ 1 0 ~ 5

31,0006...... 3'1-,500 0 . 0 0 0 0 0 0 7

- 31,500- ~~~~~~ ~~7 ~~7 ~~2 ~0) ~ ~1 ~~32,0009 2 2 32,000 ...... 32500...... 0...... 0...... 0...... 0...... 0...... 0...... 0 ...... 0.. 32,50- 3000 0 0 0 0 0 0 0 0

~~~~~~~~~33,000- 350 0 0 0 00

3400- 345000 0 0 0 0 0 0 1

3450 - 300i'6 0 06 0 0 06 0 3 35,000- 35.500: ~~~ ~~0 ~~~~~0:0 0: 0: 0 0 30

36,500- 37000' ~~ ~~0 ~~0 ~1 ~ ~0 ~~0 9 01

38,500 - 39,000 0 0 0 0 0 0 0 0

39,500- 40000 0 ~ ~ ~~0 ~0 ~ ~0 ~~0 000 40,000- 40~~~~36500 0 0 00000 0

41,000- ...... 41500"O 0 0 0 0 0 0 0 0

4200- 42,500. 0 0 0 0 0 10 0 0

43,000- 43500 0 ~ ~~0 ~~0 ~0 ~ ~0 ~ ~0 ~ 0 437,500 - 44,000 0I 000

45,000 - 45,500 0 0 0 0) 0 0 00 4550 - 46,000 3 0 2 0 0 0 0

47,000- ~~~~~4750001 0 1 1 0 0 0 0 47,500...... 48000.7.2 0 2...... 0...... I..2...... 0...... 3...... 48,000 - 48,500 2 0 0 0 0 4 0 48,500 - 49,000 2 0 0 0 0 0 0 0 49,0006.-...... 49,500 0 0 0 0 0 000

5.000 ...... 50500"---42 0 0 0 0 0 0 0 0

51.500- 52000 ~~ ~~0 ~~0 ~0 ~ ~0 ~~0 0 0 0 52,000- 5~~~~2,500 6 30 00

53,500- 54000 0~~~ 5 ~~3 ~0 ~~ 0 ~~ 0 ~~ 0 544,000 40 2 4 0 54,50055000 - 5 4 2 1 ~ ~~0 ~~0 ~~06 ~~~~~~~~~~~~~~~~~~ 4 . ... O.... 92 6 7 3 18 12 481 APPENDIX C

Fishpond Management

for

Rehabilitated Clay Borrowpits Ia Principlesfor Fishpond Manageimentfor RehabilitatedClay Borrowpits

Pond Preparation

Basically, the borrowpits which represent the structural basis of this aquaculture program will be modified by the Contractor according to the specificationprovided in the Contract Documents*).As such, all design features referring to pond bottom levelling, dikes, outlet and drainage structures will be at the discretion of the Contractor's duties while completing the rehabilitation works. Thus, the following is conceived on the assumption that the user group (fishfarmers being recruited from the PAPs of this project) will receive a ready-made fish farm which can start immediateoperation. Among the pond preparatorysteps, the new fish farmers will be required to * wateringand tendering the newly planted vegetationon dikes. Additionalturfing may be necessary to give sufficientslope protection. * remove all predatory and other wild fish before stocking, otherwise mortality rates in fry or fingerling may become unacceptablyhigh. e take care not to overstock the ponds. If fish are stocked at nnorethan 60/decimal then expensive supplementaryfeeds will be required neededto give satisfactorygrowth rates.

Water Supply

Better fish production can be achievedif a water supply indepenidentof rain and flooding is available. For perennial ponds maintenanceof the correct water level is necessary for good fish productionwhile for seasonal ponds the growing season may be considerablyextended. The depth of water in the pit dependson the followingfactors: Physicaldepth of pond, Depth of the water tabte, Maximumdepth of water at the end of the rainy season. Evaporationloss (varies accordingto season/climate), Seepageloss (varies accordingto soil quality), Use of water for irrigation.

) Standarddesign features of borrowpitrehabilitated fishfarms: Lengthof pit 100to 200 m Widthof pit : max50 m (tofacilitate harvesting) Dimensionof rearingponds max50 x 25 m (to facilitateharvesting) Dimensionof nurseryponds : 10x 15m Depthof rearing ponds : max2.5 m (dependingon elevation) Depthof nursery ponds max 1.5m (depending on elevation) Pondbottom coveredwith clay to preventlosses due to seepage levelled,with 5% sloping to outlet Dikeslope : Sand 1:3 Clay 1:1M SandySilt 1:2 exposedto wind/wave 1:5 (plusprotection) For drainable ponds : installationof drainagepipe, & harvest box Slope preparation : Adding topsoil, clay & embankimentplantation, using mix of useful plants, turfing and newly planted grasses(see Chapter 8) Water provision : if applicable,a tube-wellwill be sited close by; minimum discharge 25 m3/hr to cope with evaporation losses.

ANNEX-C, page I The seepage ioss of the pit or pond will reduce each successive year as a result of the accumulation of organic wastes on the bottom, if semi-intensive fish culture practised. Seepage can be further reduced by providing a layer of highly cohesive clay/organic soil on the bottom and submerged slopes of the pit. The thickness of this layer must be at least 15 cm.

Planting high density Doncha on the bottom of a dried pit at the end of the dry season may also reduce seepage by it's decomposition while over flooded. Doncha may also be mixed into the bottom soil by ploughing.

A tube-well sited close to the pit is therefore highly desirable. Excess water from the tube-well can be sold /used to support irrigation of the surrounding area. The minimum water discharge capacity should be 25 cubic metres per hour, as in the month of April the evaporation loss can be as.high as 100 m3 /ha/day.

Maintenance and Control of Water Quality

Part of the training and extension program which will be provided for the user group will be devoted to regular water quality monitoring. The required water quality parameters for standard fishpond (carp polyculture) operations are as follows:

Table C-1: Required water quality for cultured fresh water fishes

Temperature : (75 - 85m F) 24 'C -29.5 °C Transparency : 25 - 30 cm [secchi disc] Oxygen : 4.8 - 7.5 mgA Alkalinity : 40 - 200 mgACa Co 3 Hardness : 100 - 250 mgACaCo 3 pH : 7.5 - 8.5 Carbon dioxideCO 2 : 4 - 5 mgA Ammonia NH3 1 - 2 mgA (pH 8.5 - 7.5 respectively) Hydrogen sulphide H2S : 0 Iron : Max. 2 ppm (tubie-wellwater for hatchery use) Methane CH4 : 0 Ca : 75 mgA CaCO3 Potassium (K) : 1 mgAi Phosphorus as P2 05 : 0.1 - 0.5 mgA Nitrogen (N), total : 4 mgA Salinitytolerance Catla slightlybrackish water Rui slightlybrackish water Grass Carp 12.0 ppt Silver Carp 8.0 ppt Red Tilapia 18.9 ppt 0. niloticus : 24.0 ppt T. mosambica 30.0 ppt Common Carp : 9.0 ppt Puntiusgonionotus : 7.0 ppt

(Source: ShahadatA, & KabirA.: Fresh water fish culturein Bangladeshin 1995)

ANNEX C, page 2 Ferdlisation and Pond Treatmnentbefore Stocking

Only the use of appropriate fertilises such as cow dung, urea and T.S.P. is recommended.Application should be at weekly doses for each pond. The colourof pond water should be as green as the colour of grass. If it is less green add a little extra fertiliser next week. If it is more green then do not add any fertiliser next week.

Generally, pond preparationshould include the followingapplications a) Rotenone 50 g/decimalfor each foot of water depth b) Lime I kg/decimal c) Urea 200 g/decimal d) T.S.P. 100 g/decimal or e) Cow dung 8 -10 kg/decimalfor seasonal ponds 22 - 25 kg/decimal for nursery ponds f) Compost 15 - 20 kg/decimal g) Sumithion 8 ml/decimal for each m of water depth

For later weekly routine operation the following fertilising scheme proved to yield good results (BAFRU,Northwest Fisheries Extension ProjectNFEP, 1995): i) Cow dung 8 -10 kg/dec/week ii) Urea 75 g/dec/week iii) T.S.P 50 g/dec\week iv) If cow dung is not available, a further adding of 50 g of urea with 25 g T.S.P. per decimal per week is recommended.

Choice of Species and Mode of Operation

Depending on the pond setting (seasonal or perennial culture piossibility)the choice might be either polyculture (rearing) of fry or fingerlings to market-sized fish within one season, or to have a combinationof nursery and rearing ponds. In the second case, design provisions have to be made by using the technical assistance of fisheries extensionservices to set up mini hatcheries for the nursery purposes.

The choice of species depends on the availabilityof fry and fingerling, the expected growth rate and the physiologicalproperties of the species. In the NW Region, good results have been obtained with polyculture of Major Indian and Chinese carps (BAFRU and Joyshagar Fish Farm experts, personal communication). Carp polyculture, using several species each of which occupy a different environmentalniche in the pond, is recommendedfor both seasonal and perennial fresh water ponds. Carp polyculture integrated with duck is another profitable approach because a high level of natural foodstuffsof carp is providedby the duck droppings.

*) Note: Rotenoneis availablefor pond preparationfrom the NFEP.However some farmers prefer to use phostoxintablets. In this eventfarners mustbe warnedthat phostoxinis poisonous to humansand livestock.Phostoxin must be usedvery carefully and mustnot be storedin the house.If used, I -2 tabletsare requiredfor eachfoot of waterdepth.

ANNEXC, page 3 For the recommendedaquaculture program, a combinationof six species fulfils the criteria mentioned above:

Catla: Fast growing carp, abundant, river breeder, can reach 1.2 kg in one year; surface water filter feeder (zooplankton),readily takes prepared feed.

Mrigal: Slow growing Indian Carp, attains 500 g in first year. Bottom feeder, omnivore (worms, decayingplant material, insects, zooplankton.Takes prepared feed and is easy to spawn.

Rui: Popular fish in NW Region; not so fast growing, attains 500 g after one year under natural riverine conditions. Omnivore, feeds on a variety of plants and insects, but also prepared feed. Reachesmatarity at 2 kg after 2 years.

Silver Carp: Adapted to a riverine life, introduced into Bangladeshin the 1970's. Successful spawning of these species has been possible since the early 80's. Column phytoplanktonfilter feeder; reaches a size of I - 2 kg in a year under good conditions.The fish will not generally take pelleted foods but will take fine feeds such as rice or wheat bran.

Grass Carp: Stocked in ponds primarily for the control of aquatic weeds; feeding on soft submergedor floating aquatic vegetation; capable to will take cut grasses due to well-developedpharyngeal teeth. Requires atbout40 - 60 kg of aquatic weeds to reach 1 kg of weight, and can attain 2 - 3 kg in one year. If vegetation is not availableit will also feed on insects, worms and prepared feeds.

Common Carp: Introducedto Bangladeshin the 1960's. Orimivorebottom feeder on worms and insects; can attain 1 - 1.5 kg in one year. Increases stirring up of surface bottom layers and thereby enhancesnutrient development and fish production. The fish is easy to breed and unlike the Indian Major Carps or Chinese Carps will breed naturallywithout application of hormones.

For further development of the aquaculture program, two more species might be considered which have successfullybeen introducedfor culture purpose in Bangladeshsince more than 2 decades:

Tilapia: Three types are common in Bangladesh(Mozambique Tilapia, Nile Tilapia and Red Tilapia); Feed on a wide variety of plant and animal material including phytoplankton(trapping in mucus produced on their gill rakers and then swallow both mucus and plankton); able to cope with high stocking densities while maintaining standard growth rates; capable to endure poor environmental conditions such as high itemperaturesand low oxygen. Breeds naturally and proliferousin ponds.

7hai Shorputi: Fast growing, will reach market size in 4-6 mronths;Herbivorous, good growth on duckweed diet; accepts supplementaryfood (rice bran). Best yields are obtained when raised in monoculture.

ANNEXC, page 4 Stocking Rates

The rate of stocking dependson the type of pond operation(nursery / rearing), the fertility of the pond and the measures adopted to increase the bioproductivity in the pond by manuring, fertilising and supplemental feeding. Negative effects might be resulting from excessive stocking densities. For rearing purposes, hood results are obtained with average stocking rates for carps of 5.000 - 6.000.fry or fingerling per ha. Practical recommended (indicative) stocking rates for different types of culture ponds are: For NurserX Ponds for Seasonal Rearing Ponds a) Carp species 20 g/decimal a) Indian Major Carp 50 g/decimal or b) Thai shorputi 10 g/decimal b) Chinese Carp lOg/decimal

Sourceof Fry and Fingerlings

As with most river breedersthe carps specified for pond culture will not readily breed in ponds. Eggs and milt are formed by the fish but they will spawn.The fish must Ibeinduced to release eggs and milt by hormone injections.However, hatcheries have now been established all over Bangladesh,which will supply fish to local pond owners. In the ProjectArea, viable fry supply can be obtained from hatcheries in Neemgachi(Joyshagar Fish Farm) and Ullapara.

Developmentof CarpMini-Hatcheries

In addition to aquaculture development through the envisaLgedaquaculture program may be opportunitiesfor the productionof Carp and Tilapia fry and fingerlings.This would apply for most of the newly established fishfarms as no other similar hatchery is within a range of 20 kilometres. The additional costs of building a hatchery on a reshapedborrowpit are relativelysmall (Rajts, pers. comm.) since a tube-well and fingerling / brood stock ponds will already available. Such hatcheries can contribute substantiallyto the income of the user group, particularly in post-floodingconditions by quickly producing fry and fingerlingsto restock regionalponds. The work in this sector can also be undertakenby women.

The basic criteriato develop a carp mini-hatcheryare as follows: * The beneficiarygroup must be speciallytrained and routinely producingfish fry and fingerlings. * A tube-well is requiredproducing at least 50 m3/hr (0.5 cusec)of fresh water. * A 2 bigha pond is requiredfor the carp mini Ihatchery.These should be sited insidethe fishfarm. * The constructioncost for the carp mini hatchery is approximately100.000 BDT excludingtube-well and ponds.The constructioncost for the prawn hatchery is 200.000 BDT excludingtube-welll and ponds. For the first 3 years hatcheries require that an experiencedfish culturist be engaged.A target group memberwith low level of educationcan only * successfullyoperate a hatchery after approximatelythree years experience.

The output of a standard type carp mini-hatchery is 50,000,000 hatchlings per year from which approximately600 tonnes of table fish can be produced in 300 ha of localponds.

ANNEXC, page 5 Supplementary Feed

Different feeding schemes are applicable in nursery and rearing ponds. The scheme depends on the physiological requirement of the cultured organisms, adapted to their actual life stage.

Natural feed items collected from the vicinity (or planted dikes) are optimal to feed fish once or twice per day. Thai Shorputi and Common Carp grow well on rice bran, duck weed and chopped green leafy vegetables and banana leaves.

An exemplary feeding schedule in a nursery pond after sitocking is illustrated as below (Source: BAFRU Northwest Fisheries Extension Project, 1995/96):

Day 1 No feed.

Days2 - 3 2 egg yolks + flour, at twicethe weightof spawnor hatchlings stocked.Divide the foodinto 2 halvesand feed halfearly in the

...... moring_...... andhalf late in the afternoon...... Days4 -7 Fine rice bran + mustardoil cake (in equal amounts)at five timesthe weightof spawnor hatchlingsstocked. Divide the food into 2 halvesand feed halfearly in the morningand half late in - . the. afternoon...... Week2 Finerice bran etc. at 10times the weightof spawnor hatchlings stocked.Divide the food into2 halvesand feed halfearly in the

...... morningand ...... half late ...... in the aftemoon...... Week3 Finerice bran etc. at 15times the weightof spawnor hatchlings stocked.Divide the food into2 halvesand feed halfearly in the momingand halflate in the afternoon. Week4 Finerice bran etc. at 20times the weightof spawnor hatchlings stocked.Divide the food into2 halvesand feed halfearly in the morningand halflate in the afternoon. Week5+ Fine rice branetc. at 3 - 7% of body weightof fish stocked- Dividethe food into2 halvesand feed half earlyin the morning and halflate in the aftemoon.

For a seasonal rearing pond, an exemplary feeding schedule after stocking would be like (NWFP):

1st month Rice Bran, 209 g decI day

...... 2nd month ...... Rice Bran, 25 g / dec/ day

...... 3rd month ...... Rice Bran, 30 g / decI daya

...... -4th month Rice ...... Bran !40 ...... g / dec / day......

...... 5th month *Rice...... Bran, 50 g / dec/ day ...... 6th month ...... Rice Bran 609 ...... / dec / day7...... regularly Duckweed 1 dalli / 15dec / day ...... regularly Choppedbanana leaves with rnistycumra, sak leaves greenvegetables 1 dalli /15decI day

ANNEX C, page 6 Thinning and Harvesting

All netting is executed by cast or seine net. The thinning and harvest scheme should be 20% of the stocked fish in November, while selecting out the biggest fish and this will allow the smaller fish to grow more quickly. Reducing the-number of fish in the pond will also help prevent the occurrence and spread of disease. Generally, a mortality rate of more than 60% (at a culture period of 4-6 months)is desirable standard to be achieved in the envisaged aquiacultureprogram.

A typical thinning scheme in seasonal ponds, as propagated by the NFEP would be every 15 days, stocked at 450 - 600/dec (15,000 - 20,000/bigha) into another pond.

In a season with early rains and no flooding,a pond can be used for two or crops.

Production Targets

The production target with carp polyculturein seasonal ponds should be, for the first year in the range 7-9.0 kg./dec, with possible increase in the subsequent years. I)etails on potential production rates, includinga breakdown of costs and benefitsfor 6 different types of fish culture are given in Annex D.

FloodingRisks

The Project Area is prone to intensiveflooding. Therefore, one total loss of input and harvest should be assumed when estimating return on investment for each 15 year period of operation due to extraordinaryflood events (e.g. the scenario followinga break of the BRE). The quantity of actual fish stock lost by migration will depend on the height and duration of the flood but under most circumstancessome residual stock would remain. At the same time the flood would allow an inward migrationof predatory fish into the fishfarm which cause further damage to stocks. In addition to loss due to migration and the introductionof predators, some species are better able to adapt to sudden environmentalchange than others. In this regard Tilapia are more resilientthan the other species.

Disease

Good water quality managementwill normally prevent the outbreakof fish disease in ponds. To avoid the introduction of infectious fish diseases and fish parasites to the pond, the source of fry or fingerlingsshould be carefullychecked. Under no circumstancesshould fry or fingerlings from natural sources be used. Care should also be taken to prevent entry of water from adjacent lands since the water may contain undesirablepredators, competitivewild fishes, as well as infectiousdiseases.

Preventionof Theft

Theft of cultured fish stock is a major problem in Bangladesh.While physicalmeasures are sometimes used such as the use of twigs and branches to prevent netting, these frequently promote the reproduction of parasites and are not recommended. It is advisablethat provision is made for some members of the target group to guard the pond on a 24 hour basis. Theft can reduced, however, when beneficiariesare housed next to the fishfarm,as foreseen in the rehabilitationdesign of the borrowpits.

ANNEX C, page 7 Alternative Culture Techniques

The selectionof fish species for culture is also dependenton the availabilityof fish seed, the demand in the local market and the skills of the beneficiarygroup. Hence, culture of other and additionalspecies (e.g. Tilapia, Macrobrachium)and integrated agriculture/aquacultureschemes may remain for further considerationwhen the aquacultureprogram has settled.

Other possibilitiesinclude Tilapiafish seed production which is relatively easy to be achieved without buildinga hatchery since this species breeds naturallyin pondlsand borrowpits throughout the year. A pond situated inside the fishfarm would give annual production of 5 to 8 tonnes per hectare (Rajts, pers. comm.). This represents from 500,000 to 800,000 fingerlingswhich is enough to stock 25 to 40 ha of ponds. These figures assume75 % will be fry / fingerlingsand the remainder table fish. The pond shouldbe netted every two weeks to remove part of the Tilapia stock. Fingerlingsof different sizes can be selectedby using differentmesh sizes, and the larger ones over 50 gm would be sold as table fish or breeders while those less than 10 gm would be sold to restock ponds.

ANNEXC, page 8 APPENDIX D

Cost Estimate Tables

for

EMAP Elements

7 I

I Table D-1. COST OF EMBANKMENT PLANTATION PER KM. (referenceto PlantingScheme, see Fig. 8.2.1/ p.69)

Assumptions: Distance between the rows 1.5 m = 667 rows/mn. Seedling per rows (7): 667 x 7= 4669+ 10% damage = 467 Total No. of seedling for I km of road, one side, (4669 + 467 = 5136) _ 5200

No. of Unit Price Cost Total Cost Item Seedings BDT BDT BDT

. Cost of Seedlings 5200 30 156000 156,000

2. Cost of materials

* Bamboo 5200 25 130000

' Chemical Fertilizer 1040 10 10400 [200g/seeding] * Organic Manure 5200 5 26000 (1 kg/seeding] Ropes (Sutli) 2000

Sub Total = 168,000 168,000

3. Cost of Labour PersonvLabour BDT

* Survey 6 80 480 ' Digging of holes 210 60 12600 (1.5x 1.5x 1.5' 25holes/Labour] * Planting of seedlings 130 60 7800 [40seedingsnlabour] Fixing of bamboo poles 130 60 7800

Sub Tctal = 28,680 28,680

4. MaintenanceCost

1st year 1 Watchman+ 2 5000 60,000 1 Mali [@ BDT.2500/month BDT.5000 for two persons] 2nd year Watchman 1 2500 30,000 @ BDT. 2500/month 3rd yearWatchman 1 2500 30,000 @ BDT. 2500/month

Sub Total = 120,000 120,000

Grand Total for I km, oneside 472,680

Estimated total cost for NHBR, assuming that 90% of total embankment (49 km) will be planted, will amnountto BDT 45.860.000 Table D--2

Model Calcualtion for I ha Seasonal Pond

Carp Polyculture (Period 6 Months)

Unit Unit Price Year-I Year-2 Year-3 Tk. Tk. Tk. Tk. Income (2 tons at year 3) Kg. 40.00 64,000.00 72,000.00 80,000.00 ,...... ,...... 1--- -......

OperationOeraio--...... -...... Cost --- ...... I...... --.-- ...... T i,e~ 6~ ...... 5...... ,...... Lime 200 kg. Kg. 5.00 1,000.00 1,000.00 1,000.00 ...... Manure5 tons Kg. 0.50 2,500.00 2,500.00 2,500.00 Urea 350 kg...... - ...... Kg...... 7.00 ...... 2,450.00 ...... 2,450.00...... 2,450.00 ...... TSP 200 kg Kg. 10.00 2,000.00 2,000.00 2,000.00 Fing,erlings7 50 p P...... 1.0.oo 7;5000 7,500.00 7,500.00 ...... I...... Rice bran 3000 Kg. 5.00 1,500.00 1,500.00 1,500.00 MustardOil Cake Kg. 7.00 2,100.00 2,100.00 2,100.00 F ishmeai(2nd grade) ...... Manpower,netting 500.00 500.00 500.00 ...... *...... I...... Miscellaneous,Transport 3,200.00 3,200.00 3,200.00 Maintenance/Equipment 5,000.00 5,000.00 5,000.00 ...... I...... Sub total Operation Cost 27,750.00 27,750.00 27,750.00 Risk (Total loss every 15th year) 1,850.00 1,850.00 1,850.00 Net income 34,400.00 42,400.00 50,400.00 20% of income net 6,800.00 8,480.00 10,080.00 NGO fees 15%of net income 5,160.00 6,360.00 7,560,00 ...... Sub Total fees 12,040.00 14,840.00 17,640.00 etic ...e...... 2 -,36O ....0- ...... 27---...6--.....-. ....3 --,-7---6..0--.1------.--- Net income...... for ...... ben. group(6) ...... 22,360.00 ...... 27,560.00 ...... 32,760.00 ...... Net come/fisherman/year(6 months) 3,726.00 4,593.00 5,460.00 ...... *...... *...... *...... Net income/fisherman/month 621.00 765.00 910.00 ...... I......

Source: Rajts/ IFADEP.pers. communication

ANNEX D page 2 Table D-3

Model Calculation for 1 ha Perennial Pond

Carp Polyculture

Unit Unit Price Year-I Year-2 Year-3 Tk. Tk. tk. Tk. Income (5.5 Tons at year-3) Kg. 40.00 176,000.00 198,000.00 220,000.00 ......

Operation Cost Line 200 Kg. 5.00 1,000.00 1,000.00 1,000.00 Manure 10 Tons Kg. 0.50 5,000.00 5,000.00 5,000.00 Urea 750 Kg. 7.00 5,250.00 5,250.00 5,250.00 .i F 6...... I...... TSP| 400 ...... Kg. 10.00 4,000.00 4,000.00 4,000.00 Fingerlings5000 Pc. 1.00 5,000.00 5,000.00 5,000.00 Rice Bran.7000 Kg. 5.00 :35,000.00 35,000.00 35,000.00 MustardOil Cake 6500 Kg. 7.00 45,500.00 45,500.00 45,500.00 FishMa(iind grade) I]~ ...... I...... Manpower, Netting 1,000.00 1,000.00 1,000.00 ...... - Miscellaneous,Transport 6,500.00 6,500.00 6,500.00 ...... 111--1...... Maintenance/Equipment 10,000.00 10,000.00 10,000.00 Sub total Operation Cost 118,250.00 118,250.00 118,250.00 Risk (Totai loss every 5th year) 7,880.00 7,880.00 7,880.00 Net income(Pond) .49,870.00 71,870.00 93,870.00 .T ...... Interest 20% of operating cost 9,374.00 14,374.00 18,774.00 NGO fees 15% of net income 7,480.00 10,780.00 14,080.00 Sub Total fees 17,454.00 25,154.00 32,854.00 I...... I...... I...... I...... Net income for ben. group(6) 32,416.00 46,715.00 61,015.00 ...... 1-1,...... ,"- "--,11,'I...... * ...... I...... Net income/Fisherman/Year(6 months) ...... 5,402.00 7,786.00 10,169.00 ...... ,...... "I',"-"...... Net income/Fisherman/month - 450.00 649.00 847.00 ......

Source:Rajts / IFADEP. pers.communication

ANNEX D page 3 TableD-4

Calculationfor 1 ha Seasonal Pond

FingerlingProduction - Carp Polyculture

ProductionPeriod: 6 Months

Unit Unit Price Year-] Year-2 Year-3 Tk. Tk. Tk. Tk. Income 3 Tons Kg. 50.00 120,000.00 135,000.00 150,000.00 ......

...... 1-...... Operation Cost Lime 200 Kg. 5.00 1,000.00 1,000.00 1,000.00 ...... I...... Manure 6 Tons Kg. 0.50 3,000.00 3,000.00 3,000.00 ...... I...... o...... Urea 400 Kg. 7.00 2,800.00 2,800.00 2,800.00 TSP 300 Kg. 10.00 3,000.00 3,000.00 3,000.00 T ,...... Fryl 120000 Pcs. 0.10 12,000.00 12,000.00 12,000.00 I .. ~~~~~~~...... a...... Rice Bran 3.5 Ton Kg. 5.00 17,500.00 17,500.00 17,500.00 l Mustard oil Cake 3.5 Ton Kg. 7.00 24,500.00 24,500.00 24,500.00 Fishmeal...... idg...... (iind e grade) ...... *...... Manpower,Netting 1,000.00 1,000.00 1,000.00 Miscellaneous,Transport 3,000.00 3,000.00 3,000.00 I...... I...... -...... Maintenance/Equipment 5,000.00 5,000.00 5,000.00 Sub total Operation Cost 72,800.00 72,800.00 72,800.00 I~~~~~~~...... Riskl (Total loss every 15th year) 4,850.00 4,850.00 4,850.00 lNetW J incomeI'nc~ 6 (pond) ...nd)...... 42,350.004...2"''... 0.... 0 ...... 57,350.005...7,3...5... 0.'" ...... 72,350.0072." ...5.... 00.... I~~ ~ ~ ~ ~ ~~~~...._ ...... 14'''...7 -.. Rentl of Pond 20% of incomenet 8,470.00 11,470.00 14,470.00 lNGO fees 15% of net income 6,350.00 8,600.00 10,850.00 l ...... I...... Sub Total fees 14,820.00 20,070.00 25,320.00

I ~~~~~~~~~~~~~~~~~...... Net income for ben. group(6) 27,530.00 37,280.00 47,030.00 Net income/Fisherman/Year(6 months) 4,588.00 6,213.00 7,838.00 ...... Net income/Fisherman/month 768.00 1,035.00 1,306.00

Source: RajtsI IFADEP. pers.communication

ANNEX D page 4 Table D-5

Model Calculation for 1 ha Seasonal Pond

Tilapia Culture

Production Period :6 months

Unit Unit Price Year- I Year-2 Year-3 Tk. Tk. tk. - Tk. Income total 40000 nos = 4 Tons Kg. 40.00 128,000.00 144,000.00 160,000.00 ...... I...... Magur 500 no, 100 kg Kg. 60.00 6,000.00 6,000.00 6,000.00 ...... I...... OperationCost Lime 300 Kg. 5.00 1,500.00 1,500.00 1,500.00 ...... Manure 8 Ton Kg. 0.50 4,000.00 4,000.00 4,000.00 T ~...... Urea 500 7.00 3,500.00 3,500.00 3,500.00 TSP...... 250 ...... 10.00o--o...... - 2,500.00O-...... 2,500.002...... 2,500.00 TFr: ...... Tilapia50000 + Magur 1000 No ...... 0.10 5,500.00 5,000.00 5,000.00 IFingerlins-magur...... 50 so. 1.00...... 1,0.00 1fooo,000.00 Rice Bran 80000 Kg. 5.00 40,000.00 40,000.00 40,000.00 ...... f ...... Mustard oil Cake 2000 Kg. 7.00 :14,000.00 14,000.00 14,000.00 Fiseiiingr~...... I...... I ...... l Manpower,Netting 1,000.00 1,000.00 1,000.00 ...... I...... Miscellaneous,Transport 5,000.00 5,000.00 5,000.00 Maintenance/Equipmentl 5,ooo.oo 5,000.00 5,000.00 Sub total Operation Cost 82,000.00 82,500.00 82,500.00 Riskl (Total loss every 15th year) 5,470.00 5.500.00 5,500.00 ...... Nemicome(Pond) Net~~~~~~~~~~~~~...... inom(Pond)...... 46,530.00 ...... 62,000.00 i6;530.00...62;000.00.78.000.0078,000.00 ...... Rent of Pond 20% of income net 9,300.00 12,400.00 15,600.00 NGO fees 15% of net income 6,980.00 9,300.00 11,700.00 Subl Total fees 16,280.00 21,700.00 27,300.00

. .------1 - .-...... -.- I...... Net mcome for ben. group(6) 30,250.00 40,300.00 50,700.00 Net income/Fisherman/Year(6 montihs)...... 5..041.00 6,716.00 8,450.00 Net income/Fisherman/month 840.00 1.119.00 i .408.00 ...... I...... I...... T......

Source:Rajts I IFADEP.pers. communication

ANNEX D page 5 Table 6

Calculation for 1 ha Perennial Pond

Continuous Culture of Tilapia

Unit Unit Price Year-I Year-2 Year-3 Tk. Tk. tk. Tk. Income 5 Tons Kg. 40.00 160,000.00 180,000.00 200,000.00

1,.... ,.,...... ,...... -.-.-..-...... Operation Cost T,Lime ,m,...,.,,,e-, , 200 , ...... Kg.K.g...... 5.005J-, ...... 1,000.00,"o -....0...0...... 1,000.00I"O00'O0...... 1,000.00" .. 0 0- ...... , ,...... ,...... Manure 10000 Kg. 0.50 5,000.00 5,000.00 5,000.00 Urea 750 Kg. 7.00 5,250.00 5,250.00 5,250.00 1,,,,.,, ...... I...... ,.. ,,,...... ,...... | TSP400 Kg. 10.00 4,000.00 4,000.00 4,000.00

Breaders 100 T 25 Pc. 20.00 2,500.00 2,500.00 2.500.00 Rice Bran 8000 Kg. 5.00 40,000.00 40,000.00 40,000.00 MustardOil Cake 5000 K. 7.00 35,000.00 35,000.00 35,000.00 T i...... ,,,,,,,,,,...... ,...... ,...... Fish Meal (2nd grade) I ..,,,,,,,,...... -1 1...... I...... I...... I...... I...... Manpower, Netting 1,000.00 1,000.00 1,000.00 Miscellaneous,Transport 6,500.00 6,500.00 6,500.00 Mantenance/Equipment 10,000.00 10,000.00 10,000.00 Sub,., total Operation, i ,,,.,,..... CoCost.. ,s-...... 110,250.001-IO-,2 0 .....06...... 110,250.00-]O-,25-0...... 110,250.00II...... ,2-0...... Risk (Total loss every 15thyear) 7,350.00 7,350.00 7,350.00 ...... , ..,...... ,...... Net income (Pond) 42,400.00 62,400.00 89,750.00 Rent of Pond 20% of incomenet 8,480.00 12,480.00 17,950.00 ..jZ ..f...... I...... NGO fees 15% of net income 6,360.00 9,360,00 13,460.00 ~~~~~~~...... ,...... Sub Total fees 14,840.00 21,840.00 31,410.00 KJ .111,1,11... "Il , "'l,.... " 'l...... ,...... ,.,,,...... Net income for ben. group(6) 27,560.00 40,560.00 58,340.00 Net income/Fisherman/Year(6 months) 4,593.00 6,760.00 9,723.00 ~~~~~~~~~~~~~~~~~~~...,...... I...... I...... I...... Net income/Fisherman/month 383.00 563.00 810.00

Source: RajtsI IFADEP.pers. communication

ANNEX D page 6 Table D-7

COMPARISON RICE AND DUCK/FISH INTEGRATED CULTURE IN I Ha LAND

EXAMPLE: DUCK CUM FISH INTEGRATED CULTURE

Labour Taka Man Day

Operating Cost

Lime Manure, Fertii zer 7,00000 15 10,000.00 5* ...... FingerlingsI 0.00p , ...... ,,,,,,,,...... ------...... --.-t.------"'-.*''A'.--.---. Rice Barn 300 kg. 15,000.00v 50 MustardOil Cake 3000 kg. 21,000.00 50 Maintenanceof Pond 10,000.00 178/. Miscellaneous/pumping 6,500.00 Netting/Partial/Finalharvest Group 108i Initital/Periodicaldeweeding Group .0 ,,...... Water quality management/supervision Group 365 Total Operation Cost/Labour .69,500.00 781

...... Income 500 kg. x Tk. 40.00 200,000.00 Net income 130,500.00 ......

Duck Culture

Duckhousing Tk. 5/duck 1,000.00 3 ...... * Labour (other labour included in fisheries) 91 Duck pullet 200p x Tk. 100.00 :20,000.00. Food ...... 13,870kg. x Tk. 9.00 I...... 124,830.00 ...... TotalCost ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~145,830.00194 - ~~~~~~~~~~~~~~~~~~~~~~~~~~~~......

Inconie

, ...... Egg 250x 190 x Tk3.00 142,500.00 ,...... I...... Ducks 190 x 1.25 kg. x Tk. 60.00 14,250.00 ;...... Total Income 156,750.00 Net Income 10,920.00 L...... I......

...... !Total Net income Fish + Duck 1.]41,420.00 .Total Labour Duck + Fisheries 87, ......

Source:Rajts I IFADEP.pers. communication

ANNEX D page 7 I DHV CES DDC DUL

GOVERNMENT OF TBE PEOPLE'S REPUBLIC OF BANGLADESH

NALKA - HATIKAMRUL - BONPARA NEW ROAD

Loan Agreement 2638 BD

Air Pollution Assessment

Subject DetailedEngineering Study File K4008.01.001 Date 22 August 1996 Status Revision2 Our reference NHB/AHM/REP/AIRPOL.VR2

Roads amd Highways Department August 1996 NHB/AHM/ REP/ AIRPOL.VR2 2 DHV CES DDC DUL Abbreviationsand Acronyms

DOE Departmentof Environment EQS EnvironmentalQuality Standard 4/M3 Micrograms per cubic meter Mg/m3 Milligramper cubic meter ppm Parts per million RHD Roads and HighwaysDepartment BRTA BangladeshRoad TransportAuthority WHO World Health Organization USA United Statesof America UK United Kingdom NGO Non GovernmentOrganization JMBA Jamuna MultipurposeBridge Authority CO Carbon mon-Oxide CO2 Carbon di-Oxide NOx NitrogenOxide HC Hydro Carbon so2 Sulfur di-Oxide 03 Ozone SPM SuspendedParticulate Matter LDV Light duty petrol car Vehicles HDV Heavy duty Vehicles

Roadsand HighwaysDeparment August 1996 NHB/AHM/REP/ AIRPOL.VR2 3 DHV CES DDC DUL

Table of Contents

I Introduction- General 5

2 Objectives 5

3 Policy, Legaland AdministrativeFramework on EnvironmentalPollution Control in Bangladesh 5

4 AlignmentStudy 7

5 Air PollutionImpacts 9 5.1 Duringconstruction phase 9 5.2 During runningphase 9 5.2.1 Motor VehicleExhaust Emission 9 5.2.2 ExhaustEmission Characteristics 10 5.2.3 Effect of Pollutantsupon CommunityEnvironment 10 5.2.4 Air PollutionStandard of Bangladesh 12

6 Air PollutionAssessment for Traffic 16 6.1 LocalizedAir Pollution 17 6.2 Overall Air Pollution 18

7 MitigationMeasures 19 7.1 During ConstructionPhase 19 7.2 During Running Phase 20 7.2.1 Measuresto be taken by the GoB 21 7.2.2 Measuresto be taken into the Design 21

8 Conclusion 22

9 References 23

Colophon 24

Roadsand HighwaysDepartment August 1996 NHB1AHMIREP/ AIRPOL.VR2 4 I I DHV CES DDC DUL 1 Introduction- General

The environmentalimpacts of roads and highway constructionare divided into two types. The first type is the environmentalimpact during construction,maintenance or rehabilitationThe second type is the traffic using the road. E.g. (a) during constructionphase and (b) during running phase. The significantimpacts are many, of which air pollutionis prominent. Air pollutionmay affect air quality of the road side areas causing adverse impacts upon natural environment and human health. Air pollution may cause the diseases like allergy, asthma, bronchitis, lung cancer, heart disease, respiratorydiseases, headache, cough, shortness of breath, pulmonary tuberculosisand aggravates the sick persons already suffering from chronic bronchitis, coronary heart diseases and cardiovascular diseases. So to protect the health of the recipients within the impact zone of two sides of the road alignment, the assessmentof traffic load and probable air pollution impacts at different stages deserve detailed studies.

Duringconstruction phase the main pollutantsare dust and black smokes from crushers, asphaltplants and other constructionequipment. During running phase, the pollutants are mainly from vehicular traffic. The vehicle exhaust emissions are composed of CO, HC, NOx, lead compound, SO2 and smoke which affectsthe communityenvironrnent and human health. In Bangladesh,air pollution from vehicle exhaust emissionis particularly importantin urban areas where thicknessof traffic is high. In rural areas where highways passing through villages with few sensitive areas this may not have yet created major air pollution problems due to low traffic density. After bridging the existing big rivers and canals and improvementof communicationsystems the traffic:density in rural areas is expectedto be increasedand thus air quality of road side areas may be deterioratedby vehicle exhaust emission, effecting the road side sensitive areas. Therefor air pollution deserves proper assessment and appropriatemitigation measures is required.

2 Objectives

After the constructionof the "Jamuna MultipurposeBridge Project", traffic loads will be increased considerablyfor the Nalka-Hatikamrul-Bonpararoad. Under the envirornmentalissues in the ToR special attentionis asked for the pollution during the operation phase. The outcome of this study is to be implementedin the environmentalmanagement and monitoring plan to reduce the adverse impact of the constructionof the road. This study also assessesthe air po:llutionduring the constructionphase.

3 Policy, Legal and Administrative Frameworks on Enviromnental Pollution Control in Bangladesh.

The followingpolicy papers, acts and standardsare implementedin this study.

1) Environmentalpolicy 1992and implementationactivities Ministry of Environmentand Forest, Bangladesh.

In the above policy, the clause (4) and 11 mentionedregarding controlof emitting smoke and sound of motor vehicles, plying on the road, by controlling lead mixed patrol and sulfur mixed diesel.

Roadsand HighwaysDeparunent August 1996 NHBtAHM/ REP/ AIRPOL.VR2 5 DHV CES DDC DUL 2) HighwayAct, 1925and Amendmentof the Act in 1994 (Ministry of Communication),Govt. of Bangladesh.

In this Act, some rules have been framed on (a) new road construction,(b)maintenance, (c) road boundary, (d) borrow pits etc. But nothing has been mentionedregarding environmental pollutioncontrol of vehicular traffic.

BangladeshRoad Transport Authority (BRTA) has not yet framed any Acts or Rules and regulationon air pollution and noise pollution control from road traffic. But a "Motor vehicle Act" 1984, is under operation by the Road traffic sector at present. In chapter 10, Clause- (139)-hornand noise, Clause (85)- & (142) speed lirnit, Clause (150)-blacksmoke emission, Clause (154)-overweightetc. are relevant in connection with air pollution caused from vehiculartraffic, but it deserves strict enforcementto achieve the objectives.

3) Draft EnvironmentalQuality Standard (EQS) for Bangladeshprepared by the Department of Environment,July 1991.

In this draft EQS standardshave been set for air and Noise pollution.This is the first time in Bangladeshto make such standards for such vital environmentalissues. After approval of this draft proposal by the government, Acts/Regulationswill be framed for implementation.

Roads and Highways Department August 1996 NHB/AHM/ REP/ AIRPOL.VR2 6 DHV CES DDC DUL 4 Alignment Study.

The tentativealignment of this road project. recommendedin the feasibilitystudy report e.g. Route 1 has been optimized during this present study phase by an expert environmentalteam. The final alignmenthas been studied in the light of air pollution and noise pollutionimpact zone up to 200 m and 300 m respectivelyfrom the center of the road. During this ;studyit was found that route corridor of about 50 km in length and 100 m wide has crossed over the vast ChalanBeel area, affected mostly paddy land with some 35 villages and 118 house holds or 60 homesteads.The impact zone of air pollution of 600 m wide corridor has been surveyed and 590 householdswere recorded affecting 3,540 people approximatelywith few schools without any health center, hospitals, and archeological spots. The field survey result has been shown in Table 1. Again a key map of route corridor showing the impact zone of air and noise pollutionis shown in Figure 1.

Table 1: Field survey impact zone for air pollution

SL Sensitive Strips surveyed at each side of the No Areas centerline 40m 60m 100m 1 Schools x x 2 2 Hospitals x x x 3 Mosques -1 x 1 4 Communitycenters x x x 5 Homesteads x 56 93

Remarks: Total no. of householdswithin 400 m strip (both sides) 298 no. Total populationwithin 400 m on both sides = 1.788persons Total householdswithin 100 m on both sides = 112no. Total populationwithin 100m on both sides = 672 persons

Roads and Highways Deparmnent August 1996 NHB/AHM/ REP/ AIRPOL.VR2 7 ,l i ' I I I~~~~~~~~~~~~~~~~~~~~~~~~a

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89t,-4[ L8ibe) X--- 1' "k30 DHV CES DDC DUL 5 Air Pollution Impacts

Air pollution impacts caused by the new road project are assessed in two stages such as: (i) during constructionphase (temporaryimpact) and (ii) during runningphase (permanentimpact).

5.1 During ConstructionPhase (Temporaryinpact)

Type of air pollutionduring construction: a) Dust raised from earthworkactivities and unpavedroad surface b) Dust raised from crushingof rocks and bricks and asphaltmixing. c) Smoke from the asphalt plants, earth carrying vehicles and construction equipment and machinery.

* Soil dust:- The soil dust is raised during earth filling of road embankment and from the unpaved road surface blown by the vehicles. This can pose health hazard to the road side people till the road pavement is completed. Dust is a real health hazard and should be minimizedas far as possible. Soil dust-also affects the :road side vegetables, fruit trees and agriculturalcrops etc. which effectsthe earning sources of the road side people.

* ..Dust:- Dust is also raised from other road constructionactivities at sitedue to equipmentand especially by rock and brick crushing. This has impact on the occupationalhealth of the work site laborers and other people in the environment.

- Black smoke:- Black smoke and vehicle exhaust emission may be caused fromvarious vehciles, construction equipment, asphalt plants etc. cluring the whole road construction period. This air pollutionhas direct impact upon the occupationalhealth plus the community health of the project site..

5.2 During RunningPhase (permanentimpacts)

During running phase the main sources of air pollution will be from (a) Road transport emissionfrom the vehicular traffic.

5.2.1 Motor Vehicle Exhaust Emissions.

The combustion of fossil fuels with air produces mainly carbon di-oxide (CO2), Nitrogen Oxides (NOx) and Water (H20). But combustionengines are not perfectlyefficient, so some fuel is not burnt or only partly burnt which results the followingpollutants in the exhaust emission;

a) Carbon di-oxide CO2 b) NitrogenOxides NOx c) AssortedHydrocarbons HC d) Carbon Mon-oxide CO e) Lead Compounds Pb f) Black smoke (soot)

Roads and Highways Departnent August 1996 NHBIAHMIREP/ AIRPOL.VR2 9 DHV CES DDC DUL g) Sulfur di-oxide (SO2)

Out of above pollutants, petrol-poweredmotor vehicles discharges CO, CO2, NOx, HC and lead compoundswhich take part in chemicalrea_tion with the influence of sunlightand produce secondary pollutantswhose environmentaleffects are different. Some of which are more severe than those of primary pollutants.

But diesel engines,an attractive alternativeto petrol powered motor vehiclesin many countries, have the advantagethat they produce virtually no hydrocarbon (HGC)that can take part in photo-chemical reactionsand no carbon monoxide(CO). But they can produce black smoke, SO2, odour and noise.

5.2.2 Exhaust Emission Characteristics.

The typical speed related emissionsof CO., CO2 and HC from light duty petrol vehicle were found highest in congested and slow moving traffic, while the highest emissionof NOX are found during high speed driving conditions. However large variation in emission rate results from the engine condition and nature of maintenance. The motor vehicle ernission pattern is shown in TABLE 2 below.

TABLE- 2 Speed-relatedemission factors characteristicsof the UK lightduty vehicle 1992.

SI No. Pollutants EmissionQuantity at speed (g/km) 5km/h 20 km/h 100 km/h 120 kmlh I CO 80 30

2 CO2 500 200 150 3 HC 10 4 0.75 4 NO, 2.2 2.0 2.75 3.2

Source: Design manual For Roads & BridgesVolume-XI, Environmental Assessment, Department of Transport, UK, 1993.

5.2.3 Effect of Pollutantsupon Environment. i) Lead Compound Tetra-alkyllead compoundshave been added to petrol since past to improve its combustionproperties. To clear the lead compoundresiduals from the engine scavengersare also added, which react with the lead additives during combustionto form relatively volatile lead compoundsthat are expelled in the exhaustgas. The inorganiclead compoundsare emitted as fine particleswhich can penetrate deep into the lungs and ultimately into blood and other body tissues. On the other hand a small portion of lead

Roads and Highways Departnent August 1996 NHB/AHM/ REP/ AIRPOL.VR2 10 DHV CES DDC DUL compoundis emitted as volatileorganic lead compoundswhich are very toxic and rapidly absorbed by the body as they dissolvein fats.

ii) CarbonMon-oxide (CO) Out of total vehicle emission, CO holds the highest percentage. It is rapidly absorbed by the blood, reducing its oxygen carrying capacity. It is relativelystable compoundthat takes part very slowly in atmospheric chemical reaction. It contributes indirectly to the green house effect by depleting atmosphericlevels of hydroxyl radicals.

iii) Oxidesof Nitrogen(NOx) This pollutantsis emitted as nitric oxide (NO). In the air it is oxidized into Nitrogen di-oxide (NO) which is very toxic, affecting the respiratory system. NOx is important in atmospheric Chemistry contributingto "photo-chemicalsmog" formation and acid deposition. Nitrous oxide (No) is a very powerfulgreen house gas.

iv) AssortedHydro Carbons (HC) This volatile compoundare created by the incompletecombustion of fuel and a mixture of all organic compounds emitted and embraces many hundreds of different compounds. Some are toxic and carcinogenic. Their reactivity varies widely but they are important precursors of photo-chemical smog, acidic and oxidizingcompounds. The compositionof HC emission is stronglyinfluenced by the compositionof the fuel.

v) Smoke (particlematter) The black smoke are mainly emitted from diesel vehiclesand are carbon particles into which a wide range of organic and other compounds are absorbed. Diesel exhaust particle in very high concentration causes lung cancer. They have a high staining power on soils, buildings and other materials. vi) Sulfur di-oxide (SO2) This pollutant is emitted from the diesel vehicle, linked to the sulfur contained in the fuel. This can remain in the atmospherefrom a few hours to several weeks. SO:, is a water soluble gas that act as a powerful irritants to the mucous membranesof the eyes and the upper respiratorytract causing cough, shortness of breath and spasm of the larynx.

vii) Carbon-di-oxide(CO 2)

Roads and Highways Department August 1996 NHBIAHM/ REP/ AIRPOL.VR2 11 DHV CES DDC DUL It is a major product of the combustionof all carbon containingmaterials. But very minor percentage

of C02 is produced from motor vehicle. It is considered to be the least harmful of the major greenhousegases, for a given volume but the largest contributor to total greenhouse gases in the atrnosphere

5.2.4 Air PollutionStandard of Bangladesh

The air pollution is caused from different sources such as: (i) Motor vehicle exhaust emission (ii) industrial emissions (iii) emission from different types of plants, factories and workshops. (iv) and obnoxious odour from different raw material processing industries such as tannery processing industry, fish processingindustries, wastage of slaughter houses, solid waste dumping depots, night soil trenching grounds etc. Out of above sources, the air pollution by motor vehicle emission and

industrialpollution topped the list. The motor vehiclesemit CG, NOx, HC, S02 and smoke which are most detrimentalto human health. The industrialplants emit S02 and emissionof toxic substancesetc. the concentrationlevel of all the air pollutantswhen increases in the air, this affect human health by increasingmortality and morbidityof the related diseases.

Many developing countries fixed allowable limits of concentration of air pollutants particularly for

GO, NOX, HC, SO2 and smoke etc. to protect the human health. But these standard values vary country to country due to different factors such as geographicposition, climate,tolerance habit of the people etc. Air quality standardsof different countriesand organizationsare shown in the Table - 3.

Roadsand Highways Depanment August 1996 NHB/AHM/REP/ AIRPOL.VR2 12 DHV CES DDC DUL Table - 3 Air Quality Standard

Si. Ponutants Time factor criteria Bangladesh W..H.O U.S.A EC European No (ambient air Community quality)

1. CO Annual mean x x x

98% of annual-mean 5000pLg/mr3

8-hrs.- av. x 10 mg/mr

1-hr.- max. x 40 mg/m3 55 mg/m3 55 mg/m3

2. SO2 Annual mean 60pg/mn 98% of annual mean 100lg/m3 200ptgy/m3 350pg/m3

8-hrs.- av.

I-hr.- max. x x 10-13 mg/mr3

3. NOx Annual mean

98% of annual-mean 1001g/mr_ 200pg/m3

8-hrs.- av. x 60pg/m3

1-hr.- max. 190- 320gg/m 3

4. SMP Annual mean 40pg/m3 (dust) suspended particulate

m atter ______98% of annual-mean 400pg/m3 120=.g/m3

8-hrs.- av.

1-hr.- max. 0.5 mg/M3 0.5Mg/r 3

5. Pb (lead) Annual mean 0.15 2gg/m3 mg/mr3

98% of annual-mean

8-hrs.- av.

1-hr.- max.

6. 03 1-hr.- max. 120pg/m3 360±g/m3 (Ozone) II

7. Smoke Annual mean 60 HSU 80gg/m3 x 80pg/m3 (HSU Hartridge Smoke Unit)

Roads and HighwaysDepartnent August 1996 NHB/AHM/ REP/ AIRPOL.VR2 13 DHV CES DDC DUL Sources :- EQS of DOE, Bangladesh-1991,Human EnvironmentWHO, - 1963, Manual of Roads and Bridges, EnvironmentalAssessment, department of transport UK, - 1993, and World Bankpractical guideon Road Infrastructure-1992.

In Bangladeshno such air pollutionstandard has yet been sel:up for the safety of the human health, particularly in urban areas. But the DOE, Bangladeshprepared one draft EQS, 1991 wherein (a) ambientair Quality standard and (b) Motor vehicle emissionstandard have been set up, as shown in Table 4 and Table 5.

To assess the total emissionconcentration and the quantityof pollutantsemitted per year, no standard vehicle emission rate for both LDV and HDV has been determined in Bangladesh. As such air pollution assessment study of any new road project in this country is difficultand no other solution remains than following the standard procedures of other countries where intensive research of air pollutionby vehicleshas been executed..

TABLE- 4 BangladeshNational Ambient Air Quality Standards.

Si Category of Zone 8-hour av. concentration in gg/m3 No.

CO NOX SO2 SPM 1 Industrial & mixed use 5000 100 120 500 2 Commercial & Mixed use 5000 100 100 400 3 Residential & rural 2000 80 80 200 4 Sensitive areas 1000 30 30 100

* Sensitiveareas includes national monuments,health resorts, hospitals, hostels, archeological spots and educationalinstitutions.

,ug/m3 = microgramsper cubic meter (1 micron = 1 x 104') SPM = Suspendedparticulate matter,

SO2 = Sulfur di-oxide NO, = Oxides of nitrogen, CO = Carbon mon-oxide

Roads and Highways Department August 1996 NHB/AHM/ REP/ AIRPOL.VR2 14 DHV CES DDC DUL

TABLE - 5 Motor VehicleEmission Standard Bangladesh, 1991

Si. Pollution Sampling criteria Standard value No. parameters 1. CO Random sampled air 24 g/lkm 2. NOx do 600 ppm. 3. HC do 180 ppm. 4. Smoke do 655HSU

HSU = HartridgeSmoke Unit

Roads and HighwaysDepamnent August 1996 NHB/AHM/ REPI AIRPOL.VR2 15 DHV CES DDC DUL 6 Air Pollution Assessment for Traffic

After constructionof the Jamuna bridge, road traffic in the project area will be increased. The traffic load per day has been assumedfrom the traffic survey of the feasibilitystudy, 1993 and in the Traffic Survey as executedunder this project. Air pollution assessmenthas been done for three traffic load criteriaas follows: Case-I Base year traffic-1993(without Jamuna Bridge); Case-2 Base year traffic + Jamuna.Bridge - Aricha Ferry, (1996) and Case-3 Base year traffic + Jamuna Bridge - Aricha Ferry, (2015) (a summary of traffic survey is given in Table-6).

TABLE-6 Traffic Survey Extract

Case Criteria for traffic load at road Estimated traffic Traffic flow/h No section - Hatikamrul junction point flow/day (effective 18 hrs.) Total LDV HDV LDV |HDV Base year traffic (1993) 1 Jamuna Bridge + Aricha Ferry 3374 844 2530 42 127 (Traffic Study - 1993) (25%) (75%) Base year traffic 1996 + Jamuna 2 Bridge - Aricha Ferry, growth 4006 1166 2840 65 158 up to 2005 (29%) (71%)

'!____ (Traffic Study - 1996) l Base year traffic + Jamuna 3 Bridge - Aricha Ferry, predicted 10,931 3377 7,554 188 420 up to 2015 (31%) (69%) (Traffic Survey - 1996)

To asses the air pollution it is essentialto know when the severestpollution will take place. The Traffic study has made a forecast for 20 years. Technologyon cleaner vehicles has progressed rapidly over the last decades and it might be expectedthat the emissionof pollutantsper vehicle will decrease. It can be expected that with the current rate of air pollutionin Bangladeshand especially in Dhaka, very soon the GoB has to take measures to reduce emission.Most of the cars now available in Bangladeshare able to use lead-free petrol and in the future it will even be that the fuel injection system of a new vehicles is to be changed to accommodate leaded fuel. This will automatically introducelead-free petrol in Bangladesh.

Roads and Highways Department August 1996 NHB/AHM/ REP/ AIRPOL.VR2 16 DHV CES DDC DUL As it is the intention of the GoB to implementmeasures to reduce the axle load to the legal limits, automaticallythe truck engines are less overloadedand the ejection of unburnedfuel will be reduced. It is also expected that with an improved infrastructure the type of vehicles will change and the number of trucks with more than two axles and greater engine output (Horse Power) will be increase. This will renovate the national truck park and consequentlythe fuel efficiencyof the engines will be improved.

On the other hand it is expectedthat the traffic will rapidlyincrease as shown in table -6.

Air pollution will have its greatest impact in zones where speed is low or zero and where different traffic flows come together. The queuing of traffic and slow movementof vehiclesat this junction will emit maximum exhaust emissionresulting high pollution concentrationin this vicinity, affecting the surroundingrecipients. The pollutantswill disperserapidly within a close proximityto the road where duration of exposure is likely to be prolonged affectingthe susceptiblepeople. Thus, the junctions with busstops at Hatikamruland Bonpara are the most affected places. Second in line will be the junctionsalong the road side to villagesand towns like Baraigram etc. Therefor the first air pollution assessmentsare based on the situationsprevailing on the Hatikamruland Bonpararoundabouts.

For this air pollution assessmenta speed of 10 km/hr over a distance of 100 m at each side having receptordistance 40 m from the center of the road surface, have been considered.This assessmenthas been made both for (a) Localizedair pollution assessment and (b) Overall air pollution assessment following the standard procedure of "Design Manual for Road and Bridges, Vol.-11, Environmental Assessment,Department of Transport, UK-1993"

6.1 LocalizedAir Pollution

In this localized air pollution assessment, the vehicle emissionconcentration of CO, HC and NO, is calculatedboth for light duty petrol car and heavy duty vehicleson the basis of standard graphs, tables at multiple stages. The main criteria of this assessmentprocedure is the values for no of vehicles as given in table 6 per day at the speed of 10 km/hr; from which concentration at design speed and distancehas been assessedper vehicle and then adjustingthe result with the US National Ambient Air Quality Standard. The fmnalresult of assessmentis presented in table below:

Roads and Highways Departnent August 1996 NHB/AHMI REP/ AMRPOL.VR2 17 DHV CES DDC DUL TABLE - 7 LocalizedAir QualityAssessment Result.

TrafficLoad Criteria CO HC No,h Percentileof I hour annualmaximum 8- av. duringthe traffic values(pp.) according to table 6 hr(ppm) peak-hour(ppni)

Case-I 0.70 1.86 7 Case-2 1 1.55 8.18 Case-3 2.08 2.93 20.72

Standard 9 - 105

The assessment shows that the emission concentration level at different stages of traffic flow is substantiallybelow the now prevailablestandards.

6.2 OverallAir Pollution

In this assessment, the net contributionto overall changes in air quality after the completion of the project, has been forecast. As no emission rate (g/km) for vehicles of Bangladeshis available. The annual volume of emission of CO, HC, NOx has been determined followingthe standard emission rates of UK. for 1990 for light-dutypetrol car and heavy duty vehiclesdiesel trucks, operating with an av. speed of 80 km/hr. The net effect of the scheme on total traffic emissionsis presented in table below:

TABLE- 8 Annual Vehicle ExhaustEmission

Total emission(ton/year) Remarks CO HC NOX Case-1. 1993 16.16 1.1.34 4.08 Case-2. 1996 18.48 12.27 4.48 Case-3. 2015 45.88 29.45 11.00

The result of annual volume to emissionshows that the quantities increasedwith the increase of traffic load at different stages of the project. The emissionrate will be reduced appreciablydue to change of fuel specification,modification of engine design and replacementof old vehiclesby new vehicles with improved engines. But this assessment has been made considering the emission factors of 1990 to 1995 of U.K, adjustingto Bangladeshivehicles extending up to 2015. Becauseold vehiclesof 10 to 15 years of age will ply on the road of this country for future decades without any significant changes.

Roadsand Highways Department August1996 NHBIAHMIREP/ AIRPOL.VR2 18 DHV CES DDC DUL But this annual emissionrate may be reduced if the conditionof engines are improvedalong with strict enforcementof existing rules and regulation.

7. Mitigation Measures

The air pollution impactscaused by the road project, can be mitigatedor reduced as follows:

7.1 During ConstructionPhase i) Soil dust:- This pollutants is raised from earth fills and unpaved road surfaces. As a mitigatory measures, water spraying required to be done, by the contractor during the dry period from time to time. The embankmentis to made with (hydraulic) sand fill. Sand is courser than silt and/or clay and as such containsless fine elements. This type of embankment constructionwill reduce the air pollution considerably. As the sand is gained by hydraulic dredging, the sand is wet and thus only a little dust will be thrown in the air. Transport by axle is minimizedand as such the soil dust pollution. ii) Dust:- Dust is raised while crushing stone and/or bricks. During crushing water should be added to catch the dust. The cleaning of constructionequipment at site can be mitigated by doing cleaningwork in the night and by putting necessary covering. Asphalt plant are to be furnishedwith the necessarydust collectingequipment. iii) Black smoke:- This pollutant may be caused from asphalt plant and other construction equipmentat site. As a mitigatory measures asphalt pLnts are to be set at a vacant place on the road alignment,not in the neighborhoodof settlements.Smoke emitted from the plant may disperse in the vast air without affectingany recipients of the area. A efficient burning of the fuel is required and environmental friendly production is to be prescribed in the tender documents.

Burningof bricks is avoided as no burnt brick gravel is taken up in the construction.This will reduce emissionof black smoke in the vicinity of the project.

The above temporary impacts can be managed by the contractors at site and these can be included in the tender documentsas a specialterms and conditionin the contract of the implementationphase. The supervisionis to adhere strictlyto these prescriptions.

Roads and Highways Deparunent August 1996 NHB/AHM/ REP/ AIRPOL.VR2 19 DHV CES DDC DUL 7.2 During Running Phase

Different factors influence the air pollutionfrom traffic. The condition and the tuning of the engine has an important impact on the emission of pollutants. Also certain design measures can influence emissionof air pollutants. If motor vehiclescan maintain a constantspeed, pollution will be less from hydro carbons. A slow traffic lane is suggestedfor maintaininga constantspeed of vehicles.

7.2.1 Measures to be taken by the GoB

Reducingair pollution from vehiclesis to be regulated by law and strict enforcementof these laws. It is beyond the capacity of the Consultantsto implementthese laws. However the Consultants have recommendedin their report for enforcingthe existing regulationsand laws. Nevertheless, to reduce air pollution from traffic, the competentauthorities should implementair pollution measures by strict enforcementof existing environmentalpolicy, Rules and Regulationof Motor vehicles Acts, Traffic Rules and EQS of DOE Bangladeshas follows:

(i) Motor vehicle emissionrate :- This may be controlledby annual vehicle test from a standard testing laboratoryto enforce the EQS standards.

ii) Changing fuel specification :- The use of Lead and sulfur mixed fuels may be controlled gradually to make the vehicle exhaust emissionfree from poisonous lead

compoundsand SO2.

iii) Speed limit :- High speed emits more NOx gasses from a vehicle, which causes serious environmental impacts. Maximum vehicle speed should be limited in the highway, to reduce the extent of NOx pollutants.

7.2.2 Measures to be taken in the Design

Mitigation measures to reduce the impact of air pollution by vehicles can be implemented in the design. As shown in Table-2, the emission quantity per lkm is considerablyreduced if a constant average speed is maintained. To remove the slow traffic from the mainroad, acceleration and decelerationof the fast traffic is reduced and consequentlydte emissionquantities of hydro carbons. If constant speed is maintained the dispersionof pollutantscovers a larger area due to the generated air movementby the vehicles.

Roadsand HighwaysDepartnent August 1996 NHB/AHMlREP/ AIRPOL.VR2 2 0 DHV CES DDC DUL Vegetationacts as a good filtering media for air pollution. It traps particles and dust of air and can reduce the envirornmentalimpacts. Thus plantingof vegetationalong the two sides of the road may be implementedas a best mitigationmeasures to reduce the impact The local species of trees which are bushy and of medium height (3 to 6 m), like acacia, tamarind, badam, banyan, pakur, karoi, mahogany, shishu, rendi, latim mongosteen, bokul, uri-gab, dumur, khaibabla and neem, are recommnendedfor plantation in rows at the embankmentof the road. The Consultantswill implement adequateembankment afforestation in the Contract.

A notion of filteringrole of road side vegetationis shown in Fig - 2.

FIG. 2

Filtering role of vegetation

Roads and HighwaysDeparennt August 1996 NHBJAHMIREP/ AIRPOL.VR2 21 DHV CES DDC DUL

8 Conclusion

Air pollution assessmentof this new roaclproject has been made in accordancewith the guidelinesof the 'Design Manual for Roads and Bridges", EnvironmentalAssessment, Departrnentof Transport UK, 1993. The vehicle emissionrate of UK. is not equivalent to Bangladeshivehicles because about 90% vehicles of Bangladesh are of 10 to 15 years of age. These vehicles plying the roads emit excessiveexhaust from unburned fuels. Such status of vehicles is expected to continue in this country for severaldecades. So the emissionrates of UK. 1990, 1993 and 1995have been used, equivalentto Bangladeshivehicles for the year 1993, 1998 and 2020 respectively to make this assessment more viable. Again by optimization of the road alignrment,very less numbers of villages have been intersected, leavingminimal recipients within the impact zone of 300 m from the center of the road. This has been confirmed by the detailed field survey of impact zone for air pollution and noise pollution. The result of air pollution assessmentraised from the road traffic, for critical condition, shows the concentrationlevel of air pollutantsare substantiallymuch lower than the UK.Standard at the different stages up to the predicted period 2015. Moreover, adopting possiblemitigation measures and its strict enforcement,as suggested,,will be quite sufficientto protect the communityenvironment along this road side area, for the near future.

Roadsand Highways Departnent August1996 NHBIAHM/REP/ AIRPOL.VR2 22 DHV CES DDC DULL 9 References.

i) Design Manual For Roadsand Bridges, Vol.-XI, EnvironmentalAssessment, Dept. of Transport, UK, 1993.

ii) Jamuna Bridge Project, FeasibilityReport-Phase-Il, Vol.-VIII, Annex M. EnvironmentalImpact Assessment,1991

iii) World Bank-OD 4.01, OperationalManual, EnvironmentalDepartment 1991.

iv) World Bank - Technical Paper Number - 140 Sectoralguide lines For Roads and Highways, Environmental Dept. - 1991

v) World Bank- EnvironmnentalEvaluation and Road Infrastructure, Practicalguide, Part 3 - TechnicalData Sheet, 1992

vi) Health Hazardsof the Human Environment,W.H.O - 1972.

vii) Initial EnvironmentalExamination Report Jamuna Bridge AccessRoads Project, Bangladesh,by Balloffetand Associate Inc. USA, January - 1996.

viii) EnvironmentalQuality Standards(EQS), Bangladesh Dept. of Environment(DOE), July - 1991.

ix) TRRL Laboratory Report 1052, Department of Transport. The estimationof Air Pollutionconcentrations from RoadTraffic UK, 1978.

Roadsand HighwaysDepartnent August 1996 NHBIAHM/REP/ AIRPOL.VR2 23 b I . DHV CES DDC DUL

COLOPHON

Client : The Government of the People's Republic of Bangladesh Project Nalka - Hatikamrul - Bonpara New Road Project File : K4008.01.001 Length of report 23 pages Author Abdul Hoque Molla Contributions L.J. Wetsteijn, 1. Wilkinson Team Leader L.J. Wetsteijn Project manager R. Vaandrager

Date 21 August 1996

Approved L.J. Wetsteijn

Roadsand Highways Department August1996 NHB/AHMI REP/ AIRPOL.VR2 24 I I I I THE GOVERNMENT OF THE PEOPLE'S REPUBLIC OF BANGLADESH ROADS AND HIGHWAYS DEPARTMENT

NALKA - HATIKAMRUL - BONPARA NEW ROAD

Loan Agreement 2638 BD

NOISE POLLUTION ASSESSMENT

Subject DetailedEngineering Study File : K4008.01.001 Date 31 August 1996 Status Revision2 Our ref NHB/AHM/REPORT/N0ISEPOL.VR2 DHV CES DDC DUL

Abbreviations and Acronyms dBA Scale Decibel with A Weighting Hz Hertz (numberof cycles per second)for sound) for Soundfrequency Leq. Equivalentcontinuous sound level. LA1O, 18 hrs. Arithmetic mears of the noise levels exceeded for 10% of the time, in each of 18 one hour period between6 A.m. and midnight. DOE Departnent of Envirornent NHBNRP Nalka - Hatikamrul - Bonpara NewvRoad Project TRRL Transport and Road ResearchLaboratory. UK United Kingdom USA Unted States of America VPD Vehiclesper Day VPH Vehiclesper Hour WHO World Health Organisation

Roads and Highwaus Department August 1996 NHB/RHD/REPORTSINOIPOL.VER2 3 DHV CES DDC DUL

Table of Contents

1. Introduction 5

2. Perceptionof Noise and MeasurementUnits 6 2.1 Road Noise Sourcesand Characteristics. 7 2.1.1 Sources 7 2.1.2 Characteristics 7

3. Effect of Road Noise upon HumanHealth. 8

4. Standardsfor Noise Pollutionin Bangladesh. 8

5. AlignmentStudy. 10

6. Noise Impact Assessment 11 6.1 During ConstructionPhase 11 6.2 During Running Phase. 11 6.2.1 Stages in the Assesmentof Noise Impacts 11

7. Noise MitigationMeasures. 17

8. Conclusion 18

9 References 19

Colophon 20

AppendixA 21 AppendixB 22 AppendixC 23

Roads and Highwaus Department August 1996 NHBIRHD/REPORTSINOIPOL.VER2 4 I I I I i I~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ DHV CES DDC DUL

1 Introduction

Noise pollution is a problem for populatedurban areas. The sources of noise are many in the city, of which noise from vehicular traffic, industrialplants, mechanical workshops, construction sites and other man-madeactivities are notable. The road traffic noise has been recognizedas a significantnoise pollutant for communityenvironment. Noise pollution has an adverse impact on the human health, affectingthe people mentally, physiologicallyand sociologically.In Bangladesh,traffic noise pollution is becoming problematic in big cities like Dhaka and other major cities, due to rapid population growth and increaseof vehicular traffic. In rural areas, noise pollution has not yet become a problem, because of thin populationand low traffic flow.

To meet the growingdemand of the increasingpopulation all over the country, the traffic is increasing on the existing nationalhighways for transportingnecessary commoditieseveryday from one place to another. In Bangladeshheavy duties vehicleslike trucks and buses are found more in number on the road than light vehicles. Moreover, majorityof these heavy vehiclesare 10 to 15 years old with poor engine condition,which produce more noiseduring their movement.

With the completionof Jamuna Bridge, the new road under study will have an almost similar traffic load as the Jamuna Bridgealongwith overallincrease of traffic load in the road network of this North- Bengal zone. So, the noise level from road traffic will be invariably increasedalong this alignment. A key map showinglocation of the proposed Nalka-Hatikamrul-BonparaNew Road is shown in Appedix C. Besides this, new road project will cause temporarynoise impact during constructionphase. The people living along the road side will have to face discomfort out of these noise impacts, during the above mentioned two phases, These impactsrequires a detailed study for the interest of conmmunity health of the project area.

2 Perception of Noise and Measurement Units

The response of the ear to noise depends on the sound pressure. The intensity of the response is related to the logarithmic function of a sound pressure. The amplitudeof audiabie pressure 2 x 10-5 N/mi2 is considered as the weakest sound pressure dectectabe by an human ear under very quiet conditionand maximumsound level is consideredabove 103 N/M2. By taking logarithmsof these two levels, scale is reduced to 0 to 15 Bels or 0 to 150 deci-bels or dB. The notion of decibel is insufficientto take the sound sensation efficientlyperceived by the human air into account. To take sensitivityof the human ear into consideration,a series of weighing filters has been developed, out of which weight "A" filter has a wide spread use. Therefore, the dBA scale (decibel with A weighing)

Roads and Highwaus Departnnt August 1996

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enables a sound or a noise to be synchronizedby taking the reactions of the human ear into account. In practice, a noise level from 30 to 50 dB(A) consideredas ambientlevel of a calm surroundings.

Again the frequency of sound is the rate at which a sound wave oscillates, measured in number of cycles per second or Hertz (Hz). With regard to frequencies, the auditory field of the human ear extends from 20 to 20,000 Hz. Hearing sensitivity increases with the higher number of hertz and reduces with the low number of Hertz. The thresholdof hearing varies with the frequency of sound. But the characteristicsof audiablethreshold is that it differs very little between 1,000 Hz. and 4,000 Hz. The audibility threshold at 4,000 Hz. is such that it occurs in the early stage of hearing impairment.

Again, the noise from a traffic stream is not constantbut varies from momentto moment and as such it is necessary to use an index to arrive at a single figure estimate of the overall noise level for assessmentpurposes. The index adopted by the U.K. governmentto assess traffic noise is LAIO,18h, which is the arithmeticmeans of the noise levels exceededfor 10% of the time in each of 18-onehour period between 6 am. and midnight. This index showed a very good correlation between resident's dissatisfactionwith the existingtraffic noise.

The index LAeqis the equivalent continuoussound level, used for measuring fluctuating noise, for exampleto assess noise from constructionand demolitionsites and from railwaysand aircrafts.

A scale which is sometirnesused to describe background noise levels is LA90,which is the level exceeded for 90% of the time. This index may give a mcre realistic indication of noise changes in rural areas at a considerabledistance from a new road because the main noise effect is likely to be on backgroundnoise level. But its usefulnessis uncertainat the present time.

Out of above sound measuring scales, L.q of dBA scale is suitable for measuring traffic noise. Road noise is variable in the course of time, and it is not possibleto express all these sound frequencies by an instantaniouslevel. Therefor, road noise is characterizedby a mean value over a given time. L.q (equivalentacoustic level) is the sound level of a stable noise which containsthe same energy as the variable noise over the same period. It representsthe mean of the acousticenergy perceived during the period of observation. The period usually considered is that from 08.00 hrs. to 20.00 hrs. The equivalent acoustic level will be Leq(08.00 hrs.-20.00 hrs.). Sound level measured in dBA scale, caused from different sources, at different environmentsare presentedin the Figure-2 and Figure-3.

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2.1 Road Noise Sourcesand Characteristics.

2.1.1 Sources

The main sources of road noise, is caused by the vehicular itraffic and the traffic noise is again influencedby the factors as follows: a) Noise from engine, exhaustpipe and horns b) Densityof traffic flow c) Noise from vehicle speed (wind) d) Noise of rolling tyres on the road surface e) Road surface characteristicsand road gradients

2.1.2 Road Noise Characteristics.

On road noise characteristicsthe followingremarks are applicable: i) The noise from a traffic flow is not constant but varies from moment to moment and thus road noise is characterized by a mean value over a given time. The equivalent, acoustic level (Leq) is a stable noise level which contains the same energy as the variable noises over the same period. ii) The traffic noise at a particular receptionTpoint, received from many vehicles at different distancesfor a given time, do not add up according to conventionalarithmetic rules, since the decibel is a logarithmicfunction of the acousticpressure. iii) Propagationof traffic noise to a receptionpoint dependson the characteristicof the surroundingssuch as obstructingwalls, fencing, barricades, soils, wind and climatic conditions. iv) The sound level decreases with the distances. Any doubling of distance of a linear source is expressedby reduction in the sound level of 3 dBA. v) Doubling the energy level (for example,the volume of traffic) increasesnoise level by 3 dBA.

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NHB/RHD/REPORTS/NOIPOL.VER2 7 NALIKA-HATKAMR11,BONPARANEW ROAD PROJECT Environmental Studies - Traffic Noise Figure. dB(A)SCALE

t_ Z 0 < ~~~~-Thres.cCo':af

Pneumaticdrill e WfsRenced)7m distanc * Z~~~ m lb. ~~~Highspecd _ - _ _ Passengcr tr.1i: FB__ at 25rn Haz3rdto hearing fromcontinuous exposure exposure , } FJena~~~~~~~~~~~~~~eiydiesel Lorry 8080iigerc3r or U8at 40km/Vh7m diz;nce hmnger car or so X , htvan } |0 $ ~ ~~~~~~~~~~~~~~~~~~~~Twinengincd Pm(rlstanc modernjet

co

40 ibedroom

Thresholdc 0.0 hearing

The Level of Common St_nds on the dB(A) Scale

Assessments Source:- DesignManual for Roads and Bridges. VDI-XIA,-Envirornental Departmentof Transport, UYK,1993. DHV CES DDC DUL

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8 I . I I MINII CES Dl)C DUI.

NALKA-HATIKAMRIL-BC.N-.--ZA NEW ROAD ?R7CECT Environmental Stf -^-s - . ra .3f;c 1 s-

Basic Acovs.-cz rlti-ns Fi ure.

dBA 100o, 100

sotP.

20~~~

&ob~~~~~~~~ ______~~~~~~~~~~~~~~~~I

NHB/RHD/REPORTS/NOIPOI.Roadsa_11 VER'

40art Ccuntryzi4oaa hcs Countrymide ueiSAOTcuia o~~ c ~AirporI by night by day

ScaIe of St-und L-evels 9

Source:- World Bank, Enviroun.-eral Evaluation an" .~ ~ weF- . Part 3: Teclinical Data Shiects,June 1992.

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3 Effects of Road Noise Upon Human Health.

The effects of noise have been recognizedas a significantimpact on the communityenvironment and also on human health. The impact from noise pollutionhas a long-termeffect which can be perceived very slowly in course of time. The effect of road noise upon human health can be manifested in number of ways, such as auditory fatique, loss of sleep, mental stress, increase of heart diseases, increasedof blood pressure, diminutionof hearing communicationetc.

4 Standardsfor Noise Pollution:

Normally 50 dBA is consideredas standardvalue for noise pollution by the internationalexperts e.g. WHO experts but L,q of 60 dBA may be considered as maximum limitationvalue for rural areas as suggestedby the experts of World Bank's EnvironmentalDepartment, USA, 1992. With the rapid developmentof the infrastructurein Bangladesh,the traffic load has been increasing both on the urban roads and on the highways passing through the rural areas. In trunk roads the percentage of HDV is higher than the LDV. This implements also that the road noise level is increasingmore than average every year. To control the ever-growingproblem of noise pollution in Bangladesh,the DOE has promulgatedan Ambient Noise Standard Level for Bangladeshand noise standard level for vehicles, in 1991. These are presentedin Table-1 and Table-2below.

Table-I AmbientNoise Standardof Bangladesh

No. Area Descriptionof Area Unit StandardLevels Category Day Night Time Time 1. A Sensitive areas e.g. schools dBA 45 35 hopitals, blind hostels and aged homes. 2. B Purely residentialareas dBA 50 40 3. C Residential-cum-commercial- dBA 60 50 cum-industrialareas 4. D Purely commercialareas dBA 70 60 5. E Purely industrualareas dBA 75 70 Source: EQs, DOE-Bangladesh,1991.

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TABLE- 2 Noise Standardsfor Motor Vehiclesof Bangladesh

Si. Vehicle Type Unit StandardValue Receptordistance (m) No. from the exhaustpipe. 1. Heavy vehiclesand light dBA 100 0.5 m petrol car. vehicles 2. Heavy vehiclesand light dBA 80 7.5 m petrol car. vehicles

Source: EQs, DOE-Bangladesh,1991.

Note When sound level is measured, motor vehicle is stationaryand engine conditionare as follows:- i) Diesel engine - max. rotatingspeed. ii) Petrol engine - 3/4 of max. rotatingspeed. iii) Motor cycle - 1/2of max. rotating speed for rpm 5000 max. and 3/4 for less than 5000 rpm.

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S AlignmentStudy

i) Horizontalalignment:

The route alignment of this new road project of about 54 kcm.in length. For this study it is divided intotwo sections,notably: (i) section 1 from Chanaige0 to 4+000, (this portion starts from the existing Nalka bridge and ends at the Hatikamruljunctions. (ii) section 2, Chanaige4+000 to 54 +000 (e.g. from Hatikamruljunction to Bonparajunction). Section 2 is a new to be constructedroad. This alignmentpasses throughvast Chalan beel area passing a few scattered villages. Therefore, most of the alignmentwill not have any recipients for noise pollutionwithin impact zone of 300mwidth, at both sides of the road except the villages involving484 householdsand 2904 people approx.and 2:rural primary schools. ii) Vertical aligmnent:

The vertical alignment of the route corridor has been surveyed and it was observed that the ground elevation of villages is 10.85 RL (PWD) average as per recent topographic survey record, The proposed road surface level will be 13.70 RL average (PWD). Therefore, there will be a level difference of approx. 3 m. between the road surface and the existing households, along two sides of route corridor. This has a great influenceof noise impactsupon the recepientsalong the road sides, as shown in a picture below.

Noise impact

A typical view of road side village household in respect of vertical alignments showing effect of traffic noise.

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6 Noise Impact Assessment, For the ProposedNew Road Project.

The proposednew road project generates noisepollution in two phases: * during the constructionphase * during the runningphase

6.1 During constructionphase

During this phase, the main sources of noise pollutioncan be divided into two components.

(a) earth embanlanent construction as per geometric design of road which include earth excavation,carrying, dumping, compaction,levelling, etc.

(b) road pavement works which include stone crushing, paving, levelling, etc.

For the above two componentsof works the followingconstruction equipments,machineries, plants and vehicles will be used e.g. excavator, bulldozer, grader, sheep-footroller, earth removing trucks, stone crushing plants, pile driving equipments,road roller, aphalt mixing plants etc. The activities of above constructionequipment will continue for a period of 3 years (approx.) and will create noise pollution,affecting the occupationalhealth of the site laboursandi surrounding environment. The noise produced during the constructionphase will not be constantbut of intermittentnature, ranging from 70 dBA to 90 dBA (approx.). This will create discomfortand sleep disturbancesto the working staff at site plus surroundingpeople, inflictingadverse impactupon their health.

6.2 During the RunningPhase.

During running phase, the main source of noise will be from traffic. This has been discussedin details in para (2.1) of this report. This traffic noise will be of permanentnature. The intensity of noise level will vary with the traffic density, speed of vehicles and distance of the recipients from the noise sources.

6.2.1 Stages in the Assessmentof Noise Impacts.

Stage-I: indentificationof ambient noise level in the project area before construction Ambient noise level is defined as the level of noise in an area before the change produced by the scheme. It may include traffic noise, as well as noise from other sources.

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As the new road alignment is passing through a thinlypopulated rural area, includingvast agricultural land. At present there is practically no traffic noise perceived around the route corridor, except few motor-cycles,and bullock-cartsin the day time. In the night there is almost quiet except noises from some domestic and wild animals and birds. Therefore, the ambient noise level will be very normal similar to 40 dBA and 30 dBA for the day and night respectively, as per standard sound level chart shown in figure-2.

Stage-Il: identificationof noise related sensitivelocations within impact zone The noise impact zone is delineatedby a 300 m wide strip from the centre of the road at both sides. This 600 m wide band is considered as the impact zone. Each 300 m strip is divided into 3 parts of 100 m each. The strip neares to the centrelineis again divided into two parts, one of 40 m and one of 60 m with the 40 m wide strip closest to the centreline. Thus creating four strips at each side of the centre line, notably: A 0-40m B 40 - 100 m C 100 - 200 m D 200 - 300 m

In this case the first strip A from 0 to 40 m covers mainly the road embankanent.Strips B, C and D contain rural village and agricultural land. All strips have been surveyed to identify the sensitive locationslike schools, hospitals, mosquesand households,and the result is shownin Table-3.

TABLE-3 Field Survey of impactzone for Air amiLdNoise Pollution.

Si Sensitive Areas Stripssurveyed at each side, from the centerline No. 40 m 60 m 100m 200 m 1. Schools x x 2 x 2. Hospitals x x x x 3. Mosques x 2 x x 4. Communitycenters x x x x 5. Households X 56 93 225 * Total nos. of households within impact zone (both sides) = 484 Total populationat (both sides) = 2904 nos. Total Householdwithin 50 m (both sides) = 112 Total populationwithin 100 m (both sides) = 672 nos.

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Stage-Ill: Identificationof traffic on the proposednew road. The rural people living within the impact zone of the road alignmentare experiencedwith the ambient noise of rural areas at present. After the constructionof this new road, the vehicle movement will start on this road with a certain volume of traffic per day. This traffic density will be increased graduallywithin the space of time in future. To assess road noise level, the role of this traffic load per day or traffic density per hour, speed of vehicles, types of vehicles etc. are very essential. The traffic load at different stages, assessedfor this proposed road by the traffic studies, have been collected in connectionwith noise impact assessment,is presentedin the Table4 below:

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TABLE4 Nalka-Hatikamrtl-BonparaNew Road Project EnvironmentalStudies (Noise Pollution) (TrafficSurvey Data Sheet 1993 and 1996)

Year Criteria of Traffic density for Portion of Road (Low Growthed) Traffic Load Nalka-Hatikamrul Hatikamrul-Baraigram Baraigrarn-Bonpara Total Classification Total Classification Total Classification HDV LDV HDV LDV HDV LDV

Without project 3374 2530 844 0 . 0 - per day (75%) 1993 Per hour - 188 141 47 0 0 l (effective 18 hrs.)

Base year 4006 2840 1166 1834 1524 310 2179 1692 487 (openingyear) (71%) (83%) (78%) Per day

1996 ______f Per hour 223 158 65 102 85 17 121 94 27 (effective 18 hrs.)

2015 Predicted year 10,931 7,554 3,377 5,044 4,106 938 6,037 4,563 1,474 Per day l (69%) (81%) _ (76%) Per hour 608 420 188 280 228 52 335 254 81 (effective 18 hrs.)

Source: Traffic Survey, 1993 FeasibilityStudy NHBNR Project Traffic Survey, 1996 Design Study NHBNRProject Stage IV Forecastingof Noise Level and MeasurementFor This New Road Project

To forecast the noise level of the new road, the basic data were obtainedby using formulae developed by the Transport and Road Research Laboratory (TRRL), Department of Environment, under the Departmentof Transport, UK, 1977. Secundary data were like wind impact were calculated following (I) the guidelines of the World Bank's e.g. practical guide - Technicaldata Sheet On Road Infrastructures, 1992, (ii) Design Manual

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for Roads and Bridges - Vol -XI , Departmentof Transport, UK, 1993 and (iii) TRRL Supplementary Report - 425, 1978, Department of Envirornet under the Department of Transport, UK. and consulting the related data, charts, tables, figures, reports of above agencies and collecting informationsfrom other secondary sources the noise impact studieshas been performed as follows:

The noise level can be determined in L1o (18 hrs.) of dBA scale and L1o (I hr.) of dBA scale by the following formulae:

LIO (18hrs.) = - 40.7 + 10 log10 Q+ 33 loglo (V+40+500/V) + 10. log10 (1+5 p/v)+0.2G .... (1) and

L1O (1 hrs.) = - 27.6 + 10 loglo q+ 33 log2o (V+40+500/V) ± 10 log1o (1+5 p/v)+0.2G ... (2)

Whereas:

L1o (18 hrs.) av. LIo for the hours between 0600 to 2400 hrs. Q = Total traffic flow between 0600 hr. to 2400 hrs.

L1O (1 hr.) = LIo level for any one hr. q Total traffic flow in the hour considered. V = Mean traffic speed in km/h. p = Percentageof heavy vehiclesin the traffic flow. G = Gradient of the road expressed in %.

Consideringthe followingvalues for this proposed new road, 1996 2015 Q = Total traffic load/day = 4006 10915 V = Mean traffic velocity/h = 50 km 60 km p = % heavy vehicle = 75% 75% q = Traffic flow/hour = 223 608 G % of road gradient = 3 3

The value of Llo (18 hrs.) for 1996. Comes 70.92 dBA and 76.33 dBA for the year 2015. These values may be considered at the edge of the road. To determine the noise levels at distances, it involves some other factors such as distance correction factors, vertical alignment factor, effects of soil, air and wind etc.

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In this new road project, the traffic density has been considered for the year 1996 (considering as opening year) and predicted density in the year 2015 as described in stage - 3 of this report. The percentageof heavy vehicles has been consideredas 75% for the year 1996 and 2015 respectively. Averagespeed of traffic flow have been considered50 km/h and 60 km/h for the year 1996 and 2015 respectively.Considering the above criteria for the proposed traffic flow, this has been compared with sound level contour ranges chart of TRRL (Shownin Appendix-A)and contour ranges of sound level prepared for the Jamuna Bridge Access Road Project, 1996 (Shown in Appendix-B), a forecasted noise level contour ranges for this New Road Projecthas been prepared as shown in Table-5.

TABLE-5 Forecasted Noise Level Contour Ranges

Traffic Conditionand Reference LIo Contour RangeOver Remarks Level of L10,(18 hrs) of dBA dBA Agriculturalland and Rural Villages of Route Corridor 1996 peak 65 7.5 m 223 vph 75% heavy vehicles 50 km/h Ref. L 1o, (18 hrs.) of 70 dBA l 60 66 m 55 100ml 50 200 m 45 400 m Hypotheticalfuture 2015 65 33 ml 608 vph 75% heavy 60 kn/h Ref. L1o (18 hrs.) of 76 dBA 60 200 m 55 200 m 50 300 m 45 600 m

For this study, 50 dBA noise level has been consideredas standard level for rural residentialareas in

Bangladesh.In the year 1996, the noise level L1O (18 hrs.) of 70 dBA may be produced at the road edge. Due to its lower intensity as result of low traffic density and traffic velocity,this level is further reduced with the distancesand 50 dBA will be perceived at 200 m distanceonly.

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In the year 2015, the noise level L1o (18 hrs.) of 76 dBA is produced at the road edges, but as its intensityis higher due to its higher traffic density and higher speed, the noise level of 50 dBA may be perceived at distance300m. A key map showingthe impact zone of the proposed road along with a motion of impactsof noisepollution, is shown in Appendix-C.

The recipientswithin first 100m strip is about 93 households,they will get a noise impact of 55 dBA in the starting year of this project and 60 dBA in the predicted year 2015, which are within the ambient standardlevel of Bangladesh.

7 Noise Mitigation Measures

The mitigationmeasures can be adopted to reduce the noise level caused

(i) during constructionphase and (ii) during runningphase for the new road project

(i) During construction phase

- EEarmuffs to the site workers should be provided by the employer(s)along with providing shieldingfor generators compressor and other constructionequipments and silencer boxes in trucks and other equipmentswhere applicable.

Constructionmaterials should be handled in day time and not at night time.

Noisy operationslike pile driving, crsrushing,etc. shouldbe restricted to day time only.

(ii) During running phase:

By the GoB:

To control induced development along the road sides, Highway Act, 1993, for land use control, to avoid constructionswithin 10 m from the road boundary.

To enforce the existing Motor Vehicle act and the standard setforth by the DOE to control vehicle sounds in the road.

- To control or banning of loud air horns which are conunonlyused by buses and truck

By the Consultantsto be implemetedin the design:

- By optimizing the horizontal alignment to avoid households and sensitive locations to save them from noisepollution.

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Plantation with trees and bushes on the earth mounds along the road in front of sensitive locationsand households,may reduce the noisepollution to someextent.

8 Conclusion

Road noise is recognizedas a source of pollution to the communityenvironment. This problem has a permanentnature affectingpeople living along the road side. Noise pollution is a relative new issue in this country and DOE has not yet developped any approved methods for assessment of road noise except direct measurementof sound level at different points by noise level meter. Again no data in relation between noise level and distances are available in Bangladesh. So to perform the noise pollution study for this road project, the standard methods of World Bank's practical guide line, DesignManual for Roads and Bridges, Vol XI, Env. assessment,Department of Transport, UK, 1993 and TRRL, Departmentof Enviroment, Departrnentof Transport, UK (TRRL SupplementaryReport 425, 1978, for rural traffic noise predictionwere followed.

The protective measures for reducing the noise impact for rLral areas have been suggested of which vehicle maintenanceand annual testing of motor vehicle should have the priority for strict enforcement to achievethe DOE's Standardsfor sound level for vehicles.

The noise level of road traffic may rise fromn70 dBA to 80 dBA at road at the road side, but this noise is not constant and moreover the householdsalong the road sides are located at appreciabledistances, so this road traffic noise may not have so much effect on the rural people except a discomfort of tolerablenature. Regarding for the predicted year 2015; although the traffic volumewill be increased by several times compared to the base year, the noise level will not increaseby more than 3 dBA and will still remain within the currently acceptedlimits.

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9 References

* Design Manual for Roads and Bridges, Vol-XI Environmental Assessment, Departmentof Transport UK, 1993.

* World Bank- PracticalGuide, Part-3, TechnicalDaLta Sheet, 1992.

* Health Hazards of the Human EnvironmentWHO, 1972

* Initial Environmental Examination Report Jamuna Bridge Access Road Project, Bangladeshby Balloffetand AssociatesInc., USA, January 1996.

* Environrental Quality Standards(EQs) BangladeshDepartment of Environment,July 1991.

TRRL SupplementaryReport 425, 1978. UK. "Rural traffic noise prediction," by D.G. Harland.

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COLOPHON

Client The Governmentof the People's Republicof Bangladesh Project Nalka - Hatikamrul - Bonpara New Road File K4008.01.001 Length of Report 22 pages Author Abdul Hoque Molla Contributions L.J. Wetsteijn Team Leader L.J. Wetsteijn Project Manager R. Vaandrager

Date 31 August 1996

Approved L.J. Wetsteijn

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APPENDIX A

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CalculatedNoise ContourRanges

Traffic conditionsand reference L1o Contour range over level of L1o dB(A) Open sites Farmland Woodland (m) (m) (m) 1974Peak 500 vph 65 38 31 26 20% heavy 60 93 66 48 67.8 km/h 55 220 135 89

Ref. L1o = 71.7 dB(A) 45 1197r 557 288 Hypotheticalfuture 2000 vph 65 154 100 69 25% heavy 60 360 205 125 85 km/h 55 840 415 226 Ref. LIO= 79.6 bD(A) 45 4524 1684 721

Source TRRL, SupplementaryReport 425, 1978, UK.

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APPENDIX B

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RepresentativeNoise SamplingResult (DirectMeasurement by Noise Level Meter) (UnderJamuna Bridge AccessRoad Project- [IEE Studies), 1995

SI Noise MeasurementSites Date of Measured Levels in (dBA) standards No Survey l Max Min Le Area Leq 1 Joydevpur-TangailRoad Nov/1995 78.2 54.9 66.8 A 45 Chadia High School 2 Joydevpur Tangail Road Nov/1995 90.2 49.36 68.2 A 45 ShahagpurHigh School 3 Nabinagar-ChandraRoad Nov/1995 77.1 39.2 61.9 A 45 Onzana Model High School 4 Dhaka-DaudkandiRoad Nov/1995 81.9 41.8 65.2 A 45 Elemantary School 5 Feni Chittagong Road Nov/1995 87.2 53.8 71.2 A 45 Tarail High School and Cyclone Shelter 6 Chittagong-DohazariRoad Nov/1995 75.9 41.8 59.9 A 45 Health Clinic

Source: Jamuna Bridge AccessRoad Project lEE (Initial Env. Exam) Studies, 1996 By - Balloffetand AssociatesInc USA.

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Representative Noise SamnplingResults Sound Level Contouring by Direct Measurement with Noise Level Meter

SI Noise Measurement Sites Noise Level Contoured Hypothetical Noise Level Contour with No By Field Measurement the Distances in dBA Scale with Receptor Distance, Fronmthe Road Edge 0.5m 7.5m 100m 800m 300m 400m |500m 600m

1 Joydevpur-Tangil Road 70 65 60 55 50 45 40 Chandia High School

2 Joydevpur-Tangail Road - 70 65 60 55 50 45 Shohagpur High School I_I__ 3 Nabinagar-Chandra Road 65 60 55 50 45 40 35 Onzona Model High School

4 Dhaka-Daudkandi Road 70 65 60 55 50 45 40 Elementary School

5 Feni-Chittagong Road - 70 65 60 55 50 45 Terail High School .

6 Chittagong-Dohazari Road - 65 60 55 50 45 40 Health Clinic

Source: Jamuna Bridge Assess Road Project. (IEE Studies) - ADB - January, 1996.

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APPENDIX C

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