Public Disclosure Authorized

Western Economic Corridor and Regional Enhancement Program (WeCARE)

Environmental and Social Impact Assessment (ESIA)

Public Disclosure Authorized Jashore- Corridor

Prepared For & Highways Department (RHD)

Prepared By Public Disclosure Authorized

Development Research Initiative (dRi) House -8/7, Road no-01, Block-D, Section- 15, Kafrul -1216, Phone and fax: +88-02-9030828 Mob: 01713504255 E-mail: [email protected], [email protected] and

Public Disclosure Authorized Development Solutions Consultant Limited House-734 (5-B), Road-10, Avenue-04, DOHS Mirpur, Dhaka -1216, Bangladesh, Tel: +8801822758548 Email: [email protected]; Website: www.dsclbd.com

Western Economic Corridor and Regional Enhancement Program (WeCARE)

Table of Contents ABBREVIATIONS AND ACRONYMS ...... vii EXECUTIVE SUMMARY ...... ix 1 INTRODUCTION ...... 1 Background ...... 1 Purpose of the Environmental and Social Impact Assessment ...... 1 Scope of the ESIA ...... 4 1.4.1 Approach and Methodology ...... 4 1.4.2 Baseline Data Collection and Analysis ...... 8 1.4.3 Impact Assessment Methods ...... 9 1.4.4 Geographical Information Systems (GIS) ...... 10 Methods for Mitigation and Management ...... 10 DESCRIPTION OF THE PROJECT ...... 10 1.6.1 WeCARE Program ...... 10 1.6.2 Description of the Jhenaidah-Jashore(J-J) Road Corridor ...... 11 1.6.3 Need for the Project ...... 14 1.6.4 Design Features ...... 14 1.6.5 Design of the Project ...... 15 2 LEGAL AND POLICY FRAMEWORK ...... 32 Regulatory Requirements for the Project ...... 32 World Bank Environment and Social Framework and Standards (ESS) ...... 39 Clearances/Permissions required for the Project Road ...... 47 3 ENVIRONMENTAL AND SOCIAL BASELINE ...... 48 General ...... 48 Physical Environment ...... 48 3.2.1 Climate ...... 48 3.2.2 Topography ...... 51 3.2.3 Physiographic Features ...... 52 3.2.4 Geology and Soil ...... 52 3.2.5 Water Resources and ...... 53 3.2.6 Seismicity ...... 57 3.2.7 Natural Hazards ...... 59 3.2.8 Ambient Air Quality ...... 62 3.2.9 Noise and Vibration ...... 62 Biological Environment ...... 65

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3.3.1 Bio-ecological Zones...... 65 3.3.2 Biodiversity...... 66 3.3.3 Environmentally Sensitive Areas ...... 72 Socio-Economic Condition ...... 74 3.4.1 Background Characteristics ...... 74 3.4.2 Household Characteristics ...... 75 3.4.3 Education Status of HH ...... 76 3.4.4 Participation in NGO and Government Safety Net Programs ...... 77 3.4.5 Land and Dwelling ...... 78 3.4.6 Sublease Land/Lease/Mortgage/Rent ...... 80 3.4.7 House Ownership Status ...... 81 3.4.8 Materials Used to support Roof Wall and Floor ...... 81 3.4.9 Household Assets ...... 82 3.4.10 Business Activities, Savings and Loan ...... 82 3.4.11 Community ...... 83 3.4.12 Poverty Status ...... 85 3.4.13 Gender-based Perception and Violence ...... 86 4 STAKEHOLDER CONSULTATIONS & INFORMATION DISCLOSURE ...... 88 Purpose of Public Participation ...... 88 Past Consultation and Participation during Feasibility Stage ...... 89 Consultation Meetings at Preliminary Design Stage ...... 89 Consultation at ESIA Preparation Stage ...... 90 4.4.1 Summary of Consultation Meeting with Jashore & Jhenaidah Officials (I) ...... 90 4.4.2 Summary of FGD Meeting with Jashore & Jhenaidah Community Members (II) ...... 91 4.4.3 Summary of Consultations with Haibatpur Union Parshad Chairman (III) ...... 93 4.4.4 Summary of Consultations with Community Leader (IV) ...... 94 4.4.5 Summary of Consultations with Women (V) ...... 95 Stakeholders ...... 96 5 ANALYSIS OF ALTERNATIVES ...... 98 Widening or By-pass or Overpass in Commercial and Market Areas ...... 98 Diversions and By Passes ...... 98 6 ENVIRONMENTAL AND SOCIAL RISKS AND IMPACTS AND MITIGATION MEASURES ...... 99 Introduction ...... 99 Risk Screening ...... 99 ANTICIPATED ADVERSE IMPACTS AND MITIGATION MEASURES ...... 106 6.3.1 Related to Assessment and Management of E&S risk and impact (ESS 1) ...... 106

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6.3.2 Relating to Labor and Working Conditions (ESS 2) ...... 107 6.3.3 Relating Resource Efficiency and Pollution Prevention and Management (ESS 3)..... 109 6.3.4 E&S risks and impacts relating to Community Health and Safety (ESS 4) ...... 128 6.3.5 Related on land & assets (ESS 5) ...... 134 6.3.6 Relating to Bio-diversity & Living Natural Resources (ESS 6) ...... 135 6.3.7 Tribal/Indigenous Population (ESS 7) ...... 138 6.3.8 Related on Impacts on Cultural Heritage (ESS 8) ...... 139 7 ENVIRONMENTAL AND SOCIAL MANAGEMENT PLAN ...... 140 Introduction ...... 140 Objectives...... 140 PRE-CONSTRUCTION ACTIVITIES ...... 140 CONSTRUCTION STAGE ...... 141 Operation Stage ...... 141 ESMP ...... 142 Institutional Arrangements for ESMP Implementation ...... 182 Environmental and Social Monitoring Cost Estimation ...... 182 8 INSTITUTIONAL FRAMEWORK...... 184 Introduction ...... 184 Institutional Responsibilities ...... 185 8.2.1 Ministry of Road Transport and Bridges (MoRTB) ...... 185 8.2.2 Inter-ministerial Steering Committee ...... 185 8.2.3 Roads and Highways Department ...... 185 8.2.4 Environment and Social Management Unit ...... 185 8.2.5 RHD Environment and Social Circle ...... 185 8.2.6 Project Implementation Unit ...... 186 8.2.7 Construction Supervision Consultant (CSC) ...... 187 8.2.8 Contractor ...... 188 CAPACITY ASSESSMENT ...... 189 8.3.1 Experience of RHD in Managing World Bank’s ESS related Challenges ...... 189

ESIA- Jashore-Jhenaidah Road Corridor iii | P a g e Western Economic Corridor and Regional Enhancement Program (WeCARE) List of Annexure

Annex A: Environmental and Social Standard (ESS) of the World Bank Annex B: Discussion of the Air Pollution Model and Associated Assumptions Annex C: Details of the Air Pollution Models used to estimate and forecast the data Annex D: Test Results of Soil Quality Annex E: Test Results of Surface Annex F: Test Results of Groundwater Quality Annex G: Important Environmental and Social Features along the ROW Annex H: Details of Consultation Meetings Annex I: List of Alignment Diversion and Impacted Bazars Annex J: Air Pollution (CALINE 4) Modelling Map

ESIA- Jashore-Jhenaidah Road Corridor iv | P a g e Western Economic Corridor and Regional Enhancement Program (WeCARE) List of Tables Table 1.1: Type of Structures ...... 12 Table 1.2: Main Design Element of the J-J road ...... 14 Table 2.1: Summary of Applicable Environment Regulation Regulations of GOB ...... 32 Table 2.2: Applicability of the ESSs to the Project ...... 40 Table 3.1: List of Plants in the Project Area ...... 67 Table 3.2: List of Fauna Identified in and around the Project Area ...... 70 Table 3.3: Basic HH features in the Surveyed Regions ...... 74 Table 3.4: Distribution of Family Size ...... 75 Table 3.5: Distribution of Age ...... 75 Table 3.6: Marital Status of Individuals Living in HHs ...... 76 Table 3.7: School Going Status ...... 76 Table 3.8: NGO Participation ...... 78 Table 3.9: Government Safety Net Programs ...... 78 Table 3.10: Land and Dwellings Details ...... 78 Table 3.11: Summary Statistics ...... 79 Table 3.12: Process of Ownership ...... 79 Table 3.13: Value of Land ...... 79 Table 3.14: Type of Contract ...... 80 Table 3.15: Type of Contract ...... 80 Table 3.16: House Ownership Status ...... 81 Table 3.17: Value of House ...... 81 Table 3.18: Materials Used (Roof) ...... 81 Table 3.19: Materials Used (Wall) ...... 81 Table 3.20: Materials Used (Floor) ...... 82 Table 3.21: Value of HH Assets in BDT ...... 82 Table 3.22: HH Members Profession ...... 82 Table 3.23: Individuals Monthly Income ...... 83 Table 3.24: Savings Pattern ...... 83 Table 3.25: Distribution of Loan Amount in BDT ...... 83 Table 3.26: Types of Financial Institution ...... 83 Table 3.27: Type of Individuals most affected by the project ...... 84 Table 3.28: Type of Individuals Most Benefitted by the Project ...... 84 Table 3.29: Gender Perception Indicators ...... 87 Table 4.1: Consultation Meeting Held During EIA Preparation ...... 89 Table 6.1: Risk Screening Criteria ...... 100 Table 6.2: Generic Adverse Impact Assessment Matrix along the J-J Road ...... 101 Table 6.3: Estimated Total Pavement Materials ...... 110 Table 6.4: Fuel efficiency in km/l ...... 115 Table 6.5: Emission Standards of Fleet (%) ...... 115 Table 6.6: Annual Average Daily Traffic (AADT) for Jashore-Jhenaidah Road (47.2 Km) ...... 115 Table 6.7: Normal Traffic Growth Rates for Different Category of Vehicles ...... 116 Table 6.8: Input Parameters for TEEMP ...... 116 Table 6.9: CO2 Emission Factors for different vehicle types ...... 116 Table 6.10: Output and Output Intensity of CO2, PM and NOx ...... 117 Table 6.11 Predicted noise level by vehicle type ...... 120 Table 6.12 Predicted noise level with relation to receivers ...... 124 Table 6.13: Results of Barrier analysis and proposed barrier with length and materials ...... 126 Table 6.14: Details of Noise Barrier provided at sensitive receptors ...... 127 Table 6.15: Estimated Hazardous waste during Project Construction Phase ...... 132 Table 6.16: Estimated Solid waste Generation during Project Construction Phase ...... 133 Table 6.17: List of Plants in the Project Area ...... 135

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Table 7.1: Environmental and Social Monitoring Plan ...... 179 Table 8.1: Capacity Building ...... 192

List of Figures Figure ES-0.1: Project Location Map ...... x Figure 1.1: Project Location Map ...... 3 Figure 1.2: Typical Cross Section with Bus Bay at Urban Area...... 6 Figure 1.3: Cross-section for rural area (5.0m median, 5.5m SMVT Lane) ...... 6 Figure 1.4: Cross-section at constraint area (1.2m median) ...... 7 Figure 1.5: Cross-section at urban area (1.2m median) ...... 7 Figure 1.6: Project Location Map ...... 13 Figure 1.7 Drainage Patterns of the Project ...... 23 Figure 1.7 Components of Road Safety Plan ...... 26 Figure 3.1: Temperature and Rainfall in Project Area ...... 49 Figure 3.2: Number of Sunny, Rainfall and Cloud Coverage Days in Project Area ...... 50 Figure 3.3: Wind rose Diagram in Project Area ...... 51 Figure 3.4: General Topography of the Project Road Area ...... 52 Figure 3.5: Soil Sampling from the Project Area ...... 53 Figure 3.6: Surface Water Bodies along the Project Road ...... 54 Figure 3.7: Sampling and Onsite Test of Surface Water Quality in the Project Area ...... 55 Figure 3.8: Hydrological Network of the Project Area ...... 56 Figure 3.9: Sampling and Onsite Test of Groundwater Quality in the Project Area ...... 57 Figure 3.10: Seismic Zone and Activity of the Project Road ...... 58 Figure 3.11: Cyclone Risk Zone of the Project Road ...... 60 Figure 3.12: Flood Zone of the Project Road ...... 61 Figure 3.13: Ambient Air Quality Sampling in the Project Area ...... 62 Figure 3.14: Noise Level Measurement in the Project Area ...... 63 Figure 3.15: Vibration Level Measurement in the Project Area ...... 64 Figure 3.16: Bio-ecological Zone of the Project Road Alignment ...... 66 Figure 6.1: Result Output of TNM ...... 124 Figure 6.2: Noise Barrier Analysis ...... 126 Figure 6.3: Traffic Calming measures at Blind Curves/Hair Pin Bends ...... 129 Figure 6.4: Traffic Calming measures at School zones ...... 129 Figure 6.5: Traffic Calming measures at School zones ...... 130 Figure 8.1: Institutional Framework ...... 184

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ABBREVIATIONS AND ACRONYMS ADB Asian Development Bank BBS Bangladesh Bureau of Statistics BCAS Bangladesh Centre for Advance Studies BCR Building Construction Rules BECA Bangladesh Environmental Conservation Act BRTA Bangladesh Road Transport Authority BECR Bangladesh Environmental Conservation Rules BOD Biological Oxygen Demand BOQ Bill of Quantity BWDB Bangladesh Water Development Board CITES Convention on International Trade of COD Chemical Oxygen Demand CPR Community Property Resources DCs Deputy Commissioners DGWT Deep Ground Water Table DO Dissolve Oxygen DoE Department of Environment EA Environmental Assessment EC Executive Committee ECC Environmental Clearance Certificate EIA Environmental Impact Assessment EMP Environmental Management Plan ESCP Environmental and Social Commitment Plan ESMP Environmental and Social Management Plan ESF Environmental and Social Framework ESSs Environmental and Social Standards FAO Food and Agriculture Organization FD Forest Department GHG Greenhouse Gas GIS Geographical Information System GOB Government of Bangladesh GRC Grievance Redress Committee GRM Grievance redress mechanism GW Groundwater HFL Highest Flood Level

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IEE Initial Environmental Examination IECs Important Environment Components LGED Local Government Engineering Department LGRD &C Local Government Rural Development and Cooperative MOA Ministry of Agriculture MoRTB Ministry of Road Transport & Bridges MOEFCC Ministry of Environment, Forest and Climate Change NCS National Conservation Strategy NEC National Environmental Council NEP National Environmental Policy NEMAP National Environmental Management Action Plan NGO Non-Governmental Organization

NOX Oxides of Nitogen PAPs Project Affected Persons PIU Project Implementation Unit PM Prime Minister PM Particulate Matter PMMU Project Monitoring and Implementation Unit PPEs Personal Protection Equipment RHD Roads and Highways Department RoW Right of Way SAFTA South Asian Free Trade Area SCR South Central Region SWR South- West Region SGWT Shallow Ground Water T able

SOX Oxides of Sulphur SPM Suspended Particulate Matter TA Technical Assistant TDS Total Dissolve Solids TSS Terms of Reference ToR Total Suspended Solids USDA Department of Agriculture WARPO Water Resources Planning Organization WB World Bank WMP Waste Management Plan

ESIA of Jashore-Jhenaidah Road Corridor viii | P a g e Western Economic Corridor and Regional Enhancement Program (WeCARE) EXECUTIVE SUMMARY 1.0 Background

1. Road transport accounts for 70 percent for passenger and 60 percent for freight traffic in Bangladesh. The total road network size of the country is roughly 375,000 km (road density of roughly 250 km per 100 km2), reflecting the progress in improving connectivity access. The rural road network makes up 94 percent of the network, and Bangladesh has one of the highest scores on the Rural Access Index. Yet, despite improvements in access, the overall quality of the road network remains poor. Only 27 percent of the rural roads and 40 percent of the main roads are paved, half of which are in good condition. Currently, most inter-district roads and highways do not conform to the standards of the Asian Highway norms. To improve the condition of the Jhenaidah to Jashore road, the Government of Bangladesh (GoB) has requested the World Bank to finance the upgradation of the existing 2-lane highway to a 4-lane road through the Western Economic Corridor and Regional Enhancement (WeCARE) program.

2. The WeCARE program is a Multi-Phased Approach (MPA) intended to finance upgradation of a total of 260-Km existing road in the western Region of Bangladesh from 2-lane to 4-lane and improvement of the safety conditions and features of these roads. For the first phase of the MPA, which is this project, an approximately 48.7-km Jashore-Jhenaidah Road will be upgraded. This road connects Natore, Pabna, Kushtia districts to Jashore, and Satkhira districts.

2.0 Description of the Jhenaidah-Jashore Route

3. The Jhenaidah – Jashore road begins at Al-Hera Mor in Jhenaidah and continues till Murali Mor, Jashore (48.7km approx.). The route connects with the existing N7 national highway heading in a westerly direction through Magura and on to Jhenaidah before turning south to Jashore and finally south-east to Khulna. These districts are connected by roads, railway, and river launches (passenger and cargo). The nearest airport is situated at Jashore (within 5 km distance from the starting point). The horizontal alignment of the existing road is open and free-flowing; however, there are constrictions to the alignment in a number of areas. During the field visit, several structures were observed on both sides of the highway corridor. Examples of the observed structure include but not limited to schools, colleges, medical facilities, mills and factories, a portion of the Jashore cantonment, bazaars, cell phone towers, business and government-owned structures.

4. The road is situated close to the railway track, and this feature presents a number of challenges. The road and railway track run parallel to each other (in some locations) and the J-J road bypasses the railway line at a number of locations. Agricultural lands and trees were observed on both sides of the roads. Moreover, the J-J road is joined by various small and semi-paved road originating from nearby villages, and unions. While the road is mostly smooth, however, there are a number of locations (8- 10) where the state of the road can be considered risky. This road is usually frequented by bus, trucks, cars and motorcycles, and locally improvised four and three wheelers (nasimun and karimun). The presence of smaller vehicles often leads to accidents on this route. Shalabhara part of the J-J road is infamous for the number of accidents observed per year. Temporary markets are set up on a regular basis in different places of the roadside that exacerbate the risks of accidents.

5. Currently, the width of the existing road is approximately 7.5 to 8 meters. Upgrading the 2-lane highway into a four-lane highway may require an increase in the RoW to approximately 50 to 60 meter in rural areas and 30 to 40 meter in urban areas. In some sections, the present RoW and its adjacent RHD lands in shoulders are sufficient for widening the road; however, this is not the case for the entire road, and hence land acquisition will be required. Land acquisition and civil works are likely to trigger involuntary physical (loss of agricultural and homestead land) and economic displacement (loss of income, business structures) and may cause environmental degradation through loss of trees

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along the ROW, including very old trees, changes to local drainage patterns and health and safety of workers and communities.

Figure ES-0.1: Project Location Map

6. It is estimated that there are total of 50 box culverts and bridges along the project alignment. The box culverts and bridges will be readjusted to ensure that they can pass through 50 year and 100- year model storm respectively. Road side drainage shall also be required at a number of locations where the road passes through markets and local markets (bazaars).

3.0 Purpose and Scope of ESIA

7. An Environmental and Social Impact Assessment (ESIA) of the project is required to assess the environmental and social risks and impacts of the upgradation of Jashore-Jhenaidah Road from 2- lane to 4-lane road and to develop measures based on mitigation hierarchy to manage environmental and social risks and impacts. RHD prepared an EIA in 2015 for the same road section. The EIA has been updated through this ESIA to ensure that the present ground reality is accounted for and the requirements of the World Bank’s ESF are met. Thus. This ESIA is based on a preliminary design prepared for Jashore-Jhenaidah Road by ADB and is prepared in accordance with the World Bank Environmental and Social Framework (ESF) and its relevant Environmental and Social Standards (ESSs) as well as with the Government of Bangladesh’s Environmental Conservation Rules 1997, EIA Guidelines 1997 and other relevant laws and policies. This ESIA will be updated and finalized based on the detailed engineering design of Jashore-Jhenaidah Road, which will be undertaken after World Bank Board approval of the project.

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8. The scope of the updated ESIA report describes the following most important features: i. A general description of the project and existing physical, biological and socio-economic conditions; ii. Analysis of different alternatives to the project in terms of environmental and social perspectives; identification and assessment of the potential risks and impacts on the natural and human environment in the project area, from the construction of the project; iii. Consultation with the locals/stakeholder involving concerned people in order to identify and act on any undocumented or perceived and; iv. Identification of mitigation measures including monitoring framework in the form of an Environmental and Social Management Plan (ESMP).

4.0 Legal and Institutional Framework

9. The ESIA presents a review of the existing laws and policies related to the environmental and social dimensions of the Jashore-Jhenaidah road corridor project. Along with providing a summary of the relevant GoB laws and policies, it presents the World Bank’s Environmental and Social Standards (ESS). Gaps between the relevant government laws and World Bank ESS are also presented along with remedial measures to address the gaps. Where gaps exist, the project will adopt the most stringent standards.

5.0 Environment and Social Baseline

10. The baseline conditions of environmental quality at the project site and the preliminary road design serve as the basis for identifying, predicting and assessing impacts. The Baseline environmental quality is assessed through field studies within the RoW for the different components of the environment, viz. Air, noise, water, land, socio-economic, etc. along with the project activities.

11. The project area (Jashore to Jhenaidah road) corridor is located in the south-western region of the country. Though far less than half of Bangladesh is in the tropics, the influence of the Himalayan Mountain Range has created a tropical macroclimate over most of East 's landmass.

12. In Jashore, the average wind speed ranges from 5 to 19 km/h during most of the months in a given year. In the project location, the extremes of the zones to the north are somewhat tempered in the south-west zone. Rainfall varies from 1,500 mm to 1,800 mm. The mean highest possible summer temperature is less than 35 ° C. The general topography of the project area comprises of floodplains in the majority of the road and terraces. The topography of the project area slopes from north to south with elevation ranged from 15 m a.m.s.l to 11 m a.m.s.l. The project road alignment area lies mostly in the north-western and south-western part of the country and depends on the River for freshwater supply. The entire road alignment runs through Ganges Floodplain physiographic unit. The general soil types of the project road area predominantly include the Calcareous Alluvium, and Calcareous Dark Grey Floodplain soils and Calcareous Brown Floodplain soils. The quality of the local soil was identified to characterize the baseline status. During the survey period, soil samples were collected from the possible 2 locations. The samples were sent to the laboratory of Dhaka University.

13. The project road alignment crosses , , Begobati River at several locations. There are also significant numbers of (stagnant water body) and canals in and around the project locations. Besides, there are numerous ponds and ditches available in the project area. The surface water quality assessment in the project influence area has been carried out for the most critical parameters. The sampling was undertaken from the rivers of the proposed bridge locations (Bhairab River, Begobati river, Bishkhali River, Chitra River) during the field survey. From quality test report, it has been anticipated that the maximum parameter is complied with the national standard except for a few parameters. The deep groundwater table (DGWT) in terrace land (Project area)

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fluctuates between 15.0m and 20.0m during the dry season and reaches to the surface during the rainy season. Groundwater in terrace lands is over exploited due to domestic, industrial and agricultural uses and the draw down is near to 7.0m during the dry season.

14. As per the seismic zone classifications, project road falls in zone III means low seismic intensity. The project area does not fall under the risk zone of the cyclone. The drainage of the surrounding areas is mostly dependent on the water levels of the peripheral rivers. Therefore, the project area is risk free from cyclone and flood hazard.

15. Air pollution is localized and comparatively moderate in the project corridor. Air pollution in the project area is from road dust, black smoke from diesel engines, construction dust, windblown dust from agricultural lands, domestic heating and cooking, and transportations.

16. According to World Health Organization’s Guidelines for Community Noise (1999), daily sound pressure levels of 50 decibels (dB) or above can create discomfort amongst humans, while ongoing exposure to sound pressure levels over 85 dB is usually considered the critical level for temporary hearing damage. The vibration level of the surroundings of the project area is insignificant. However, there is a negligible vibration level from the traffic movement on the nearby road.

17. The project is located on flat land with mixed vegetation and has a low chance of being inundated. Crops, vegetables are cultivated at the surrounding mainly include rice, wheat, tobacco, corn, nut, rabi (winter) crops and variety of homestead vegetables. Different types of aquatic flora species were recorded along the project roadside. The ponds and burrow pits within RoW are presently used for fish culture or fish stocking. There is no natural stream or wetland within the RoW, so upgrading the 4-lane will not impact local or regional hydrology. There are hardly any physical structures and/or cultural heritage sites along the highway or within 5.0 km of the route. Marjat Baor, the closestiecologically critical area that is situated in the Kaliganj Upazila of Jhenaidah, is more than 5 km away from the project site and will not be affected. So, there is no environmental sensitive location within a 5 km radius of this proposed road upgradation works.

18. A Social Survey was carried out in the project intervention areas to create a profile of the socio- economic features of the communities. The survey team interviewed 200 households (HHs) across Jashore and Jhenaidah. Out of the 200 surveyed HHs, 55 HHs are located in Jashore while 145 HHs are located in Jhenaidah. The average age of each HH is approximately 31.17. Education status indicates that 22 percent of individuals are regularly attending school. Around 10.14 percent of the surveyed individuals are currently involved in NGO run microcredit programs. Fourteen percent of HH are sharecropper. About, 67.35 percent report that then the land they own is in the same district and near their house. The average value of land owned by HH is BDT1284793 (USD15,000), and 393 individuals residing in the surveyed HH owns land. About 60.5 percent of HH live in homestead owned by themselves. The current mean value of HH assets is BDT 16,902 (USD 200). The respondents strongly suggested that there is no restriction in the project area related to land use. Only 2.5 of respondents have reported restrictions, and this restriction is linked to people owning land. Close to 80 percent of the surveyed HH expected that the project would benefit the entire community, followed by transport related entrepreneurs. However, during the social survey no HHs belonging to ethnic minority groups was found in the project corridor.

19. The respondents expect no negative impact as a result of labor influx since migrant labor will live in separate camps and their movement will be restricted. Around 65 percent of HH reports that the market will be affected and another 13.5 percent of HH expect schools and madrasas might be impacted as a result of the project. The HH perception of women’s status and rights are captured by 16 questions in the survey. Broadly the results indicate that women are discriminated against in the surveyed regions.

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6.0 Vulnerable Groups

20. The social analysis carried out thus far has indicated the presence of a number of vulnerable HHs based on age, income, disability and self-reported food status. The approximate Bangladesh poverty line is Tk5000 / month (equivalent to US$2/person/day). Keeping in mind the challenges faced by the poverty line measure, the ESIA finds that there 34 HH who earn less than or equal to BDT5000 and hence can be categorized as vulnerable. Income data also shows that there are 210 individuals in the surveyed HH who earn less than or equal to BDT 5000 a month may become vulnerable due the project depending on the transaction cost that might be incurred during the various phases of the project .(e.g. of transaction cost may include: additional travelling cost, opportunity cost of lost income, inability to find similar jobs in the local labor market etc.). Close to 16 percent of the HH faced some degree of food shortage. The survey has identified 68 individuals whose age is higher than 60 years and the project may impact them disproportionately. Moreover, 12 individuals suffering from a disability has also been identified. Acquisition of land may also cause some individuals to lose a significant proportion of land (10 percent) and make these individuals or HH vulnerable as a result of the project. However, “vulnerability” as a result of land acquisition will become apparent closer to census survey before the RAP is designed.

7.0 Analysis of Alternatives

21. A major infrastructure project has the potential to transform regions and their economic outlook. However, it also has the potential to impart negative externalities on the locality. In accordance with the principle of avoid, minimize or mitigate this ESIA considered a number of alternatives in project design along with carrying out analysis on the no project scenario. The three options that have been considered in the preliminary design are as follows:

▪ Widening of RoW to allow 4 lanes and any necessary junctions with the demolition of commercial areas: during construction this would impose a negative impact on the economic health of the area and may cause significant physical displacement. It would also worsen the road safety for pedestrians, and other road users.

▪ Bypass: This alternative will negatively affect agricultural land and farmers. It should only be considered for larger centers. The health of the existing commercial area may be adversely affected by the loss of trade due to the establishment of the bypass;

▪ Flyover (elevated road): This may have advantages over widening the RoW, which will require extensive land acquisition and resettlement. However, it would reduce the environmental quality of the land and building below the flyover and may still require some land acquisition and resettlement.

22. The present alignment between Jashore and Jhenaidah will require numerous short distance realignments to be straightened in order to ensure that the designed alignment is in accordance with the RHD standards. The selection of these minor realignments has ensured a minimum negative impact on the local environment and built environment; and reduced the need for more land acquisition and resettlement. There are a total of 10 diversions or minor diversions to straighten the alignment or to improve approaches to new or existing bridges.

7.1 No Project Scenario

23. Given the transformative implications of the project, the no build alternative is perhaps not an acceptable option. An infrastructure project in terms of the scale of the proposed project is likely to have some negative impact, however, installing robust environmental and social measures will

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ensure that the negative impacts of the project are minimized and affected HHs can be at least at the same level in socio-economic terms if not in a better position. Therefore, at the margin, the cumulative benefits of the project significantly outweigh the costs.

8.0 Anticipated Environmental and Social Impacts and Mitigation Measures

24. The project’s likely environmental and social risks and impacts by each relevant standard have been preliminarily assessed based on the current design, which was done in 2015 with funding from ADB and measures to mitigate them have been proposed. This ESIA will be updated and finalized at the detailed design phase of this road when the final alignment is decided and selected.

8.1 E&S risks and impacts

25. Project shall define a vulnerable person in terms of various criteria including female headed HH, physically challenged individual, income of less than BDT5000 per month, widows, and individuals above the age of 60 years irrespective of whether they are titled land owners. Vulnerable groups would also include those farmers who (after the acquisition of land) become small/marginal farmers and also qualify for inclusion due to income equal to or less than BDT 5000. Needs and concerns of the local people including the disadvantaged groups like physically challenged people were considered. As mentioned earlier, the social survey has identified a number of vulnerable people in the area. The project will ensure individual and HH level special economic package for vulnerable groups and individuals as additional assistances as part of R&R measures. In addition, provision of public amenities like toilets, drinking water provision of streetlight in settlement areas, road safety during construction particularly at socially sensitive locations such as hospitals, schools, etc. will consider access of differently able people.

26. The widening and improvement works of Jashore-Jhenaidah road that will be carried out within the expanded ROW will have sizable land acquisition requirements and will Involve physical and economic displacement of project-affected people, structures and public utilities. In addition, construction-related risks and impacts are also expected, including increased risk to health and safety of workers and communities, increased traffic flow and traffic-related accidents and social issues related to increased labor influx such as gender-based violence and child labor– all expected to take place during construction.

27. The improvements of Jashore-Jhenaidah road is also assessed to have no significant cumulative impacts as works are mainly within existing road and in an area that has already been altered, fragmented and highly disturbed for many decades as a result of human , agricultural and aqua-cultural development, encroachment and establishment of new settlements along the highway, land transformation and other associated development. With or without improvement works in Jashore-Jhenaidah road, land use change and land transformation have already taken place and will continue to take place as a result of other factors such as urbanization and development of the western province.

With no new capital investment in the road, the Jashore-Jhenaidah road would have to undergo the challenges of all future traffic flows, which are expected to increase given the envisaged future development in the area. This would create a significant environmental and social disturbance on the existing communities residing along the present alignment. There would be sharp increases in noise and vibration and air pollution. Not implementing the project will also have social implications. Road users, local communities and pedestrians would have to contend with an increased level of health and safety risks as crossing the road would become more hazardous and the roadside communities would be physically segregated between the different sides of the road. Traffic congestion would

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increase, and the economic cost of traffic jams is likely to impose a negative externality on the local economy. Overall the quality of the environment and social conditions would deteriorate along the road corridor in the no project scenario. With the project, road conditions will improve, health and safety will also improve with separation of Slow-Moving Vehicle Traffic (SMVT) from fast moving vehicles and the implementation of safety design features of the road, including imposition of traffic speed limits and signages. There will also be reduction in travel time and trading of goods is expected to increase and be made more efficient.

28. A Strategic Environmental and Social Assessment will be carried out in the Western Corridor of Bangladesh during the implementation of the project to assess the cumulative impacts of the past, present and future development in the Western corridor and inform the ESIAs of the future phases of the program.

8.2 E&S risks on labor and working conditions

29. RHD shall contract agencies to undertake civil works, agencies/firms to support core-functions; primary suppliers of material/equipment and other implementation support partners. The various categories of project workers include: Direct workers, Contracted workers (including Migrant Workers) Primary supplier workers (those providing goods and materials, e.g. IT services, security services outsourced through by the contractor); Risks include: employment of child labor, non- payment of wages by employer; non-payment of benefits (compensation, bonus, maternity benefits etc.) by employer; discrimination in employment (e.g. abrupt termination of the employment, working conditions, wages or benefits etc.); possibility of gender based violence as the road shall traverse through sensitive locations such as hospitals, schools, etc. that are near to habitations; health risks of labor relating to HIV/AIDS and other sexually transmitted diseases.

8.3 E&S risks relating to resource efficiency and pollution prevention and management

30. The assessment of impacts and risks due to road constructions has considered a settlement, nearby infrastructure, drainage pattern of the area, water bodies, roadside trees/plantation, prone locations, sensitive receptors of air, water, noise and soil quality etc. In addition, natural calamity like , earthquake and flooding were also considered during assessment due to the location of road in such sensitive geography. The main impacts include air pollution due to dust emission and noise pollution along with potential water pollution if remedial measures are not ensured.

31. GHG emission likely to be generated from the project has been computed using the Transport Emissions Evaluation Model for Projects (TEEMP) developed by Clean Air Asia14, the Institute for Transportation and Development Policy and with funding from ADB. Results from the model runs of CO and NO prediction for 67 evenly spaced points for 2018 (baseline scenario) and 2035 (future scenario) indicated that none of the segments exceeded the recommended limit for CO (1 hr. conc. 35ppm) and NOx (none for 1hr. conc.) emission set by DoE.

8.4 E&S risks and impacts relating to Community Health and Safety

32. The road will act as a haul road for transporting construction materials will cause a nuisance to local road users (road users and pedestrians). Risks include: i) influx of migrant workers could potentially cause local unease and potential conflicts with local people; ii) high likelihood of direct exposure to increased construction related traffic related accident especially at road sections traversing settlement area with limited carriageway/roadway width, and sensitive receptors such as schools, religious place, health center/hospitals; iii) high dust levels from earthworks, high noise and emission level from traffic congestion and idling of vehicles; iv) road excavation, use of vibratory equipment, construction debris handling and disposal etc. during construction; v) possibility of involving child labor.

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8.5 E&S risks and impacts on Land Acquisition, Restrictions on Land Use and Involuntary Resettlement

33. The nature of the intervention is linear and will require land acquisition. Based on the preliminary estimates in total 106.29 and 148 hectares of land will need to be acquired respectively from Jhenaidah and Jashore for the Jashore-Jhenaidah part of the project. Land acquisition will lead to loss of land for both title and non-title holders and cause disruption in income and livelihood streams for individual and groups of people. During the construction stage, land acquisition is anticipated to be required to establish construction camps, material stock yards, hot mix plants and machinery for road expansion. These land requirements will be fulfilled through using the encumbrance free government land adjacent to the road or by taking the land on lease from the willing parties or purchasing private lands. With the development of the road, avenues for economic activities and opportunities will be created. The RAP and entitlement matrix will be prepared. In managing lack acquisitions and involuntary land resettlement, relevant stakeholders will be consulted and engaged as proposed in the Stakeholder Engagement Plan. In addition, in cases of impacts on livelihood, rehabilitation through appropriate skill training/financial counselling would be required. Finally, concerns and needs of vulnerable groups will be addressed through a mix of measures that includes additional assistances as part of R&R measures.

8.6 E&S risks linked to Cultural Heritage

34. The alignment of the project road does not have any cultural heritage based on the preliminary study; thus, the project is not expected to affect cultural heritage. There will be some madrasah and graves that may be physically affected and they will be relocated and included in the RAP. A chance find procedures will be incorporated in the ESMP, and a chance find clause will be incorporated in work contracts with contractors.

8.7 E & S risks linked to Biodiversity Conservation and Sustainable Management of Living Natural Resources

35. Impact on Flora: The site clearance activities for road construction will involve the removal of roadside vegetation and felling of trees. The results of the baseline survey indicate that the project corridor is relatively less diverse due to human intervention. Ecological investigations have indicated the absence of any environmentally-sensitive habitats or ; there are also no rare, endangered and threatened species within the corridor. Marjot Baor, an ecologically-sensitive habitat, is more than 5-km away from Jashore-Jhenaidah road and will not be affected.

36. Impacts on Fauna: There is no National Park or wildlife sanctuary with in 10km from the project corridor. The biodiversity investigation along the project corridor has not indicated the presence of Monitor Lizard (Varanus Bengalensis) and common peafowl (Pavo Cristatus) comes under Schedule- I (part-II) category of Wildlife Protection Act, 1972. The habitats and ecosystems in the project area support various types of animals as given in Table 6.19.

9.0 Stakeholder Engagement and Information Disclosure

37. Stakeholder engagement through meaningful consultation has been carried out to ensure participation from various stakeholders of the project including the community. Stakeholder engagement is considered most effective when initiated early in process. Consultation is considered to be an inclusive process and is expected to be carried out throughout the lifecycle of the project. Effective and meaningful consultation enables the development of strong and responsive relationships that are critical in managing environmental and social risks as a result of the project. Currently, the identified stakeholders include the financing agencies, the government agencies involved in design, planning and implementation, PAPs who may be positively or negatively or directly

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or indirectly affected. Other interested parties include local NGOs. As part of the consultation process the project team which included RHD staff and consultants carried out public consultation and FGDs with (i) community members (ii) officials from different departments and sector (iii) community leaders, (iv) Union Parishad Chairman and (V)women to capture gender dimensions. Environmental and social consultations were held at eight locations along the proposed alignment of the project. The public consultations revealed that the participants weren’t fully informed about the status of the project, once the consultants explained to the stakeholders about the nature of the project, the stakeholders provided inputs in terms of project design and other amenities. The community members also raised questions about the compensation determination process and the team updated the stakeholders that the compensation will be determined based on GoB and World Bank policy. FGDs also revealed support for the project from various stakeholders and they provided critical information on the views of the stakeholders on labour influx, traffic management and occupational health and safety of the workers. On the whole the stakeholders were welcoming of labour inflow from other districts and requested officials to equip workers with the adequate safety equipment. Moreover, a robust traffic management plan was also requested by the stakeholders.

38. RHD consulted all stakeholders to disclose relevant information which include this draft ESIA in November 2019 to allow stakeholders to understand the risks and impacts of the project and potential opportunities. RHD provided information to the stakeholders in a way that enables meaningful consultation with stakeholders on project design. The information disclosed in relevant local languages and in a way that is culturally appropriate taking into account the needs of the various groups that may be disproportionately affected by the project. Further, more consultations will be carried out during the updating and finalization of the ESIA at detailed design stage of the road.

10.0 Environmental and Social Management Plan (ESMP)

39. An ESMP has been designed to mitigate the Project’s environmental and social risks and impacts. It includes generic construction impacts as well as site-specific impacts on sensitive receptors, mitigation measures, monitoring, capacity building, responsibilities and reporting system and budget. In addition, the ESMP provide measures to address GBV issue at the project level. A separate Resettlement Action Plan will be prepared during the detailed design phase when the final alignment and detailed design are completed to address any land acquisition and physical and economic displacement related to involuntary land take. The ESMP obligates the contractor, prior to mobilization, to prepare the C-ESMP, which shall be approved prior to the commencement of construction activities. The Contractor’s CESMP shall include OHS Plan, Water and Waste Management Plan, Influx management Plan, Workers Camp Management Plan, CHS Plan, Traffic Management and Road Safety Management Plan, Borrow Area Management Plan, Construction Materials Sourcing Plan and Site restoration Plan among others in accordance with the GoB and WBs standards and guidelines. All such plans will be reviewed and approved by the PIU and RHD prior to commencement of construction works. The approved C-ESMP shall be reviewed periodically (but not less than every six (6) months) and updated in a timely manner. The executing agency for the project is the Roads and Highways Division (RHD).

11.0 Institutional Framework

40. A project implementation unit (PIU) will be established by RHD which will be headed by a full-time project manager with support from Environmental Specialist, Social Development Specialist cum PRO, Health Safety, and Labor Specialist, Land Acquisition and Resettlement Expert and, Gender Specialist. The Environmental and Social Circle of RHD will also be supported and strengthened under the project. Environmental and social specialists will be a part of the CSC to monitor the ESMP implementation and ensure compliance with both WB and Government of Bangladesh requirements.

12.0 Grievance Redress Mechanism

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41. A GRM will be established to receive, evaluate and facilitate the resolution of affected people’s concerns, complaints, and grievances. The GRM aims to provide a time bound and transparent mechanism to voice out and resolve social and environmental concerns linked to the project.

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1 INTRODUCTION

Background 42. Bangladesh's exchange with South Asia and has been on the ascent since the mid- 2000s, and about 40% of complete exchange at present happens with these areas. The activity of the South Asian Free Trade Area (SAFTA) since 2006 and obligation-free market access for most items in the Indian markets since 2011 have made potential open doors for higher exchange with South Asia, especially with India. The improvement of cross-fringe network between these neighboring nations will open up chances to additionally upgrade exchange. Bangladesh can possibly turn into a Sub- Regional vehicle and trans-shipment focus, connecting the vigorously populated South Asian area to the thriving markets and nations toward the north and south-east of Asia.

43. Road transport being the prevalent method of transport in Bangladesh representing about 80% of all- out traffic movement, the street quality does not match the Asian Highway norms. The current interstate connections are basically two-path streets and rail joints are essentially single track. The majority of Bangladesh's street organize should be updated for taking care of present-day differentiated vehicles. To improve the present road condition of the Jhenaidah to Jashore, the GoB has requested the World Bank to finance the upgradation of the existing 2-lane highway to a 4-lane road. The total length of the road is approximately 48.7 km. This road connects Natore, Pabna, Kushtia districts to Jashore, Khulna and Satkhira districts. This road will be constructed under the first phase of the Western Economic Corridor and Regional Enhancement Program (WeCARE) to be funded by the Asian Infrastructure Improvement Bank (AIIB) and the World Bank. The Roads and Highways Department (RHD) will construct the road.

Purpose of the Environmental and Social Impact Assessment 44. This report is the Environmental and Social Impact Assessment (ESIA) for the 48.7km Jashore- Jhenaidah Road, which is based on a preliminary design supported by ADB

45. The objective of this ESIA is to assess the environmental and social risks and impacts of the upgradation of Jashore-Jhenaidah Road from 2-lane to 4-lane road and to develop measures based on mitigation hierarchy to manage environmental and social risks and impacts.

46. This ESIA is part of the process of compliance in accordance with the Government of Bangladesh and the World Bank Environmental and Social Framework (ESF) and its relevant Environmental and Social Standards (ESSs). The ESIA assesses the risks and impacts and provides various environmental and social measures to avoid, reduce, mitigate and compensate these risks and impacts during preparation, construction and operation of the project.

47. The ESIA is based on primary and secondary data and information. The primary data includes data collected from the field and the secondary data includes review of statistical and relevant information from Government and other sources, including the EIA and SIA conducted for Daulatdia-Magura- Jhenaidah-Jashore-Khulna Road (N7) with funding support from the Asian Development Bank (ADB) in 2015. Discussions and consultations were held with a number of government institutions, private institutions and NGOs and members and representatives of the community. In accordance with the standards of the Department of the Environment (DoE) of the Government the ESIA must also be in accordance with their requirements. This ESIA has been prepared in accordance with the requirements of the GoB defined in the Bangladesh Environment Conservation Act (BECA) and the World Bank (WB) as defined in Chapter 3 below. The ESIA will be updated and finalized during the detailed design phase of Jashore-Jhenaidah Road, when the final alignment and final design are

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completed. This will be done and completed after the approval of the project by the World Bank Board.

48. The Roads and Highways Department (RHD) under the GoB Ministry of Road Transport & Bridges (MoRTB) is the project implementing agency, and responsible for the road’s component of WeCARE. RHD contracted environment and social consultants of an independent consultant firm, Development Research Initiative (Environmental Specialist & Social Specialist) to update the existing ESIA for Daulatdia-Magura-Jhenaidah-Jashore-Khulna Road (N7) which was financed by the Asian Development Bank. This ESIA updates information for the Jashore-Jhenaidah segment and incorporates the ESF requirements of the WB.

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Figure 1.1: Project Location Map

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Scope of the ESIA 49. The scope of the updated ESIA report describes the following most important features: • A review of the environmental legislative, regulatory and policy guidelines and considerations relating to the implementation of the project; • A general description of the project and existing physical, biological and socio-economic conditions; • Analysis of different alternatives to the project in terms of environmental and social perspectives; • Identification and assessment of the potential impacts on the natural and human environment in the project area, from the construction of the project; • Consultation with the locals/stakeholder involving concerned people in order to identify and act on any undocumented or perceived environmental issues and; • Identification of mitigation measures including monitoring framework in the form of an Environmental and Social Management Plan (ESMP). • Identification of mitigation measures in the form of an Environmental and Social Management Plan (ESMP) Approach and Methodology

Approach and Methodology 50. The study has been conducted in accordance with Environment Conservation Rules, 1997, Government of Bangladesh (GOB) EIA Guidelines, 1997, and the World Bank Environmental and Social Framework. The study is based on both primary and secondary data and information. The primary data includes data collected from field observations and secondary data includes the 2015 EIA and SIA and the review of the Bangladesh statistical and relevant information from Government Departments. For social baseline, discussions were held with stakeholders including government officials, community representatives and a wide range of road users and roadside dwellers. The main purpose of this approach was to obtain a fair impression on the people’s perceptions of the project and its environmental impacts.

51. In order to establish the baseline biophysical conditions within the study area, relevant secondary and primary data was collected and reviewed, a comprehensive field visit was undertaken, and a number of consultations with local people were carried out. For better assessment, the data collection was planned as per the segmented contract packages. The data generated allowed to better understand the complex interplay between the various biotic and abiotic factors within the study area and to establish the baseline conditions. Once this baseline was established it was used as a reference point to identify potential changes to the environment that may occur as a result of the proposed Project activities, as well as to allow development of measures to prevent, mitigate or manage these potential impacts.

1.4.1 Project Corridor 52. The Project corridor is delineated according to two criteria: right of way (RoW); which the RHD is legally entitled to, and Corridor of Impact (CoI), i.e. the width of the corridor that will be impacted, directly or indirectly, by the proposed project during the construction and operational phases.

1.4.1.1 Project Right of Way (RoW) 53. In 2015, the paved RoW for the proposed project was considered 34.6-39m wide depending on the nature of areas, viz., rural, urban or market. However, RHD is now considering total clear width for urban areas approximately 45m and in rural areas 50m. This will require land acquisition in some places as the existing RoW is between 24 to 36 m depending on locations. Details of measurements of RoW are given in Figure 1.2 - Figure 1.5. Major construction works will generally remain confined

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within the RoW. All the infrastructure and commercial activities within the existing or proposed RoW need to be relocated as they will have direct impact of the project.

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Figure 1.2: Typical Cross Section with Bus Bay at Urban Area

Figure 1.3: Cross-section for rural area (5.0m median, 5.5m SMVT Lane)

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Figure 1.4: Cross-section at constraint area (1.2m median)

Figure 1.5: Cross-section at urban area (1.2m median)

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1.4.1.2 Corridor of Impact (CoI) 54. The corridor of the proposed Impact (CoI) was delineated as the extent, which has direct or indirect impact of project. Direct impacts of the project are relocation of houses, utilities and air and noise pollution impact on workers during construction. All direct impacts are confined within the RoW. Indirect impacts, caused by noise, dust emissions, camp sites and borrow sites could be beyond the RoW (approximately within 200 meters of the RoW). In this ESIA, 200 meters from the RoW have been considered as core impact zone and an additional 1km as buffer zone/indirect impact area for better identification of potential impacts.

1.4.2 Baseline Data Collection and Analysis 55. The main data source is the previous EIA and SIA reports funded by ADB. Besides, a review was conducted of the biophysical, ecological and legal literature relevant to the Project. This preliminary literature reviews also assisted in identifying data gaps which would require collection of additional primary information through physical field survey.

56. Primary data collection was initiated to fill gaps in knowledge resulting from the secondary data review. Further, it aimed to provide a site-specific data set of relevant physical and biological environmental and social aspects relevant to the Project. The primary data collection was undertaken in November 2019. During the field visit, stakeholders were consulted and several important additional secondary sources of environmental and social information, data and literature were collected.

57. The physical environment field survey aimed to identify important environmental and social components and environmental and social issues within the study area. It included investigation and observation of the local landforms, market location, human settlements and habitat types, drainage patterns, species abundance and distribution, soil types, water quality (surface water and groundwater), air quality, noise, vibration and hydro-morphology.

58. The study area and surrounds were surveyed on foot and by boat. Important environmental features were identified and logged. Hand-held geographic positioning systems (GPS) were used to identify specific features for mapping and further analysis in the Project office. Features that were recorded or ground-truthed with GPS included: ✓ Habitation and settlement areas; ✓ Cultural Physical Properties (CPR); ✓ Plantations; ✓ Habitat areas; ✓ Sensitive environments; and ✓ Transportation routes; 59. Direct observation and key informant interview techniques were employed within the field survey. Direct observations were subject to accessibility and were guided by satellite image maps and local information. Observations were made along rivers, roads, embankments, and local footways across the agricultural fields and village groves. An environmental observation checklist was completed for each of the areas.

1.4.2.1 Field Surveys 60. Initially, primary and secondary data from the previous EIA supported by ADB which were collected and prepared in 2015, between February and May. Additional sampling and field surveys were carried out between 24 November and 27 November 2019 along the project alignment as part of the upating of this ESIA. The survey was carried out during clear and sunlit conditions and given that previous surveys and assessment were completed in 2015 and the need to complete the updating of the ESIA within 3 months, it was not possible to pick up seasonal variations during the preparation of the ESIA.

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Sampling and survey were conducted for both aquatic and terrestrial ecosystems, validation checks were confirmed against the earlier-compiled species lists in order to establish a comprehensive baseline. Additional data and samples, where needed, will be collected during the finalization of the ESIA at detailed design phase.

61. The following activities were undertaken during the terrestrial and aquatic field surveys:

1.4.2.2 Direct Observation 62. Direct observation on the occurrence and abundance of flora and fauna was made while travelling along road edges, across the agricultural fields, the forest areas and within village groves. As well as direct sightings, identification of animal presence was also based on identification of tracks, foot prints, feeding signs and animal/bird calls. Appropriate field guides and data proformas were used for this activity so that information was accurately recorded.

1.4.2.3 Interviews with Local Residents 63. Many of the mammalian and reptilian species are cryptic and unlikely to be encountered using standard field sampling methods. As such, experience suggests that interviews with local people are a very useful method for collecting information on local biodiversity. This data is anecdotal and as such should not form the core of any assessment; however, it does nonetheless provide useful supplementary information. During the field survey period, extensive interviews with local people were conducted to collect information on animal and plant presence, including occurrences, behavior, breeding, distribution and seasonal appearance.

1.4.2.4 Socioeconomic Field Survey 64. The ESIA study mostly used the socio-economic data collected by the Social and Resettlement Team for social assessment. However, during the environmental survey some consultations were conducted with the local people on environmental issues but social conditions were also discussed.

1.4.2.5 Consultations 65. For this report, Focus Group Discussions (FGD) were conducted along the project corridor. A team of experienced professional and support staff has conducted surveys and consultation meetings after being briefed about the project. The respondents were selected by random sampling method from each of the locations. Respondents’ contact information was collected for further verification, if and when required.

1.4.3 Impact Assessment Methods 66. The ESIA process identifies the potential environmental impacts that may result from the implementation of the Project. Both positive and negative potential impacts for the Project were identified through the application of standardized international best practice methods of environmental impact assessment. Some of the methods of environmental impact assessment utilized include: • Ad-hoc methods; • Application of expert judgment; • Risk based approach including residual risk assessment; • Systematic and sequential approaches; and • Spatial analysis methods (including GIS).

67. Further to these methods, potential impacts were assessed by drawing from the experiences and opinions of local people, important stakeholders such as government agencies and through the review of environmental literature and data collected relevant to the Project area.

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68. The principal method for assessing the potential impacts of the Project on the biophysical and social environments utilized for this ESIA was risk assessment. Details on the risk assessment process and how it was utilized to identify impacts, the likelihood and consequence of the actions and implement appropriate mitigation measures to reduce any potential impacts to an acceptable level is detailed within the following sections.

1.4.4 Geographical Information Systems (GIS) 69. Geographical Information Systems (GIS) was used as a specialized analysis and presentation tool. Before commencing field investigations, spatial analysis of satellite imagery and present administrative areas and other boundaries/constraints was considered for the environmental assessments. For example, the sanctuaries, forest areas, spawning grounds, infrastructures, and the contract packages were identified. It also supports more detailed on-ground survey, particularly spatial features that may be directly or indirectly influenced by Project activities.

70. Detailed on-ground validation of spatial information – particularly land use – was undertaken using a hand-held, non-differential GPS. The spatial data acquisition team took detailed transect walks through the Project area in order to identify various land use types and confirm the findings of the satellite imagery analysis. This extensive ground-truthing exercise both validated the land use mapping and identified additional sensitive areas to include within the environmental fieldwork for sampling.

Methods for Mitigation and Management 71. Mitigation measures are the means by which potential negative impacts associated with the Project may be avoided or reduced to appropriate levels through modifications to the design, construction methods or context of the Project. In real terms, ‘reducing negative impacts to an appropriate level’ means that the potential impacts are reduced to a point where they no longer pose a significant threat to the current or future status of the surrounding , biodiversity value, and social or economic environment of the region. The mitigation measures have been translated into actions to maintain the environmental integrity of the Project and provide workable solutions.

72. An Environmental and Social Management Plan (ESMP) has been developed for each of the major issues identified and assessed within this ESIA. The ESMP incorporates environmental and social mitigation measures identified in Chapter 6 and forms a practical guide to the ongoing management of all aspects of the Project, including biophysical monitoring and performance criteria auditing for the life of the Project.

DESCRIPTION OF THE PROJECT

1.6.1 WeCARE Program 73. The first phase of the WeCARE program has four planned components:

74. Component 1: Upgrading National Highway Corridor and enhancing digital connectivity: This component will upgrade the Jashore-Jhenaidah national highway (48km). This will encompass upgrading of existing two-lane road from to four lanes. Separate Slow-Moving Vehicle Traffic (SMVT) lanes will be introduced on both sides of the main carriageway. The physical segregation of SMVT from normal motorized traffic is anticipated to decrease the potential for serious accidents. The presence of a central median and safety barrier will also reduce the potential for head-on collisions. This component will also finance the laying of Optical Fiber Cable (OFC)/utility duct alongside the road corridor to enhance digital connectivity. Laying duct at the time of road construction would allow for significant cost savings. Studies have shown that coordinating duct rollout with road construction

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adds only 0.9-2 percent to the total cost of the road. As a result, approximately 80 percent of the OFC deployment cost, or up to $16 million per 1,000 kilometers, will be saved.

75. Component 2: Upgrading rural roads and enhancing digital connectivity: This component will finance the upgrading of priority Upazila, Union, and village roads in the four Phase 1 districts of Jashore, Jhenaidah, Magura, and Chuadanga that connect to the program corridor, schools, health facilities, and local markets. The roads to be supported by the project have been selected based on an assessment of connectivity needs of the program corridor to markets to hinterland. The component will also finance Optical fiber cable duct for select Upazila roads to enable digital connectivity to rural areas.

76. Component 3: Developing complementary logistics infrastructure and services: This component will finance complementary logistics infrastructure improvements in the Phase 1 districts, including development of growth centers/rural markets/storage facilities, and complementary logistics infrastructure close to farms and livestock/fishing areas in select value chains. The selection of markets and value chains is based on a spatial and analytical approach, coupled with rigorous field work.

77. Component 4: Improving road sector management and institutional capacity: This component will identify and address sectoral policy gaps, strengthen and institutionalize better asset management practices in both institutions to ensure sustainability of investments under this program as well as the GoB’s own road sector investments, and introduce innovative and good industry practices. It is expected that Phase 1 will support studies and pilots that can implemented/scaled up in subsequent MPA phases and replicated country-wide. Phase 1 interventions may include (i) Integrated Multi- modal Transport Masterplan; (ii) Transport Sector Governance Review; (iii) Road Financing Framework and Investment Plan, (iv) review of Business Delivery process (including MDB-financed projects); (v) Review of delegated authority within RHD; (vi) review of asset management and maintenance practices; and (vii) developing a performance framework of RHD. Phase 1 pilots may include innovative construction contracts, alternative construction materials and the implementation of the Road Safety Demonstration Corridor on the Jashore-Jhenaidah highway section.

1.6.2 Description of the Jhenaidah-Jashore(J-J) Road Corridor 78. The Jhenaidah – Jashore road begins at Al-Hera Mor in Jhenaidah and continues till Murali Mor, Jashore (48.7km approx.). The route connects with the existing N7 national highway heading in a westerly direction through Magura and on to Jhenaidah before turning south to Jashore and finally south-east to Khulna. The total Population for Jhenaidah and Jashore districts are 1.8 and 2.7 million people respectively. These districts are connected by roads, railway, and river launches (passenger and cargo). The nearest airport is situated at Jashore (within 5 km distance from starting point).

79. The horizontal alignment of the existing road is open and free flowing, however, there are constrictions to the alignment in a number of areas. During the field visit, several structures were observed on both sides of the highway corridor. The observed structures close to the ROW are provided in the following table 1.1:

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Table 1.1: Type of Structures

Type of Structures Approximate Number of Structure Jashore Cantonment 1 schools/ colleges/ madrasas 12 Mosques 23 Temple 4 petrol pumps/ filling stations 9 Union Parishad 3 Factories 4 Bazar 16 Cell towers 6 Rice mills 5 Hospital/clinic 4 Bus and auto stops 18 brickfields 4 Cold storage 3 Sugar mill 1 Government Infrastructure 3 Fire service 1 Post office 1 Rail Crossing 1

80. The road is situated close to the railway line and this feature presents a number of challenges. The road and railway line run parallel to each other (in some locations) and the J-J road bypasses the railway line at a number of locations. Agricultural lands and trees were observed on both sides of the roads. Moreover, the J-J road is joined by various small, semi-pucca roads originating from nearby villages, and unions. While the road is mostly smooth, however there are a number of locations (8- 10) where the state of the road can be considered bad. This road is usually frequented by bus, trucks, cars and motorcycles, and locally improvised three and four wheelers (nasimun and karimun). The presence of smaller vehicles often leads to accidents on this route. Salabhara part of the J-J road is infamous for the number of accidents observed per year. Reconnaissance walks also revealed that temporary markets are set up on a regular basis in different roadside location along the RoW.

81. The current project will upgrade the 2-lane highway into a 4- lane highway. Currently, the width of existing road is approximately 7.5 to 8 meters. Upgrading the 2-lane highway into a four-lane highway may require an increase in the RoW to approximately 50 to 60 meter in rural areas and 30 to 40 meter in urban areas. In some sections, the present RoW along with its shoulders belonging to RHD is sufficient for widening the road, however, this is not the case for the entire road and hence land acquisition will be required. Land acquisition and civil works is likely to trigger involuntary physical (loss of homestead) and economic displacement (loss of income, business structures) and may cause environmental degradation through loss of trees (including 120/130 century old trees), changes to local drainage patterns ad use of agricultural lands (etc.). These are discussed in the in the subsequent chapters.

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Figure 1.6: Project Location Map

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82. The highway improvement works involve the following activities: • Construction of 48.7 Km x [34.6m (in rural areas)/36.6m (in urban areas)/39m (in areas of markets)] RoW width 4-lane road along the existing alignment; • Construction of 50 box culverts; • Construction of bypass roads and flyovers as necessary where the existing alignment is not suitable; • 34.6 – 39-meter-wide paved RoW (depending on the nature of the areas, viz., rural, urban or market, which the alignment is to pass through) with one-meter high divider.

1.6.3 Need for the Project 83. Traffic volumes on the Bangladesh road networks including the Jhenaidah-Jashore highway are high and exceed safe capacity levels. RHD have commissioned a feasibility study for improving all or part of the present road from the existing 2-lane to 4-lane road to accommodate the present and future traffic flows. Specifically, the improvements of the Jhenaidah-Jashore highway will promote inter regional trade, commerce and industry.

1.6.4 Design Features 84. The following are the main design elements of the road. Table 1.2: Main Design Element of the J-J road

Length Total Length of the Road (km) 48.7 Design Speed (km/h) 80 Speed Design Vehicle (Semi-Trailer) (m) 19 Stopping Sight Distance (m) 120 Stopping Control Intermediate Sight Distance (m) 250 Maximum super-elevation in (%) 5 Horizontal Control Minimum curve radius (m) 500 Minimum Transition 55 Maximum gradient (%) 4 Vertical Control Vertical curve K value minimum 70 Carriageway width (m in each direction) 7.3 Traffic lane width (m) 3.65 Normal cross fall (%) 3 Paved shoulder width (m) 1.8 Central median (m) 1.2 Service road + SMVT (m) 6.2 Cross-section Elements SMVT (m) 3.6-4.2 Verge width (m) 1.0 Verge slope (%) 5 SMVT shoulder width (m) 1.0 Embankment slope (m) H:2, V:1 Inner marginal strip (m) 0.3 Vertical Clearance Vertical clearance (m) road 5.7, 4.5, 3.5; rail 7.3 Lateral Clearance Lateral clearance (m) 1.0

85. In principle, the road is to be designed as a 4-lane highway replacing the original 2-lane highway. The road development will require significant land acquisition beyond the present RoW. The widening of the RoW will also have a range of environmental implications: loss of trees, loss of agricultural land, changes to local drainage patterns for example. These implications are covered in this ESIA.

86. To control the drainage congestion of the catchment areas a number of culvert and bridges are constructed on the two-lane existing road. A total of 50 box culverts will be sized to pass 50-year and 100-year model storms, respectively. Road side drainage shall also be required at a number of locations where the road passes through markets and local markets (bazars).

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1.6.5 Design of the Project 87. The WeCARE Program design incorporates mitigation measures to support the Government in implementing a transformational shift towards policies and institutions that prioritize climate-proof infrastructure to address climate risks while supporting a more cost-efficient use of funds for long- term maintenance and future upgradation works. Lastly, traffic congestion - due to infrastructure deficiencies and limited traffic capacity - not only increases fuel consumption and greenhouse gas (GHG) emissions, but consequently leads to air pollution. Efforts are required to decrease air pollution to acceptable levels in urban areas or along highway corridors where air quality is poor.

88. The Program will support the adoption of engineering measures to improve climate resilience. As the terrain of the WeCARE corridor is mostly flat and on a flood plain, specific attention under component 1 will be given to the provision of sufficient cross drainage structures, equalizer pipes and most importantly road and bridge height when designing and upgrading selected project corridors. The design will incorporate measures including but not limited to use of asphalt grade VG 30, or equivalent cost-efficient and resilient pavement type with appropriate mix of materials to withstand high temperature and salinity, use of embankment protection where required, design of sub surface drainage layer. As construction uses a significant amount of the same shared scarce resource, the program design will consider specifications that requires the minimum amount of water. More importantly, the design will look at the adjacent catchment and design outflows from the road drainage system to convey it to the lowest point to harvest storm water for use by the community around, animals and wild life. 89. Furthermore, the Program will seek to mainstream the green highways approach wherever feasible along the corridor. The approach promotes resource efficiency and sustainability measures from a range of options such as pavement recycling, recycled aggregates, use of innovative materials, plantations along the corridor, soil and water conservation, new/alternative technologies, speed management, and energy-efficient lighting. The design will also incorporate provisions for non- motorized transport with proper crossings (e.g. SMVT lanes).

1.6.5.1 Horizontal Alignment 90. The new road (horizontal) alignment has been designed to follow the existing one as much as possible with minor modifications like easing sharp bends and realigning short sections to avoid religious structures like mosques, temple, graveyards, etc. Alignment shifting has also been done to connect proposed rail overpasses and road bridges.

1.6.5.2 Vertical Alignment 91. Considering the potential climate change impact over the project, the design level of the sub grade has been fixed with minimum 0.30m above the Design Flood Level based on 30 years return flood. The vertical alignment of the road has been designed for smooth transition from elevated bridge/rail overpass level to the designed road level or the nominal road level as recommended by the hydrologist. Maximum 3.0% longitudinal gradient has been provided for the approach roads. For connecting the approaches with design road profile and bridge ends vertical curves have been inserted using minimum K values of 70.

1.6.5.3 Intersections 92. There are many spots along the road where minor roads join the project road. Most of these existing junctions are very lightly trafficked and of poor standard. These junctions have been modified. Access to the project road has not been allowed from every minor road. The traffic from the minor road will have to travel along the SMVT lane up to a major junction to get access to the highway. There are a

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few clearly defined major junctions which are designed to achieve a relatively high speed for vehicles entering in and moving out of junction. Generally, roundabouts and channelized intersections have been considered for major intersections. But for the intersections with high traffic volume, trumpet interchange has been proposed to eliminate turning conflict and improve safety. These major intersections may have to be checked for road safety during the detailed design phase. Existing skewed junctions have been improved to provide a 90-degree approach from the minor road to the project road. Under passes/overpasses have also been proposed at the intersections with the cross roads for maintaining uninterrupted traffic flow.

1.6.5.4 SMVT lanes 93. Following discussions and meetings with the Client (RHD) it was agreed that Slow Moving Vehicular Traffic (SMVT) lanes would be provided on both sides of the highway, hence segregating slow moving motorized and non-motorized traffic from the main traffic flow. SMVT will be allowed to travel in both directions, on both sides of the highway, in order to minimize the need of SMVT to cross the main traffic flow. Where SMVT traffic must cross the main traffic flow, this has been catered for by the provision of underpasses beneath the upgraded road. SMVT lanes were designed with a width of 3.6 meters to allow for two directional travel and, in addition, this would also allow for future (long- term) highway upgrading from 4-lane to 6-lane, taking into account that the small additional width required on bridges to obtain a 3.65m wide traffic lane would be available, via the removal of the narrow separating median between the main carriageway and SMVT lane. It was also considered that, at the time of such (long-term) future upgrading, SMVT would be considerably reduced from the present-day levels and a modal shift will have taken place for most passengers, from use of tricycle rickshaws/auto rickshaw to use of bus services, etc. At existing at-grade railway crossings, new overpasses have been designed and these will incorporate SMVT lanes on both sides of the highway. For the general case where Bazars exist along the road, the 4-lane road is elevated, but no SMVT lanes are provided for in the design due to the lack of space and the additional expense. SMVT traffic is instead catered for at ground level, mostly under the elevated highway, in these locations. Where road sections have been elevated at locations other than Bazar areas, SMVT lanes have been provided on both sides of the road (as for the at-grade case). Where an existing 2-lane river bridge has been retained in the proposed road design, one of the SMVT lanes has been provided by the construction of a free-standing SMVT bridge, wherever structurally viable, and the other by a new 2-lane bridge with SMVT lane. Such SMVT bridges have been designed using the same loading used for a main bridge in order to cater for a certain amount of ―normal‖ traffic in order that they may be used for short durations in emergency situations or during major road/bridge maintenance works. They have also been limited in length and number of spans, for structural and economic reasons.

1.6.5.5 Junctions 94. The widening of an existing 2-lane road to a 4-lane road is substantially complicated by the necessary accommodation of existing junctions. For road safety reasons junctions at-grade are undesirable because of the need for right turning traffic, whether from side roads or from the main carriageway, to cross the main traffic flow either to merge with the traffic flow in the desired direction of travel, or to turn into side roads from the main carriageway. Road safety is only improved substantially where grade-separated intersections are adopted, but unfortunately the cost of such intersections is prohibitive for the project road except where major roads intersect. For this reason, grade-separated intersections were not adopted along the project road. For at-grade existing cross-roads, a right-left stagger has generally been introduced to minimize vehicle path crossing movements and thereby maximize road safety for this type of junction. At minor T-junctions, right turning movements from the main carriageway have been catered for by the introduction of a locally widened central reserve in conjunction with an offside queuing lane for turning traffic. For traffic turning right from the side road, the locally widened central reserve is extended beyond the junction to provide a queuing lane within the central reserve. This will allow vehicles turning right from the side road, to wait for a gap in the traffic flow, before joining the main carriageway traffic. For increased safety, SMVT lanes

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and/or service lanes along the main highway, which need to cross a side road, have been aligned to take SMVT traffic further away from the junction of main and side roads, thereby reducing the concentration of crossing movements at any given location and improving potential SMVT flow where otherwise queuing side road traffic would block the side road and prevent SMVT from crossing. Where junctions with the main carriageway occur within, or close to, urban areas, but are not with major roads, large roundabouts have been provided for, as an in-between measure that will cater for traffic in the shorter term. Such locations will require regular monitoring of classified traffic volumes in order that junction upgrading may be carried out as and when necessary, and in a timely and orderly manner.

1.6.5.6 Market Areas 95. Market (bazar) areas have been allowed for in the design, at-grade, where sufficient space at ground level was available and where demolition of roadside properties was thought to be not too extensive or onerous in terms of land-take and social disruption (including cost of land and compensation).

96. Typically, in such market areas, the 4-lane carriageway, adjacent service lanes and bus-bays, have been provided with a pavement of rigid construction (i.e. reinforced concrete) for greater durability over the long-term and to protect the pavement from the effects of standing surface water (due to malfunctioning of surface water drains) and the effects of deleterious substances, such as petrol and oil from standing vehicles, which tend to damage bituminous surfacing. Where more extensive market areas exist, or where insufficient width is available in which to construct a 4-lane highway with adjacent service lanes, without the demolition of large or important permanent buildings, an elevated 4-lane highway has been designed with service lanes provided, mostly under the elevated highway, at ground level. Some market areas, where a central median currently exists, allow U-turns from one carriageway to the other. Such U-turn maneuvers are dangerous, and cause traffic congestion within the market area, particularly when carried out by large commercial vehicles. Often the flow of main through traffic is stopped completely during such maneuvers. In order to remove such dangerous and inconvenient maneuvers from the proposed highway, gaps in the central median will not be provided and U-turns will not be allowed within market areas. Inclusion of a roundabout within a reasonable distance of each market area is provided for in the design. Such provision will effectively make possible safe U-turns, and will also minimize interference with through-traffic flow.

1.6.5.7 Service/Access Roads and Restriction of Direct Access 97. In certain localities, where existing accesses to the road are numerous, direct access to the 4-lane highway has been restricted for reasons of road safety. In such situations, where side road traffic is light, the design has attempted to ―collect emerging traffic and guide it to a single access or junction, via a (widened) SMVT lane, along which traffic may travel (in both directions) until a suitable junction with the main carriageway is reached. To cater for the possibility of the meeting of large vehicles, travelling in opposite directions on the SMVT lane, the provision if passing bays, at 300 metre spacing, is proposed. A possible alternative solution would be to block access to the national highway from minor side roads, and encourage side road users to re-route their journey to access the national highway at a larger alternative junction. This may be inconvenient for a minority of road users, but would provide a safer and less expensive alternative solution to this specific problem. Further study of this possible solution will be carried out at the Detailed Design stage of the project. Also, for similar road safety reasons, where two side roads join the existing main highway within a relatively short distance of each other, the proposed design, wherever possible, re-aligns one of the side roads so that it joins up with the second side road before the second side road reaches the proximity of the main highway. In so doing the number of junctions with the proposed main highway is reduced and as a consequence the probability of occurrence of accidents along the proposed highway is also reduced.

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1.6.5.8 Bridges and Major Structures 98. Standardized superstructure designs for bridges and other major structures, using different pre- determined sizes and structure types, have been used as much as possible throughout the project road in order to enable economic design and construction and to facilitate off-site production of structural components wherever possible.

99. For highway bridges, span lengths for arches range from 90–420 m for concrete arches and 90–420 m for steel arches. They can be either above or below the roadway deck. Besides the typical length of culverts are approximately 56 feet. There are no sensitive areas near or through the project alignment.

100. Despite such standardization, some bridge superstructure designs and most substructure designs required customization and such designs are necessarily site-specific. Where an existing 2-lane bridge is in poor condition, and consequently does not meet modern design standard requirements, a new 4-lane bridge with adjacent SMVT lanes has normally been proposed. If an existing 2-lane bridge is in reasonable condition, and meets modern design standard requirements, it has been proposed to retain the bridge for single directional flow and construct a new adjacent bridge to cater for traffic flow in the opposite direction. The new bridge will also incorporate a SMVT lane on its near-side. The existing bridge will be supplemented, wherever viable, by a dedicated, free-standing, near-side SMVT Bridge. Where at-grade railway crossings exist, new 4-lane-plus-SMVT-lanes over bridges are provided, positioned to minimize disruption to people and traffic during and after construction. There are several sections of elevated roadway proposed through market and other areas. This solution has been adopted to minimize land-take, social disruption and compensation costs. Underpasses for SMVT are proposed at a number of locations where other solutions would be impractical or too costly (or both).

1.6.5.9 Culverts, Roadside Drainage and Embankment Protection 101. The project road hydrological regime was studied and the hydraulic adequacy of existing culverts and bridges was checked. Design flood levels were calculated taking into account the effects of climate change. Where there are existing culverts which were found to be hydraulically adequate and in good condition, they will be extended in length to facilitate transverse drainage discharge beneath the widened carriageway. If existing culverts are in poor condition and/or are found to be hydraulically inadequate, the existing culverts will be removed and replaced with new culverts of adequate size. Culvert inlet and outlet aprons and wing walls, and scour protection works have been considered and included in the design where appropriate. Roadside longitudinal drainage and lateral discharge has been considered and allowed for where appropriate, incorporating lined ditches and/or cascades, where considered necessary, for the prevention of erosion. At existing and proposed bridge sites, embankment protection works have been considered and designed where appropriate. Where flooding is known to take place on a regular (usually seasonal) basis, protection works have been included to protect road sections on embankment.

102. Figures of drainage designs are given below-

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Figure 1.7 Drainage Designs of the Project Road

1.6.5.10 Pavements 103. In principle, the upgrading of a 2-lane highway to a 4-lane highway might appear simply to require that an additional 2-lane carriageway be constructed parallel with the existing 2-lane carriageway. The additional carriageway would be completely new construction and the existing carriageway would be overlaid or strengthened to make maximum use of the existing pavement. However, many circumstances combine to make this, seemingly simple, solution unworkable in the majority of locations. The SMVT lanes effectively add 2 more lanes to the width of the highway and it is therefore very difficult, particularly in built-up areas, to retain the existing road centerline as the centerline of the proposed 4-lane highway, without causing substantial demolitions, land acquisition, social disruption and high compensation costs. Even in cases where the existing pavement could be fully utilized, the carriageway would need to be widened by a full lane width and a simple overlay to the existing pavement may be problematical or impractical in structural and cost terms. The need for the pavement formation level to be above high flood level, taking into account the effects of climate change, may also pose problems which do not permit the re-use of the existing pavement. In most locations, the maximization of use of the existing pavement and the minimization of land-take outside of the existing Right of Way boundaries becomes incompatible. This is particularly highlighted at locations where the geometric standards of the existing 2-lane highway do not comply with the required geometric standards for a 4-lane highway. This means that a completely new alignment for the 4-lane highway is often necessary and the existing pavement becomes impossible to incorporate into the proposed 4-lane carriageway. In some built-up locations, the upgrading from 2-lane to 4-lane highway would cause so much disruption to the local community and cause so many social problems that the only reasonable thing to do is to re-align the proposed 4-lane highway on a ―by-pass route. This solution will greatly simplify construction and reduce significantly the social upheaval along the existing road route, but will cause agricultural land to be lost and will require additional land to be acquired outside of the existing RoW. Nevertheless, where full by-pass or mini-by-pass solutions have

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been proposed these are thought to represent the overall best and most practical solution. Such by- pass routes will require full new pavement construction. In addition, the presence of sensitive sites such as mosques, graveyards, tombs, schools, hospitals, and government establishments can frequently cause the centerline of the proposed 4-lane highway to depart from the existing 2-lane highway centerline. With due regard to all the problem situations mentioned above, every effort has been made to allow for the incorporation of the existing carriageway into the new carriageway wherever possible, economical and practical. Though re-use of existing pavement materials in the new pavement may, at first sight, appear to be an economical solution, the construction requirements (e.g. staggered joints, scarification/recompaction of existing materials and pavement layer thickness and shape/cross fall control) can be onerous and expensive, due to their time consuming nature and higher risk of the emergence of workmanship problems during the operational phase. It may then become less expensive, in overall terms, for a Contractor to construct an entirely new carriageway using new materials. Certainly, in terms of ease of construction and hence speed of progress, a Contractor will find new construction more attractive than re-construction and re-cycling of existing materials. There will also be a lower risk to the Client of the emergence of workmanship related problems during the operational phase.

104. It is thought to be best commercial practice, in general, to allow Contractors to choose whether or not to re-use existing materials or to use new materials in the construction of the road pavement. However, where sampling and laboratory test results have shown that it may be practical and economical to retain some of the existing lower pavement layers and strengthen the pavement by providing additional or thicker pavement layers, this methodology has been specified for the design and construction of the pavement as recycling of materials is highly desirable in terms of long-term environmental effects and overall road construction sustainability. For the main carriageway and SMVT lanes, bituminous surfaced flexible pavement construction is proposed, except at market areas (bazars). For the main carriageway, bus-bays and service lanes, at market areas, where standing vehicles will be commonplace and the road may become inundated with flood water, rigid pavement construction is proposed.

1.6.5.11 Earthworks

105. Proposed slopes for embankments and cuttings have been adopted based upon geotechnical sampling and testing of the materials encountered along the road corridor and the specification requirements which will allow safe use of such materials in embankment construction. Embankment materials will largely consist of blended dredged river sand protected from erosion by an outer layer of cohesive clay material.

1.6.5.12 Climate Adaptation Adaptation to Flooding 106. The roads in Bangladesh are designed for 20-year recurrence period. However, as a safeguard, the hydrological study report will be carried out during detailed design and additional height will be applied over the design road height of 30-year return period (i.e. existing height). Thus, the design of the road embankment considers an adaptation allowance of 0.3m above flood level of sub-base of SMVT lane/ Main carriageway (whichever is lower) under a changed future climate to avoid any kind of inundation.

107. As an adaptation measure the design of bridges in the project area has been considered from existing levels in line with the envisaged increase in flood level under a changed future climate as per the outcome of hydrological study. The bridges in the proposed roads are designed for 1 in 50-year return period. The climate change adaptation concept for bridges in the project area takes the bridge design to protect against a 1 in 50-year flood (i.e. 2% chance of occurrence of a 50-year flood magnitude in any given year).

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Adaptation to High Temperature 108. It is well known that rutting is one of the main distresses in the asphalt pavements under the action of heavy traffic and high road surface temperatures, followed by cracking under the action of UV radiation. Climate models estimate a steady increase in temperature for Bangladesh and predict an average increase of temperature of 1.4°C in 2050 and 2.4°C in 2100. The trends in number of hot days (maximum temperature > 30°C) and heat wave frequency (consecutive three days with maximum temperature greater than the 90thpercentile) for the time period 1958-2007 increased by 1.16 days/year at 99% level of confidence.

109. The ESIA report presents an average monthly maximum and minimum temperature from the representative stations for data of last 30 years. However, many practical problems require knowledge of the behavior of extreme values as the infrastructures we depend upon for food, water, energy, shelter and transportation are sensitive to changes in climate extremes rather than averages. By the ESIA report the highest recorded temperature is stated to be 370C during the last 30 years.

110. The pavement binder bitumen is an essential component of any road pavement and is used widely throughout Bangladesh. General literature on bitumen suggests that road pavement made from viscosity grade (VG) bitumen will have better performance, because the viscosity value measured at 600C correlates well with rutting behavior and viscosity value at 1350C gives sufficient idea about the mixing and compaction temperature and as a result pavement life is improved. IS 73:20131 classifies four grades of bitumen based on viscosity at 600C, and recommends applicability for maximum air temperature as given below: Grade Grade Suitable for 7-day Average Maximum Air Temperature, 0C VG10 (80/100) <30 VG20 30-38 VG30 (60/70) 38-45 VG40 (30/40) >45 NOTE—This is the 7 day average maximum air temperature for a period not less than 5 years from the start of the design period.

1.6.5.13 Design considerations for Pedestrians and Drivers 111. Speed has been identified as a key risk factor in road traffic injuries, influencing both the risk of a road crash as well as the severity of the injuries that result from crashes. Excess speed is defined as exceeding the speed limit. Inappropriate speed is defined as driving at a speed unsuitable for the prevailing road and traffic conditions. Excess and inappropriate speed are responsible for a high proportion of the mortality and morbidity that result from road crashes. In high-income countries, speed contributes to about 30% of deaths on the road, while in some low-income and middle-income countries, speed is estimated to be the main contributory factor in about half of all road crashes. The below diagram is showing the components to develop road safety.

1 Bureau of Indian Standard (BIS, 2013); (Note: Literature on Bangladesh Standards for Bitumen could not be traced.)

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Figure 1.8 Components of Road Safety Plan

1.6.5.13.1 Key Elements of Safe Road Infrastructure Design 112. Some of the key elements of Safe Road Infrastructure Design are given in Table 1 below and are further illustrated in the table below. a) Major arterials and expressways should bypass major towns which should be connected by spurs. There should be clear zones identified for linear land use control. b) Consistency of horizontal geometry avoiding monotonous straight lines or abrupt change of speed. c) Adequate off-set distance from natural road side features. d) Undivided carriageways designed for Overtaking Sight Distance. e) Wider lane widths and shoulders for High Speed Roads. f) Inside widening for sharp curves. g) Recoverable slopes for out-of-control vehicles. h) Segregation of the slow moving non-motorized traffic from fast moving traffic. i) Provision of raised footpath for pedestrians in Urban Areas. j) Barriers should be designed to deflect the vehicle and not crash it. k) Road Signs should be standardized throughout the country. l) Properly designed traffic calming measures like the speed humps, rumble strips, small roundabouts, etc. m) Entry / Exit only through Slip Lanes with proper Acceleration and Deceleration Lanes.

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113. The last 8 figures are some examples of good practices in safe road infrastructure design.

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2 LEGAL AND POLICY FRAMEWORK

Regulatory Requirements for the Project 114. This chapter presents a review of the existing laws and policies related to the environmental and social dimensions of the Jashore-Jhenaidah road corridor project. Along with providing a summary of the relevant laws and policies, this chapter presents the World Bank’s Environmental and Social Standards (ESS). Gaps between the relevant government laws and World Bank ESS are presented in this chapter along with remedial measures to address the gaps. Table 2.1: Summary of Applicable Environment Regulation Regulations of GOB SI Applicability to Project Policy/Acts/Rules Key provisions and purpose No. Road 1. National Major elements of the policy are With regard to the transport Environmental • maintaining the ecological balance for ensuring sector, the environmental Policy, 1992 sustainable development; policy aims at prevention of • protection of the country against natural disasters; pollution and degradation • identifying and controlling activities which are of resources caused by polluting and destroying the environment; roads and inland waterways • ensuring environment-friendly development in all transport. sectors; • promoting sustainable and sound management of natural resources; and • active collaboration with international initiatives related to the environment 2. National The NEMAP was developed with the following The plan proposes Environmental objectives: development and Management • to identify key environmental issues affecting application of guidelines to Action Plan Bangladesh; avoid environmental (NEMAP), 1995 • to identify actions to halt or reduce the rate of pollution due to transport environmental degradation; and communication system. • to improve management of the natural environment; It particularly puts emphasis • to conserve and protect habitats and bio-diversity; on different environmental • to promote sustainable development; and pollution, hamper of natural • to improve the quality of life. drainage pattern and agricultural land acquisition due to development of transport system 3. Environmental The main objectives of ECA are: According to this law no Conservation Act • Conservation and improvement of the environment; industrial unit or project (ECA), and shall be established or 1995(Amended in • Control and mitigation of pollution of the undertaken without 2000, 2002 & environment. obtaining, in the manner 2010) • The main focuses of the Act can be summarized as: prescribed by rules, an • Declaration of ecologically critical areas and Environmental Clearance restriction on the operations and processes, which Certificate from the Director can or cannot be carried out/ initiated in the General. ecologically critical areas (ECA); • Regulations in respect of vehicles emitting smoke harmful for the environment; • Environmental clearance; • Regulation of industries and other development activities’ discharge permits; • Promulgation of standards for quality of air, water, noise and soil for different areas for different purposes;

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• Promulgation of a standard limit for discharging and emitting waste; and • Formulation and declaration of environmental guidelines. 4. The Water Act, The Act recognizes the significance for managing all To regulate the water 2013 forms of water resources in the context of natural flow quality during construction of surface water and recharge of groundwater. The phase private landowners will be able to use the surface water inside their property for all purposes in accordance with the Act. No individuals or organizations will be allowed to extract, distribute, use, develop, protect, and conserve water resources, nor will they be allowed to build any structure that would impede the natural flow of rivers and creeks. 5. Environment The Environment Conservation Rules, 1997 were issued In accordance with the Conservation by the GOB in exercise of the power conferred under the Environment Conservation Rules, 1997 Environment Conservation Act (Section 20), 1995. Under Rules (ECR) of 1997, the (Amended in these Rules, the following aspects, among others, are Project is classified as a Red 2002) covered: Category, requiring a • Declaration of ecologically critical areas; complete Environmental • Classification of industries and projects into four and Social Impact categories; Assessment (ESIA) for RHD • Procedures for issuing the Environmental Clearance to obtain clearance for Certificate (ECC); and construction • Determination of environmental standards. 6. Environmental This Act sets out policy for effective pursuance and According to this act, Courts Act, 2000 completion of legal proceedings related to government can take legal environmental crimes. Under this Act the Director actions if any environmental General of the DoE has the power to impose heavy problem occurs due to penalties to industrial polluters who are dumping project interventions. untreated wastewater into the environment or not operating their legally mandated ETPs. 7. National Land The objectives of this policy are: According to the policy, all Transport Policy • To introduce long-term network planning. new roads and major • To maintain the road network at a level, this protects improvements, tolled or the value of the investment. otherwise, are subjected to • To secure a sustainable means of funding road an Environmental and Social maintenance. Impact Assessment (ESIA). • To improve the management of traffic. • Management of road-side activities. • To develop an integrated planning approach in road construction. • To involve the private sector more in infrastructure, services and maintenance. • To well protect the environment from road construction program. 8. Environmental RHD will seek to minimize the impact of its activities on According to the guideline, Guideline of RHD, the environment, including those activities of its any impacts due to road 2004 consultants, contractors and agents. The Department’s construction activities specific environmental goals and objectives are: needed to be minimized and • Minimize air pollution, including dust, from all RHD proper compensation activities and planned projects. should be paid to the • Reduce noise emanating from vehicles and plant affected people. operated by RHD and minimise the potential effects of noise from new roads and traffic. • Avoid water sedimentation and minimize the pollution of surface water from road run-off,

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maintenance and construction activities, site camps and depots. • Avoid impeding the free flow of surface waters and make all bridges and culverts ‘fish friendly’ by allowing the free movement and migration of all aquatic species. • Encourage the involvement of local people, especially women and disadvantaged groups, in the construction and maintenance of all road projects. Ensure that work conditions for those employed directly or indirectly by RHD are in accordance with national labour regulations and international obligations. • Avoid disrupting businesses and agricultural, fishing and social activities, including minimizing delays to traffic during road maintenance and construction. • Minimize the need to resettle people in any road building or widening activities by avoiding existing housing areas and homesteads, industries and businesses. • Protect areas and places of cultural heritage. • Avoid the waste of material and energy, and recycle materials, including road scrapings materials, wood, metal, oil, paper and other products. • Minimize land acquisition when planning and constructing new roads, especially land in productive use for agriculture, fishing, or forestry. • Reduce dangers from accidents for all road users, especially pedestrians, through the design of safe roads, bridges and ferry ghats. • Dispose of all waste materials in a safe and hygienic manner. • Ensure that adequate drinking water is available for all employees and contractor’s staff. • Ensure that sewage and waste disposal facilities are provided for employees and contractor’s staff and that they are sited an adequate distance away from sources of human and animal water supplies. • Control pests in all temporary and permanent sites, including those of contractors. • Ensure that RHD workers and their contractors are educated regarding health care, including issues such as sexually transmitted diseases. 9. RHD’s Road The objectives of RHD’s road master plan are: According to the plan, the Master Plan • Protecting the value of RHD’s road and bridge assets physical and social • Improving the connectivity of the road network environment must be • Enhancing and developing the strategic road network protected from adverse to meet economic and traffic growth targets effects of road construction • Improving the zilla road network to enhance connectivity to the country’s growth targets • Improving road safety to reduce road accidents • Provide environmental and social protection • Outline the institution improvements required for RHD 10. Wetland The latest Wetland Act -- The Playground, Open Spaces, The Act specifies the fine Protection Act, Gardens, and Wetland Conservation Act 2000 -- suffers and imprisonment term for 2000 from loopholes and inadequacies regarding protection violation of any of its of water bodies. Section 1 of this Act suggests that it has provisions, it does not direct

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application on the water bodies of the cities, divisional the government to recover and district towns and municipalities. The water bodies the original characteristics in the rural areas are outside the jurisdiction of this Act of the water bodies if someone fills them up. 11. The Forest Act It is the main legislative context for forestry protection The Act is relevant to the (1927) and the and management in Bangladesh. It was enacted to project as construction of Forest control trespass, illegal resources extraction from the project road will require (Amendment) Act forests and to provide a framework for the forestry cutting 3312 trees. (2000) revenue collection system 12. National Forest The policy is designed to conserve the existing forest The Act is relevant to the Policy areas, bring about 20 % of the country's land area under project as construction of (amendment), the Forestation Programme, and increase reserve the project road will require 1994 forests by 10 percent per year to 2015. cutting 3312 trees. 13. The Private An Ordinance to provide for the conservation of private According to the section 61 Forests forests and for the afforestation in certain cases of of this ordinance any land is Ordinance, 1959 waste lands in Bangladesh. required for any of the purposes of this Ordinance; such land shall be deemed to be needed for a public purpose. 14. Bangladesh This Act protects 1,307 species of plants and animals This Act is relevant to the Wildlife under four schedules that mandates imprisonment and project as intervention may (Conservation & fines for wildlife , capturing, trapping, and affect wildlife habitation, Security) Act, trading. obstruct movement. 2012 (previously known as Bangladesh Wildlife (Preservation) Order, 1973; amended as Bangladesh Wildlife (Preservation) Act 1974) 15. National Water The policy emphasizes efficient and equitable Measures must be taken to Policy, 1999 management of water resources, proper harnessing and minimize disruption to the development of surface and ground water, availability of natural aquatic water to all concerned and institutional capacity environment in streams and building for water resource management water channels (Clause 4.9b). 16. National Fisheries National Fisheries Policy focuses on aquaculture and The project required to take Policy, 1998 marine fisheries development. The policy suggests, proper action to prevent among others, that biodiversity will be maintained in all- any hindrance of natural water bodies and in marine environment and biodiversity in all-natural control measures will be taken against activities that water bodies and in aquatic have a negative impact on fisheries, resources and vice- environment. versa 17. Protection and This is framework legislation with rule making powers. The project required to take Conservation of Among others, some of these rules may prohibit the proper action to prevent Fish Act 1950 destruction of, or any attempt to destroy, fish by the any hindrance of (Amended 1982) poisoning of water or the depletion of fisheries by biodiversity in all-natural pollution, by industrial effluent or otherwise. water bodies and in marine environment. 18. National This policy aims to make the nation self-sufficient in food Adequate measures should Agriculture Policy, through increasing production of all crops including be taken to reduce water- 1999 cereals and ensure a dependable and secure food and hamper of system for all irrigation system due to

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construction of the project road. 19. National Road A comprehensive National Transport Policy (NTP) need This will specify the proper Design Standard be formulated to integrate different modes of transport design required for the for most efficient performance considering intermodal project road to avoid interactions, to develop communications network maximum damage. without damaging the physical environment, and to allocate resources according to conservation and environmental considerations and priorities of economic development. 20. National Land Use The main contents of this policy are: The proposed project must Policy, 2001 • Stopping the high conversion rate of agricultural land adhere to this policy so that to nonagricultural purposes; environmental • Utilizing agro-ecological zones to determine maximum sustainability of land-use land use efficiency; practices is assured. • Adopting measures to discourage the conversion of agricultural land for urban or development purposes; • Improving the environmental sustainability of land- use practices. 21. The Embankment It provides provision for the construction, maintenance, Disposal of dredged spoil and Drainage Act, management, removal and control of embankments and may create drainage 1952 water courses for the better drainage of lands. obstruction. So, adherence to relevant section of the Act must be addressed in the environmental and social assessment. 22. Bangladesh This is a comprehensive strategy to address climate Relevant as the project road Climate Change change challenges in Bangladesh. Bangladesh Climate is vulnerable to climate Strategy and Change Strategy and Action Plan built on and expanded change effect Action Plan the NAPA. (BCCSAP) 2009 23. Constitution of Bangladesh’s Constitution defines the rights of every This is applicable as to the People's citizen irrespective of their ethnicity and religion where ensure the health and Republic of the State is responsible for the provision of Basic safety of the labors and Bangladesh, 04 Necessities for the citizens project related persons. November 1972 24. The Acquisition It is the principal legislation governing eminent domain The nature of the civil works and Requisition of land acquisition in Bangladesh. The Act requires that related to the project will Immovable compensation be paid for: (i) land and assets entail land acquisition and Property Act 2017 permanently acquired (including standing crops, trees, subsequent economic and (ARIPA) houses); and (ii) any other damages caused by such physical displacement. acquisition. The Act also provides for the acquisition of ARIPA 2017 defines the land properties belonging to religious organizations like acquisition process and mosques, temples, pagodas and graveyards if they are contains pertinent acquired for the public interest. The Ministry of Land information related to (MoL) is the authorized government agency to compensation payment to undertake the process of land acquisition. The MoL titleholders. partly delegates its authority in relation to land acquisition to the Commissioner at Divisional level and to the Deputy Commissioner at the District level. The Deputy Commissioners (DC) is empowered by the MoL to process land acquisition under the act and pay compensation to the legal owners of the acquired property. Khas (government-owned land) lands should be acquired first when a project requires both Khas and private land. If a project requires only khas land, the land will be transferred through an inter-ministerial meeting following the acquisition proposal submitted to DC or MoL. The Government of Bangladesh does not have a

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national policy on involuntary resettlement. The new Act of 2017 has incorporated specific provisions to address social and economic impacts that were not previously included in the 1982 land acquisition ordinance and therefore these provisions under the new law would reduce the gaps between the national legislative framework of the government and WB policies. 25. Labor Related Standards for labor and Working Conditions are defined To carry out the civil works, Laws in the Labor Act 2006; Bangladesh Labor Rules 2015; and a significant amount of Occupational Health and Safety Policies 2013. The labor will be required to be Bangladesh Labor Act 2006 is a comprehensive hired. Therefore, to legislation and addresses three areas: safeguard the interest of (i) Conditions of service and employment the labor, host community, including wages and payment, the project authorities, establishment of Wages Boards, contractors and other employment of young people, maternity project stakeholders these benefits, working hours and leave; laws will be triggered. The (ii) Health, safety, hygiene, and welfare, and project will ensure that the compensation for injury; stipulations of the law are (iii) Trade unions and industrial relations. duly followed when it The law applies to all “establishments” which are comes to labor related defined broadly to include, shops, hotels, restaurants, activities factories (though these must employ more than five laborer’s), plantations, docks, transport services, construction sites, and “any premises in which laborers are employed for the purposes of carrying on any industry”. It covers contractors (and its operations at construction sites) however it is not clear if the law applies to development project organizations which are "ad hoc" and with co-terminus staff with the project. The Public Procurement Rule 2008 requires contractors to (a) take all reasonable steps to safeguard the health and safety of all workers working and other individuals authorized to work on-site; (b) to keep the site in an orderly state; and (c) to protect the environment on and off the site;(iv) to avoid damage or nuisance to persons or to property of the public or others resulting from pollution, noise or other causes arising as a consequence of the Contractors methods of operation. 26. Community The management of community health and safety of During the construction Health and Safety development projects is covered under ECA and ECR. period the community Related Laws Typically, OHS measures extend to the general public at health and safety is likely to construction sites. There are two components of CHS. be impacted negatively One is the physical safety of project communities who These laws aim to protect are exposed to the project activities during construction the interest of individuals and operation, including risks of accidents and risks of and communities impacted violence due to increase in crimes and cultural conflict by the project. The ESIA between locals and migrant population. The other includes the possible pertains to the exposure and/or increased risks of impacts and their diseases by the community due to influx of people mitigations. during construction and operation and due to the changes in the project area, including pollution and ecological change. The physical safety aspects are partly addressed by the OHS provisions of Labor Act. Traffic road accident is a severe issue in Bangladesh and Road safety issue have been incorporated in Some road Improvement projects.

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27. Cultural Heritage The Antiques Law of 1968 law consolidates all laws Project activities may lead relating to the preservation and protection of antiquities to the unearthing of under the auspices of the Department of Archaeology. antiques or may impact The law empowers the Director of the Department of cultural heritage by chance. Archaeology to take steps necessary for the custody, Therefore, laws related to preservation and protection of the antiquity. The cultural heritage and Environment Conservation rules of (1997) states that antiques is applicable to among other factors GoB will take into account the this project which aims to presence of human habitat, ancient monument or protect these finds. archeological site among other factors in declaring an area as ecologically critical.

28. Stakeholder The DoE guidelines for IEE/EIA preparation encourages Stakeholder engagement is Engagement and the implementing agency to conduct public an important instrument of Information consultations of orange-B and red category projects. public policy and these Disclosure. The current environmental and social framework in regulations/laws aim to Bangladesh does not recognize public consultation as a make the development means for environmental decision making. project inclusive by giving Implementing agencies present the outcome of their voice to the communities. assessment in the IEE/EIA reports which they submit to The anticipated civil work the DoE for clearance. However, opportunities for the makes it necessary to public to review the final/completed IEE/EIA report are implement stakeholder under the discretion of the Director-General of the engagement. The current DoE. The DoE does not officially disclose EIA report EIA system in the country findings publicly on their website. However, when does not have the scope for carrying out donor projects public consultation of public consultation and reports are a standard practise and DoE is cognizant of disclosure. Therefore, this. guidance from ESS10 will underpin the stakeholder engagement and information disclosure requirements of the project.

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World Bank Environment and Social Framework and Standards (ESS) 115. Since October 01, 2018, all WB funded Investment Project Financing (IPF) are required to follow the Environmental and Social Framework (ESF) consisting ten (10) Environmental and Social Standards (ESS). These ESSs set out their requirement for the borrowers relating to the identification and assessment of environmental and social risks and impacts associated with any project. The ESSs supports the borrowers in achieving good international practice relating to environmental and social sustainability, assist them in fulfilling their national and international environmental and social obligations, enhance transparency and accountability and ensure sustainable development outcome through ongoing stakeholder engagement2.

116. Section below discusses the relevance of ESF Policy, each of the ten standards (ESS1 to 10) and associated Directive; their requirements are tabulated in Table 2.2. Additionally, it also discusses the relevance and requirements relating to other guidance notes of World Bank. In case requirements of Bangladesh law differed from those of ESF, the more stringent requirements will apply

2 Annex A provides a detailed description of the ESS of the WB.

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Table 2.2: Applicability of the ESSs to the Project

World Bank ESS Policy, Relevance to the sub-project/project and Objectives Requirements Standards, Directive Actions to be taken ESS-1 Identify, assess, evaluate, and manage The types of E&S risk and impacts that should be considered (I)Project components will be thoroughly Assessment and environment and social risks and impacts in a in the environmental and social assessment. The use and screened to ensure that they are covered Management of manner consistent with the ESF. Adopt strengthening of the Borrower’s environmental and social by and meet the requirements of ESS and Environmental and Social differentiated measures so that adverse impacts framework for the assessment, development and Government laws and regulation. Risks and Impacts do not fall disproportionately on the implementation of World Bank financed projects where (II) E&S risks and Impacts have been disadvantaged or vulnerable, and they are not appropriate. identified in the ESIA based on surveys and disadvantaged in sharing development benefits Relevant GoB Laws/Regulation consultations with primary stakeholders and opportunities (a)ECA 1995 including communities and implementing (b)ECR 1997, EIA guidelines for Industries agency (II) Environmental and Social Management Plan (ESMP) will be prepared based on the Gaps screening outcome and impact (i)The EIA screening and scoping study may not assessment in the ESIA. comprehensively cover all of the WBs ESS in their analysis (III) The ESIA will be disclosed both in the (I Stakeholder engagement is carried out during the EIA. RHD and Bank’s websites. However, the nature of the stakeholder engagement is limited in scope. The EIA report is also not publicly disclosed (iii) The EIA framework doesn’t require the analysis of alternatives

ESS-2 Promote safety and health at work. Promote the Requirements for the Borrower to prepare and adopt labor Project will be hiring the following types of Labor-and-Working- fair treatment, non-discrimination, and equal management procedures. Provisions on the treatment of workers: Conditions opportunity of project workers. Protect project direct, contracted, community, and primary supply i) Direct workers will include the project workers, with particular emphasis on vulnerable workers, and government civil servants. Requirements on managers and supervisors, who are workers. Prevent the use of all forms of forced terms and conditions of work, non-discrimination and equal employees of RHD; ii) All the work labor and child labor. Support the principles of opportunity and workers organizations. Provisions on child force deployed by the Contractors and freedom of association and collective bargaining of labor and forced labor. Requirements on occupational the Project Management Consultant project workers in a manner consistent with health and safety, in keeping with the World Bank Group’s (for all packages) under the RHD will be national law. Provide project workers with Environmental, Health, and Safety Guidelines (EHSG). deemed to be contracted workers. The accessible means to raise workplace concerns. Relevant GoB Laws/Regulation Contractor(s) might further engage a) Labor Act 2006 (Amendment 2013) multiple subcontractors; iii) Influx of b) Occupational Health and Safety Policy 2013 migrant labor from other districts for c) Public Procurement Rule 2008 construction works is a norm in this

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World Bank ESS Policy, Relevance to the sub-project/project and Objectives Requirements Standards, Directive Actions to be taken Gaps district and is likely to continue in this (i)The labor act does not make it mandatory for project; development interventions to be assessed and reviewed in (ii) A labor management procedure will be prepared to regulate working condition terms of labor and working conditions, including OHS and management of workers relation before approval. including worker specific GRM, terms and (ii) The labor act does not require development projects to conditions of employment, non- prepare labor management plans / procedure or OHS Plan. discrimination and equal opportunity, GBV, protection of workforce, the prohibition of child /forced labor and provision of OHS ESS-3 Promote the sustainable use of resources, Requires an estimate of gross With respect to Resource Efficiency, the Resource-Efficiency-and- including energy, water, and raw materials. Avoid resulting from project (unless minor), where technically and project preparation and the ESIA process Pollution-Prevention-and- or minimize adverse impacts on human health and financially feasible. Requirements on management of will identify feasible measures for efficient Management the environment caused by pollution from project wastes, chemical and hazardous materials, and contains (a) energy use; (b) water usage and activities. Avoid or minimize project-related provisions to address historical pollution. ESS-3 refers to management to minimize water usage emissions of short and long-lived climate national law and Good International Industry Practice, in during construction, conservation pollutants. Avoid or minimize generation of the first instance the World Bank Groups’ EHSGs. measures to offset total construction hazardous and non-hazardous waste. Minimize water demand and maintain balance for and manage the risks and impacts associated with demand of water resources; and (c) raw pesticide use. Requires technically and financially materials use by exploring use of local feasible measures to improve efficient materials, recycled aggregates, use of consumption of energy, water, and raw materials, innovative technology so as to minimize and introduces specific requirements for water project’s footprints on finite natural efficiency where a project has high water demand. resources. With respect to Pollution Management, based on past road project experiences, the project will develop, as part of the ESIA process, prevention and management measures to offset risks and impacts of pollution from potential sources such as dust and emission from operation of hot-mix and batching plants, crushers, construction and haulage vehicles, material and spoil stockpile; effluents and wastewater from labor camps, construction camp; spillage or

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World Bank ESS Policy, Relevance to the sub-project/project and Objectives Requirements Standards, Directive Actions to be taken leakage during handling of chemical admixtures, hazardous materials like bitumen, high strength diesel, used oil, battery wastes etc.; and disposal of non- hazardous wastes (municipal wastes) generated during project implementation period. ESS-4 Anticipate or avoid adverse impacts on the health Requirements on infrastructure, considering safety and In the project corridor there is road Community-Health-and- and safety of project-affected communities during climate change, and applying the concept of universal excavation, use of vibratory equipment, Safety project life-cycle from routine and non-routine access, where technically and financially feasible. construction debris handling and disposal circumstances. Promote quality, safety, and Requirements on traffic and road safety, including road etc. during construction; ii) high likelihood climate change considerations in infrastructure safety assessments and monitoring. of direct exposure to increased design and construction, including dams. Avoid or Addresses risks arising from impacts on provisioning and construction related traffic and minimize community exposure to project-related regulating service. Measures to avoid or equipment especially at road sections traffic and road safety risks, diseases and minimize the risk of water-related, communicable, and traversing settlement area with limited hazardous materials. Have in place effective non-communicable diseases. Requirements to assess risks carriageway/roadway width, and sensitive measures to address emergency events. Ensure associated with security personnel, and review and report receptors such as schools, religious place, that safeguarding of personnel and property is unlawful and abusive acts to relevant authorities. health centre/hospitals; iii) high dust carried out in a manner that avoids or minimizes levels from earthworks, high noise and risks to the project-affected communities. GoB Laws and Regulation emission level from traffic congestion and a) National Road Transport Act idling of vehicles; b) ECR 1997 and iv) influx of migrant workers could c) BLA 2006 potentially cause local discomfort or d) Public Procurement Rule,2008 potential conflicts with local people. e) Water Act 2013 RHD may use direct or contracted workers to provide security to safeguard its personnel and property. When doing so it Gaps will assess the risks posed by the (i)Covered under the EIA but the systems and process in arrangements to those inside and outside place are not clear on the requirements for development the project site. RHD will be guided by the projects and implementation phase. principal of proportionately and GIIP and (ii) Health issues are under the purview of MHFW. However, the relevant laws related to hiring, rules of MHFW is not involved in project preparation and oversight conduct, training and equipping such workers. RHD will not permit the use of force in providing security except when it used for defensive purposes and is in

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World Bank ESS Policy, Relevance to the sub-project/project and Objectives Requirements Standards, Directive Actions to be taken proportion to the nature of the threat. RHD will attempt to ensure that government security personnel is deployed and they act in the manner already described. Discussing the security arrangement with the public is also encouraged.

The gaps between GoB regulations and ESS-4 will be addressed through suitable provisions in the ESMP and contractor’s obligation as part of the Contractor’s ESMP for CHS. This should also include OHS plan, influx management plan, workers camp management plan, traffic and road safety management plan. ESS-5 Avoid or minimize involuntary resettlement by Applies to permanent or temporary physical and economic Land will be required for widening, Land-Acquisition- exploring project design alternatives. Avoid resulting from different types of land upgradation works in identified corridors Restrictions-on-Land-Use- eviction. Mitigate unavoidable adverse impacts acquisition and restrictions on access. Does not apply to and possibly for rehabilitation corridor and-Involuntary- from land acquisition or restrictions on land use by voluntary market transactions, except where these affects works, curve/geometric improvements, Resettlement providing compensation at replacement cost and third parties. Provides criteria for “voluntary” land blind spots, etc. Hence impacts on land, assisting displaced persons in their efforts to donations, sale of community land, and parties obtaining private and community owned assets improve, or at least restore, livelihoods and living income from illegal rentals. Prohibits forced eviction including structures, trees and crops standards to pre-displacement levels or to levels (removal against the will of affected people, without legal within existing and proposed ROW is prevailing prior to the beginning of project and other protection including all applicable procedures likely. Physical and economic implementation, whichever is higher. Improve and principles in ESS5). Requires that acquisition of land displacement too is very likely. living conditions of poor or vulnerable persons and assets is initiated only after payment of compensation who are physically displaced, through provision of and resettlement has occurred. Requires community I)Important gaps (between ESS and GoB adequate housing, access to services and facilities, engagement and consultation, disclosure of information policy) exist in terms of determination of and security of tenure. Conceive and execute and a grievance mechanism. compensation, identification of non- resettlement activities as sustainable titleholders, cut-off dates for non-title development programs. GoB Laws and regulation holders and valuation of structures with Acquisition and Requisition of Immovable Property Act, depreciation. These gaps, along with other 2017 short- and long-term measures will be included in the RAP. Gaps

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World Bank ESS Policy, Relevance to the sub-project/project and Objectives Requirements Standards, Directive Actions to be taken (i)Preparation of SIA and RAP not required (ii)Does not provide compensation or assistance to those who are none-title holders (iii)Does not have provisions to include transitional allowances for the restoration of livelihoods for informal settlers (iv) focused on cash compensation which may be viewed as a short-term strategy, however involuntary resettlement can cause long term impacts. ARIPA does not include sustainable or inclusive developmental objectives (v) No special provisions specific groups such as the vulnerable groups of the population (vi) Valuation of lost asset is not based on replacement cost principle ESS-6 Protect and conserve biodiversity and habitats. Requirements for projects affecting areas that are legally Site clearance activities for road Biodiversity-Conservation Apply the mitigation hierarchy and the protected designated for protection or construction will involve removal of road and Sustainable precautionary approach in the design and regionally/internationally recognized to be of high side vegetation and felling of trees. The Management of Living implementation of projects that could have an biodiversity value. Requirements on sustainable biodiversity studies have indicated that Natural Resources impact on biodiversity. To promote the sustainable management of living natural resources, including primary entire corridor along the project road is management of living natural resources. production and harvesting, distinguishing between small- rich in biodiversity, interspersed with scale and commercial activities. Requirements relating to invasive species. Other than the clearance primary suppliers, where a project is purchasing natural of road side vegetation, road construction resource commodities, including food, timber and fiber. will also require felling of trees. ESS-7 Ensure that the development process fosters full Applies when the Indigenous Peoples are present or have a This ESS will identify the measures to Indigenous-Peoples/Sub- respect for affected parties’ human rights, dignity, collective attachment to the land, whether they are minimize disruption of the livelihoods due Saharan African aspirations, identity, culture, and natural resource- affected positively or negatively and regardless of to the project development. Currently no Historically Underserved based livelihoods. Promote sustainable economic, political or social vulnerability. The option to use Indigenous person has been identified. Traditional Local development benefits and opportunities in a different terminologies for groups that meet the criteria set Communities manner that is accessible, culturally appropriate out in the Standard. The use of national screening and inclusive. Improve project design and promote processes, providing these meet World Bank criteria and local support by establishing and maintaining an requirements. Coverage of forest dwellers, hunter ongoing relationship based on meaningful gatherers, and pastoralists and other nomadic groups. consultation with affected parties. Obtain the Requirements for meaningful consultation tailored to Free, Prior, and Informed Consent (FPIC) of affected parties and a grievance mechanism. Requirements affected parties in three circumstances. Recognize, for a process of free, prior and informed consent in three respect and preserve the culture, knowledge, and circumstances.

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World Bank ESS Policy, Relevance to the sub-project/project and Objectives Requirements Standards, Directive Actions to be taken practices of Indigenous Peoples, and to provide them with an opportunity to adapt to changing conditions in a manner and in a timeframe acceptable to them. ESS-8 Protect cultural heritage from the adverse impacts Requires a chance finds procedure to be established. The alignment of the project road does not Cultural-Heritage of project activities and support its preservation. Recognition of the need to ensure peoples’ continued have any ancient monuments and/or Address cultural heritage as an integral aspect of access to culturally important sites, as well as the need for archaeological site(s), protected based on sustainable development. Promote meaningful confidentiality when revealing information about cultural the preliminary assessment. However, in consultation with stakeholders regarding cultural heritage assets that would compromise or jeopardize their the detailed design stage it will be heritage. Promote the equitable sharing of safety or integrity. Requirement for fair and equitable investigated in detail and will try to avoid benefits from the use of cultural heritage. sharing of benefits from commercial use of cultural the sites, if any is found. resources. Provisions of archaeological sites and material, built heritage, natural features with cultural significance, i) If they (antiques/cultural heritage) are and moveable cultural heritage. found, they need to be relocated, and GoB Laws/Regulation provisions must be made in the RAP. (a)National Culture Policies (ii)Chance find procedures will be (b)Antiques law 1968 incorporated in the ESMP, and chance find clauses will also be incorporated in work contracts requiring contractors to stop Gaps construction (i)Barring ESIA and ESMP no clear strategy or requirement is defined in order to manage the effect of development II) Although the current alignment does interventions on cultural heritage. not have any heritage sites or archaeological sites the project is likely to impose negative externality on mosques/madrasas and cemetery. To address this World Bank mitigation hierarchy will be followed. ESS-9 Sets out how Financial Intermediaries (FI) will Financial Intermediaries (FIs) to have an Environmental and Not relevant as there is no financial Financial-Intermediaries assess and manage environmental and social risks Social Management System (ESMS) - a system for intermediary involved. and impacts associated with the subprojects it identifying, assessing, managing, and monitoring the finances. Promote good environmental and social environmental and social risks and impacts of FI subprojects management practices in the subprojects the FI on an ongoing basis. FI to develop a categorization system finance. Promote good environmental and sound for all subprojects; with special provisions for subprojects human resources management within the FI. categorized as high or substantial risk. FI borrowers to

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World Bank ESS Policy, Relevance to the sub-project/project and Objectives Requirements Standards, Directive Actions to be taken conduct stakeholder engagement in a manner proportionate to the risks and impacts of the FI subprojects. ESS-10 Establish a systematic approach to stakeholder Requires stakeholder engagement throughout the project Relevant as the project will involve a wide engagement that helps Borrowers identify life cycle, and preparation and implementation of a variety of stakeholders during its project Stakeholder-Engagement- stakeholders and maintain a constructive Stakeholder Engagement Plan (SEP). Requires early cycle including Police Department that are and-Information- relationship with them. Assess stakeholder identification of stakeholders, both project-affected parties associated with activities under other Disclosure interest and support for the project and enable and other interested parties, and clarification on how components of the project such as Road stakeholders’ views to be taken into account in effective engagement takes place. Stakeholder Safety. project design. Promote and provide means for engagement to be conducted in a manner proportionate to The project will ensure: effective and inclusive engagement with project- the nature, scale, risks and impacts of the project, and affected parties throughout the project life-cycle. appropriate to stakeholders’ interests. Specifies what is I) Relevant stakeholders for the project are Ensure that appropriate project information is required for information disclosure and to achieve properly identified. disclosed to stakeholders in a timely, meaningful consultation. II) Stakeholders have been consulted understandable, accessible and appropriate during the preparation of the SEP. manner. GoB Laws/Regulation (III) Stakeholders engagement plan has No Specific Policy or Legislation identified been prepared to follow during the implementation of the project. Gaps i)The EIA framework does not require consultation, and hence the scope of consultation is very limited.

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WORLD BANK GROUP Environmental, Health and Safety Guidelines 117. The Environmental, Health and Safety (EHS) Guidelines of the World Bank Group (WBG) 2008 contain performance levels and measures that are considered to be achievable in new facilities at reasonable costs using existing technologies. The EHS guidelines have been organized in to major four categories: (a) Environment, (b) Occupational Health & Safety, (c) Community Health & Safety and (d) Construction & Decommissioning. All the stakeholders of the project (particularly the client RHD and the contractor) can follow the general approach (illustrated in the IFC General EHS guidelines) to the management of EHS issues at the facility or Project level.

118. When host country regulations differ from the levels and measures presented in the EHS Guidelines, projects are expected to achieve whichever is more stringent. If less stringent levels or measures than those provided in these EHS Guidelines are appropriate, in view of specific project circumstances, a full and detailed justification for any proposed alternatives is needed as part of the site-specific environmental assessment.

Clearances/Permissions required for the Project Road 119. The preconstruction and construction stage permissions required for the project road are given in Table 2.3.

Table 2.3: Clearances and Permissions Required for the Project Road

S. No. Clearances/Permissions required Competent Authority to Accord Responsibility to Clearances Obtain Clearance A. Pre-construction Stage

1 Approval of EIA prior to the MoEFCC/DoE RHD construction stage 2 Permission for Tree felling Divisional Forest officer, Department RHD of Forests 3 Navigation clearance Bangladesh Inland Water Transport RHD Authority (BIWTA) B. Construction Stage 1 Consent to establish and Consent Department of Environment (DoE) Contractor to operate construction camp sites, crusher units, hot mix plants, concrete batch mix plants, WMM plants, work force camps etc. 2 Permissions for sourcing of water Bangladesh Water Development Contractor for construction activities (Surface Board and Groundwater) 3 Permission to Establish Deputy Commissioner & Local Contractor Construction camps Panchayat (s), land owners in case of private land 4 Extraction of Groundwater BWDB Contractor

5 Labor License District Labor commissioner Contractor 6 Extraction of sand by dredging Deputy Commissioner Contractor

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3 ENVIRONMENTAL AND SOCIAL BASELINE

General

120. The following section describes the baseline environment in three broad categories: • Physical Environment- factors such geology, climate and hydrology; • Biological Environment- factors related to life such as flora, fauna and ecosystem; and • Socio-economic and Cultural Environment- anthropological factors like demography, income, land use and infrastructure. A set of beliefs, practices, customs and behaviors that are found to be common to everyone

Physical Environment

3.2.1 Climate 121. The project area (Jashore to Jhenaidah road) corridor is located in south-western zone. Though far less than half of Bangladesh is in the tropics, the influence of the Himalayan Mountain Range has created a tropical macroclimate over most of East Bengal's landmass. Bangladesh can be divided into seven climatic zones (Rashid 1991).

122. South-western zone: In the project location the extremes of the zones to the north are somewhat tempered in the south-west zone. Rainfall varies from 1,500 mm to 1,800 mm. The mean highest possible summer temperature is less than 35 ° C. Dew-fall is more severe than in the western zone.

123. The climatic condition of the whole project area may be considered same as reported in Jashore and . The climate data are derived from the meteoblue. The meteoblue climate diagrams are based on 30 years of hourly weather model simulations. The weather models with historical data from 1985 onwards and generated a continuous 30-year global history with hourly weather data.

3.2.1.1 Temperature 124. Bangladesh has warm temperatures throughout the year, with relatively little variation from month to month. Figure 3.1 shows the mean daily maximum and minimum air temperature of 30 years of Jashore. As temperature record shows, April is the warmest month. Although in short spell, there exists a winter season in Bangladesh from November to February.

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Figure 3.1: Temperature and Rainfall in Project Area

Source: Meteoblue 125. The "mean daily maximum" (solid red line) shows the maximum temperature of an average day for every month. Likewise, "mean daily minimum" (solid blue line) shows the average minimum temperature. Hot days and cold nights (dashed red and blue lines) show the average of the hottest day and coldest night of each month of the last 30 years. Monthly precipitations above 150mm are mostly wet, below 30mm mostly dry.

3.2.1.2 Rainfall 126. Heavy rainfall is characteristic of Bangladesh frequently causing flood across the country or at local scale. With the exception of the relatively dry western region of Rajshahi, where the annual rainfall is about 1,600 mm (63.0 in), most parts of the country receive at least 2,300 mm (90.6 in) of rainfall per year. About 80% of Bangladesh's rain falls during the monsoon season. Maximum rainfall occurs during May to September and the lowest rainfall occurs in November to February during winter season. Figure 3.2 shows the average monthly precipitation of 30 years of Jashore. The number of sunny, partly cloudy and nos. of rainy day is given in Figure 3.2.

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Source: Meteoblue

Figure 3.2: Number of Sunny, Rainfall and Cloud Coverage Days in Project Area 127. The graph shows the monthly number of sunny, partly cloudy, overcast and precipitation days. Days with less than 20% cloud cover are considered as sunny, with 20-80% cloud cover as partly cloudy and with more than 80% as overcast.

3.2.1.3 Wind Speed and Direction 128. Wind could be the biggest and most influential weather fact. So, it is extremely important to know the direction and velocity. The Wind Rose model is used to understand wind factors. The wind rose (Figure 3.3) provides an overview of prevailing wind conditions within the project area.

129. The wind rose shows how many hours per year the wind blows from the indicated direction. From all the wind rose diagrams it can be said that the region is predominantly characterized by East, East-Southeast and South-East wind flow. The average wind speed ranges from 5 to 19 km/h during maximum period in a year.

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Figure 3.3: Wind rose Diagram in Project Area

3.2.2 Topography 130. Topography is the configuration of a land surface including its relief and contours, the distribution of mountains and valleys, the patterns of rivers, and all other features, natural and artificial, that produce the landscape. Although Bangladesh is a small country, it has considerable topographic diversity. It has three distinctive features: (i) a broad alluvial plain subject to frequent flooding, (ii) a slightly elevated relatively older plain, and (iii) a small hill region drained by flashy rivers. Nearly 12.5 percent area of Bangladesh in north northeast and south-southeast regions is hilly, 8.5 percent in the north centre and North West is flood free terrace land and 79 percent area is level land prone to seasonal inundation to variable depths.

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Figure 3.4: General Topography of the Project Road Area 131. The general topography of the project area comprises floodplains in the majority of the road and terraces. The topography of the project area slopes from north to south with elevation ranged from 15 m a.m.s.l to 11 m a.m.s.l. The project is located on the flood plain of the Ganges River. Topographically the cluster of the project location is almost flat, with many depressions, natural khals, bounded by the rivers.

132. This landscape is used for cultivation of irrigated and rain fed paddy, several land developers filling large parts of this landscape along the Jashore-Jhenaidah alignment to expand residential/Commercial area. Filling of level agriculture land and swamps along the project alignment may change the local relief affecting surface drainage locally. Moreover, land filling along the road alignment may induce rise of water level in Bhairab and Chitra River to inundate the adjacent areas. Unless the storm water from along the project alignment is managed properly and coordinated with a drainage system of adjacent residential sites, it may induce water logging in adjacent level land.

3.2.3 Physiographic Features 133. The project road alignment area lies mostly in the north-western and south-western part of the country and depends on the Ganges River for freshwater supply. The entire road alignment runs through Ganges Floodplain physiographic unit.

134. The Mahananda floodplain comprises all irregular landscapes of mixed Tista and Ganges sediments. The cut-off parts of the Meghna floodplain have a smooth relief and predominantly silty soils, which are deeply flooded (by rainwater) in the monsoon season. The unit covers most of the districts of Rajshahi, most of the Jashore, Natore, Pabna, entire Kushtia, Rajbari, Faridpur, Meherpur, Chuadanga, Jhenaidah, Magura, parts of Manikganj, Narayanganj, Munshiganj, Shariatpur, Madaripur, Barisal, Gopalganj, Narail, Khulna, Bagerhat, Satkhira. This physiographic unit is almost triangular in shape and bounded by the Ganges tidal floodplain on the south. On its southern end it traps the Gopalganj-Khulna Beels (Banglapedia, 2015).

3.2.4 Geology and Soil 135. The geology of Bangladesh is distinguished by Pleistocene to Tertiary bedrocks in the eastern hilly area and by dense Holocene sediments in the rest of the country, according to GSB (1990).

136. The general soil types of the project road area predominantly include the Calcareous Alluvium, and Calcareous Dark Grey Floodplain soils and Calcareous Brown Floodplain soils.

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137. Calcareous Alluvium Soils are stratified or raw alluvium throughout or below the cultivated layer. They are calcareous throughout or part of it and lack in having diagnostic subsoil horizon. This alluvium on the active Ganges floodplain mainly comprises brownish grey to pale brown sandy and silty deposits, which are moderately calcareous. Calcareous Dark Grey Floodplain soils occur extensively on the Ganges floodplain and locally on the soils that comprise cambic B-horizon and lime in part or throughout the solum and with a dark grey topsoil and/or upper subsoil. There are continuous dark grey gleans as well in the Ganges tidal floodplain. They are Calcaric Gleysols. Calcareous Brown Floodplain soils have cambic B-horizon that is predominantly oxidized, containing lime in the profiles. They comprise pale brown to olive brown, friable, loamy and clay soils occurring on the upper parts of ridges on the Ganges river floodplain and on the river bank of the Ganges tidal floodplain. Most of these soils belong to Calcaric Gleysols (Banglapedia, 2015).

138. The quality of the local soil was identified to characterize the baseline status. During the survey period, soil samples were collected from the possible 2 camp site locations (Figure 3.5). The samples were sent to the laboratory of Dhaka University.

Bijoynagar Mor, Churamonkathi, Jashore Laudia, Jhenaidah Sadar, Jhenaidah

Figure 3.5: Soil Sampling from the Project Area

139. There is no Bangladesh regulation/standard for soil. In the absence of local country standards, it is the environment consultant’s practice to use globally recognized ‘Dutch Ministry of Public Housing, Land-use and Environmental Guidelines - Soil and Groundwater Standards’ to assess soil quality and to determine the need, if any, for remedial action. Parameters analyzed in baseline quality of soil were observed to be well below the threshold limits for Intervention as per the Dutch Standards where almost most of the parameters are not yet standards according Dutch Standards (see Annex D).

3.2.5 Water Resources and Hydrology

3.2.5.1 Surface Water 140. The project road alignment crosses Bhairab River, Chitra River, Begobati River at several locations. There are also significant numbers of beels and canals in and around the project locations. Besides, there are numerous numbers of ponds and ditches available in the project area. The water bodies of the project area is given in Figure 3.6

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Bhairab River Chitra River Figure 3.6: Surface Water Bodies along the Project Road 141. The Bhairab river is located in south-western Bangladesh, a distributary of the Ganges. It passes through Khulna, dividing the city into two parts. Bhairab River originates from Tengamari border of and passes through city. The river is approximately 160 kilometres (100 mi) long and 91 metres (300 ft) wide. Its average depth is 1.2 to 1.5 metres (4 to 5 ft) and with minimal water flow, it has plenty of silt. Bhairab River has two main branches, the Khulna-Ichamati and the Kobadak. The Khulna-Ichamati forms a boundary between Bangladesh and India. The towns of Khulna and Jessore are situated on the bank of the river. The development of their settlements and culture were influenced by the river. The is formed from the Bhairab and the Atai River, and flows into the .

142. Chitra River originating from the lower part of Chuadanga and Darsana, it runs about 170 km southeast through Darsana, Kaliganj, Jessore, Salikha and Kalia upazilas and joins with the nabaganga in Gazirhat of . Afterwards the joint flow falls into the bhairab river in Daulatpur upazila of . In the past, the Chitra was an offshoot of the ichamati, but it turned into a distributary of the Nabaganga due to siltation at its mouth. The river is heavily silted up and not navigable from its original point to Salikha. From Salikha to Gazirhat, it is under tidal influence and the range of the tide is about one metre. The river is navigable and a launch route from Khulna runs along its course. An embankment along its left bank from Rathdanga to Gazirhat has been constructed under a flood control drainage and irrigation projects. The river does not show any tendency to erode or overflow its banks. It is straight in its course except for some meanders in Salikha upazila. Kaliganj, Salikha, Narail and Gazirhat are some important places situated on the banks of the Chitra.

143. The wetland areas in Bangladesh and at project site have shrunk due to land use conflicts, watershed degradation in catchments within and beyond Bangladesh border and water diversion up stream. Pollution of open water bodies due to use of pesticides in agricultural land, solid wastes and fish culture affected aquatic bio-diversity and wetland environment. The key issues related to surface water quality at the project area is the use of surface water for domestic, agricultural and industrial uses instead of exhausting the groundwater and disposal of domestic and municipal wastes in the water bodies.

144. The surface water at project site depends on rainfall, run-off from Gangetic Alluvium tracts that occur at project site. This tract occupies an area of 27,000 sq. km. It represents the riverine lands of the Gangetic plains. Soil texture varies from clay loam to sandy loam. The pH of the soil’s ranges from 7.0 to 8.5. The soils are moderately fertile and are characterized by calcium carbonate content and are well supplied with phosphate and potassium. The existing 2-lane upgrading to 4- lane road alignment will not affect local or regional hydrology because the landscape has an overall southwest gradient. Adequate east west openings on road embankment exist already to

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avoid drainage impedance during a monsoon. Further, the road construction will mostly follow the existing alignment and the number of hydrological structures will be kept the same with more water openings considering the hydrological and climate change assessment.

145. The surface water quality assessment in the project influence area has been carried out for the most important parameters. The sampling was undertaken from the rivers of the proposed bridge locations (Bhairab River, Begobati river, Bishkhali River, Chitra River) during the field survey (Figure 3.7). The surface water samples were collected and submitted to Department of Public Health and Engineering (DPHE) and DU Laboratories for further parameters analysis.

146. The surface water quality standard is yet not developed in the ECR 1997 except for few parameters. From the test result, it is found that for two locations, the pH concentration has exceeded the standard (JJR_SW_02 and JJR_SW_04) and DO concentration are below the standard level for all the locations except JJR_SW_01. Rest of the parameters are either within the standard or the standard are not yet standardized. The details analysis of the groundwater quality is given in Annex E.

Nurpur, Kotowali, Jashore Ward No. 7, Churamonkathi, Kotowal, Jashore (Bhairab River) (Bhairab River)

Chapalikuthipara, Kaliganj, Jhenaidah Chhotokhorikhali, Jhenaidah (Chitra River) (Begobati River) Figure 3.7: Sampling and Onsite Test of Surface Water Quality in the Project Area

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Figure 3.8: Hydrological Network of the Project Area

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3.2.5.2 Groundwater 147. The recharge of the aquifer in the project area is predominantly from deep percolation of rain and flood water. The actual recharge is apparently much less than its’ potential, leading to substantial lowering of the seasonal water table. Reportedly, the ground water level in the Project area during the dry season has been going down every year. Possible causes of this decline are most likely the compound effects of reduced rainfall, pronounced droughts, increased temperature and reduced of river flow in the dry period.

148. The deep groundwater table (DGWT) in terrace land (Project area) fluctuates between 15.0m and 20.0m during the dry season and reaches to the surface during rainy season. Groundwater in terrace lands is over exploited due to domestic, industrial and agricultural uses and the draw down is near to 7.0m during dry season. Further exploitation of the DGW table due to increased agricultural and industrial uses may create imbalance between water demand and water recharge at project site to affect the poor people (WARPO 2000).

149. The groundwater quality parameters, measured in the project area during the field survey (Figure 3.9), were found to comply with the drinking water quality standards set by DOE. The groundwater samples were collected near from two selected locations where several numbers of worker will be deployed due to heavy construction activities. The reason of the selection was to compare the existing water quality with national standard and to ensure good potable water for the workers during construction period. The collected samples were submitted to Department of Public Health and Engineering (DPHE) for further parameters analysis.

Nurpur, Jashore Sadar, Jashore Hamdu, Jhenaidah Sadar, Jhenaidah Figure 3.9: Sampling and Onsite Test of Groundwater Quality in the Project Area

150. The details analysis of the groundwater quality is given in F. From the results it is identified that all the parameters are within the national standard.

3.2.6 Seismicity 151. Bangladesh is situated in one of the most tectonically active regions in the world. Here is where three major plates meet (the Indian Plate, the Tibet Sub-Plate, and the Burmese Sub-Plate). The project area is located over the Indian Plate, which is moving north. However due to the location of relevant plates, fault lines and hinge zones, Bangladesh itself is divided into three seismic zones, based on the ranges of the seismic coefficient (note: the seismic coefficient is a measure of how strong an earthquake has the potential to be based on a combination of the mass of the plate and the seismic forces acting on it, as well as how frequently these quakes are likely to occur). Zone 3 is in the most seismically active area with a seismic coefficient on 0.25, and Zone 1 is the least active with a significantly lower seismic coefficient of 0.075 (Zahiruddin, 1993). As

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per the seismic zone classifications, project road falls in zone III means low seismic intensity (Figure 3.10).

Figure 3.10: Seismic Zone and Activity of the Project Road

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3.2.7 Natural Hazards 152. Almost 10 percent of Bangladesh is susceptible to frequent seasonal flooding, while up to 24 per cent of the country is vulnerable to flooding during high rainfall years. Flooding at SWR and SCR is caused by local precipitation and cross-border run-off from other catchments. A few decades earlier, the Faridpur-Jhenaidah-Jashore-Khulna highway site was prone to a seasonal flood of 50-100 cm in the southeast, 0-50 cm in the northwest and a tidal flood in the southeast. Due to surface water management interventions by the Bangladesh Water Development Board (BWDB), the depth and duration of the floods have changed. The region is currently risk free of floods unless there is a breach of the flood protection bank.

153. In Bangladesh, due to its unique geographic location, suffers from devastating tropical cyclones frequently. The funnel-shaped northern portion of the Bay of Bengal causes tidal when cyclones make landfall due to which thousands of people living in the coastal areas are affected. The project area does not fall under the risk zone of cyclone (Figure 3.11).

154. However, due to its geographic location, flood occurs moderately in the project area (Figure 3.12) but not frequently. The categorization is prepared on the basis of 1998 flood management database of BWDB. As per BWDB categorization, moderate flood zone is the area where 1-5 feet flooding occurred in 1998. The topography of the surrounding area is being been considerably changed due to rapid land filling by land developers and it has been envisaged that the floodplain of the Bhairab River and Chitra River would progressively be encroached by rapid filling. Considering the present land filling trend and future urbanization, the water levels of both rivers will rise. With the rising of the water level of the surrounding rivers and unpredictable local heavy rainfall in a short duration due to climate change, the crest level of the road needs to be determined. The drainage of the surrounding areas is mostly dependent on the water levels of the peripheral rivers. Therefore, the project area is risk free from cyclone and flood hazard.

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Figure 3.11: Cyclone Risk Zone of the Project Road

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Figure 3.12: Flood Zone of the Project Road

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3.2.8 Ambient Air Quality 155. There are several numbers of small and big brick kiln, one Rice mill and one sugar mill some frozen factory factories/industries located in the project. Moreover, there are significant numbers of brick kilns situated along the project corridor. Therefore, air pollution is localized and comparatively moderate at the project corridor. Air pollution in the project area is from road dust, black smoke from diesel engines, construction dust, windblown dust from agricultural lands, domestic heating and cooking, and transportations.

156. Ambient Air quality measurements carried out from 24 November 2019 to 27 November 2019 in four (04) locations along the Project road. The sampling locations were selected in commercial areas like Bazar, Bus Terminal where many people visit all day long and maximum number of people will be the receptor of air pollution during the road construction. Bangladesh national standards for ambient air quality are followed for the ambient air quality analysis. The key air quality parameters (particulate matter- PM10 and PM2.5, oxides of sulfur - SOX, oxides of nitrogen – NOX, carbon monoxide - CO and Ozone-O3) were analyzed from samples collected at each sampling sites. The measurement results showed achievement of all air quality standards (according to ECR,1997 which was amended in 2005). Based on the ambient air quality standard of DoE, air quality in the project areas can be stated as in good condition.

Khejurtola, Palbari Mor, Jashore Borobazar, Kaliganj, Jhenaidah

Kaliganj Bus Terminal, Kaliganj, Jhenaidah Bypass Mor, Chotto Kamarkunda, Jhenaidah

Figure 3.13: Ambient Air Quality Sampling in the Project Area

3.2.9 Noise and Vibration 157. According to World Health Organization’s Guidelines for Community Noise (1999), daily sound pressure levels of 50 decibels (dB) or above can create discomfort amongst humans, while ongoing

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exposure to sound pressure levels over 85 dB is usually considered the critical level for temporary hearing damage.

158. Three primary sources of noise have been identified in the project area: • Road Traffic: Road traffic is one of the major noise sources in the project area. This highway carries a relatively high volume of both motorized and non-motorized vehicles, resulting in road traffic noise impacts along the road corridors. • Industry: The project area has few industries and factories. Noise are generating from these industries and manufacturing factories in the project area. However, noise from agro based industries are negligible but other type of industries, especially, road side brick crushing plant, and loading and unloading of brick activates in the truck create severe noise in the influenced area. • Commercial Areas: There are some commercial or refreshment areas where always significant number of people gather and makes chaos continuously. This is another source of noise pollution along the road. 159. The noise level of the surroundings of the project area is insignificant. However, there is negligible sound pollution from the traffic movement on the nearby road. Noise level has been monitored at five locations along the project road during day and night time (Figure 3.14). The results show that time weighted average value of the sound monitored at five different locations of the project influence area exceeds the national standard fixed for all of the location for both day and night time because of traffic volume and traffic movement.

Khejurtola, Palbari Mor, Jashore Borobazar, Kaliganj, Jhenaidah

Kaliganj Bus Terminal, Kaliganj, Jhenaidah Bypass Mor, Chotto Kamarkunda, Jhenaidah

Figure 3.14: Noise Level Measurement in the Project Area 160. The vibration level of the surroundings of the project area is insignificant. However, there is negligible vibration level from the traffic movement on the nearby road. Vibration level has been

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monitored at five locations (same as noise) along the project road during day time (Figure 3.15). The result shows that the maximum velocity was 41.83 m/s in Borobazar, Kaliganj, Jhenaidah and minimum velocity was 0.05 m/s in for Balidabazar, Kaliganj, Jhenaidah and Kaliganj Bus Terminal, Kaliganj, Jhenaidah. Maximum acceleration occurred in Balidabazar, Kaliganj, Jhenaidah which was 278.4 m/s2. Minimum acceleration was mostly 0.1 m/s2 for most of the location. Maximum displacement occurred in Khejurtola, Palbari Mor, Jashore and the value was 3.267 mm while the minimum acceleration was 0 for all the location.

Khejurtola, Palbari Mor, Jashore Borobazar, Kaliganj, Jhenaidah

Kaliganj Bus Terminal, Kaliganj, Jhenaidah Bypass Mor, Chotto Kamarkunda, Jhenaidah

Figure 3.15: Vibration Level Measurement in the Project Area

161. The Ganges floodplain is basically consisted of the active floodplain of the Ganges river and adjoin meandering floodplains, and is mostly situated in the administrative districts of greater Jashore, Kushtia, Faridpur and Barishal. The adjoin meander floodplains mainly comprise a smooth landscape of ridges, basins and old channels. Noteworthy aspect here is the Gangetic alluvium a readily distinguishable from the old Brahmaputra, Jamuna and Meghna sediments by its high lime content. Besides, the relief is locally irregular alongside the present and former river courses, especially in the west, comprising a readily alternating series of linear low ridges and depressions. The Ganges channel is constantly shifting within its active floodplain, ending and depositing large areas of new char lands in each flooding season, but it is less braided than that of the Brahmaputra-Jamuna Interestingly enough, both plants and animals move with the pattern of flooding (Brammer,1996).

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Biological Environment

3.3.1 Bio-ecological Zones 162. Within a relatively small geographic boundary, Bangladesh enjoys a diverse array of ecosystems. Being a low-lying deltaic country, seasonal variation in water availability is the major factor, which generates different ecological scenarios of Bangladesh. Temperature, rainfall, physiographic variations in soil and different hydrological conditions play vital roles in the country's diverse ecosystems. The ecosystems of Bangladesh could be categorized into two major groups, i.e. (i) land based and (ii) aquatic. The land-based ecosystems include forest and hill ecosystems, agro-ecosystems and homestead ecosystems; while seasonal and perennial wetlands, rivers, lakes, coastal mangroves, coastal mudflats and chars, and marine ecosystems fall into the aquatic category.

163. Each of the ecosystems has many sub-units with distinct characteristics as well. IUCN Bangladesh in 2002 classified the country into twenty-five bio-ecological zones. The project road alignment falls in the Ganges Floodplain bio-ecological zone (Figure 3.16).

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Figure 3.16: Bio-ecological Zone of the Project Road Alignment

3.3.2 Biodiversity 164. The project area consists of several ecological subsystems e.g. open agricultural land, homesteads, and roadside vegetation. The open agriculture land ecosystem dominates the area providing widespread habitat types for various species of flora and fauna under flooded and non- flooded conditions. The vegetation covers of agricultural lands are different crop species, weeds and other herbaceous plants species. The faunal species in the agriculture land and roadside bush ecosystems include birds, amphibians, fish, snakes rodents and a domesticated mammals such as cows and goats and limited number of wild mammals including dogs and cats. The homestead

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ecosystem provides the main tree covered areas within rural Bangladesh including the project site. The homesteads are covered by fruit, timber, fuel wood, medicinal plants and various multipurpose tree species. The wildlife species in homestead ecosystem include the birds, amphibians, reptiles, rodents and mammals like mongoose, jackal, cats, monkey, etc. Many of the species including mammals are vulnerable or/and endangered in Bangladesh due to habitat loss, over exploitation, natural calamities and lacking of management. The project command area is not the specific habitat for any particular species of flora and fauna hence none such species will be specifically affected due to project implementation.

3.3.2.1 Diversity of Terrestrial and Aquatic Flora

3.3.2.1.1 Terrestrial Flora 165. The project area is a plain land that is above the flood level with mixed vegetation. Crops, vegetables are cultivated at the surrounding mainly include rice, wheat, tobacco, corn, nut, rabi crops and variety of homestead vegetables. A sizeable number of fruit trees with economic value have been observed in the PIA. The fruit trees include jackfruit, mangoes, litchi, banana, coconut, blackberry etc. and timber trees include mehegoni, neem, epil-epil, koroi etc. Considerable number of trees and bushes in the PIA site provide habitat for birds and other animals. The composition of plant community includes low growing grasses, trees, herbs and shrubs. The data collected from the field survey and suggests that the predominant species are those of cultivated vegetables and trees. A detailed list of terrestrial floral species found in the project area is shown in Table 3.1. Table 3.1: List of Plants in the Project Area

Common Name Scientific Name English Name Ata Annona squamosa Bullock’s heart Akashmoni Acacia aurculiformios Akanda Calotropis procera Swallow wort Ishw Armol Hemidesmus indicus Indian sarasaparilla Ashok Saraca indica Ashoka Aurjun Terminalia arjuna Aurjun Amra Spondias pinnata Wild mango Am Mangifera indica Mango Babla Acacia nilotica Bashak Adhatoda vasica Malabar Nut Tree Bamboo Bambosa spp. Banana Musa sapientum Bel Aegle marmelos Wood apple Bet Calamus rotung Banar Lathi Cassia fistula Indian laburnum BoknaNeem Melia azadirach Boroi Zizyphusm auritiana Bot Ficus benghala nsis Banyan tree Chatim Alstonia scholaris Chatian Chalta Dellenia indica Coconut Cocos nucifera Debdaru Polyalthia longifolia - Dhundul Luffa 67eregrine67l Sponge gourd Dalim Panica granatum Pomegranate EpilEpil Leucaenaleucocephala Eucalyptus Eucalyptus citriodora Gab Diospytos 67eregrine River ebony Jarul Lagerstroemia speciosa Giant crepe-myrtle

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Common Name Scientific Name English Name Jolpai Elaeocarpus robustus Olive Kalpanath/Kalo megh Andrographis paniculata Creat Karamcha Carissa carandas Karuanda Kamranga Averrhoa carambola Carambola apple Kathal Artocarpus heterophyllus Jackfruit Koroi Albizzia procera Porrot tree Kodbel Feronia limonia Lebu Citrus aurantifolia Lemon Litchi Litchi chinenss Mehedi/Mendi Lawsonia inermis - Mehogoni Swietenia mahagoni Mochi Ganda/Mochkanda Pterospermum acerifolium Hatipaila Nayantara Vinca rosea Pri winkle Nishinda Vitex negundo Five leaved caste tree Papaya Carica papaya Papaw tree Payara Psidium guajava Guava Racta Jaba Hibiscus rosa-sinensis Rose of Radhachura Peltophorum pterocarpum Copperpod Raktadrun Leucas sibiricus Racta Chandal Pterocarpus santalinus Red sanders Sal Shorea robusta Segun Tectona grandis Teak Shimul Bombax ceiba Shishu Dalbergia sisoo Sofeda Manilkara zapota Sapota Tentul Tamarindus indica Tamarind Venna Ricinus communes Zamrul Syzygium samarangense Ziga Lannea coromandelica

166. The roadside trees along the project corridor are primarily planted by the RHD. Additionally, there are also private plantation along the impacted corridor due to the road up gradation, but no natural forests were identified during the survey. Therefore, there are different authorities who are the owner of the trees along the project road. In addition to the roadside plantation several orchard and nursery were observed in the project area. The potential number of trees that may be impacted as a result of the project stands at 3312. Some trees are fruit bearing with low timber vale while others are non-fruit bearing with high timber value. The consultation sessions have elucidated that most of these trees are owned by the government. Moreover, 120-130 very old trees (maybe century-old) have been identified during the surveys. However, further verification is required in this regard. Since the alignment is not yet finalized and the preliminary design which was conducted in 2015 will be revised therefore, the total number of impacted trees will be counted again. The Arboriculture Department of RHD will be responsible to conduct such verification at detailed design stage along with the Design Consultants and they will complete this before starting construction activities along with necessary measures if applicable.

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Figure 3.16: Roadside Vegetation along the Project Corridor

3.3.2.1.2 Aquatic Flora 167. Different types of aquatic flora species were recorded along the project roadside. The most abundant hydrophytes in the project area are Kochuripana (Eichhornia crassipes), Topapana (Pistia stratiotes), Khudipana (Lemna minor) Pata Jhajii (Vallisneria spiralis), Shapla (Nymphaea sp.), Kolmi (Ipomoea aquatica), Helenchaa (Enhydra fluctuant), and Duckweed (Spiredella sp.). Numerous algae (e.g. Spirogyra and Scytonema) and amphibian plant, Dhol kolmi (Ipomoea fistulosa) are also found in the road side water bodies.

Figure 3.17: Roadside Aquatic Flora

3.3.2.2 Diversity of Terrestrial and Aquatic Fauna

3.3.2.2.1 Terrestrial Fauna 168. The diversified habitat and ecosystem in the project area support various types of animals as given in Table 4.2. Primary and secondary mode was adopted for identification of fauna. Most of the birds are identified through direct observation rather than from people. Most of the Amphibians, Reptiles and Mammals were identified by using books and description of the local people during the field survey. The list of these species with their vulnerability status is given at Table 3.2.

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Table 3.2: List of Fauna Identified in and around the Project Area

Scientific Name English Name Local Name IUCN Status Class: Amphibia Bufo melanostictus Common Toad Kuno bang LC* Hoplobatrachus tigerinus Bull Frog Kola bang LC Euphlyctis cyanophlyctis Skipper Frog Kotkoti bang LC Class: Reptilia Hemidactylus flaviviridis Common House Lizard Tiktiki LC Calotes versicolor Common Garden Lizard Rokto-chosha LC Mabuya carinata Common skink Anjon LC Varanus bengalensis Bengal monitor Gui shap NT** Xenochrophis piscator Checkered keelback Dhora shap LC Amphiesma stolata Stripped keelback Dora shap LC Enhydris enhydris Common smooth water snake Paina shap LC Ahaetulla nasutus Common vine snake Laodoga shap LC Atretium schistosum Olive keelback Maitta shap LC Class: Aves Phalacrocorax niger Little cormorant Paan-kowri LC Dendrocygna javanica Lesser Whistling-duck Shorali LC Ardeola grayii Indian pond heron Kani bok LC Casmerodius albus Great egret Sada bok LC Egretta intermedia Intermediate egret Mazla bok LC Egretta garzetta Little egret Choto bok LC Bubulcus ibis Cattle egret Go-bok LC Nycticorax nycticorax Black-crowned night heron Nishi bok LC Ixobrychus cinnamomeus Cinnamon Bittern Lal bok LC Ixobrychus sinensis Yellow Bittern Holud bok LC Anastomus oscitans Asian Openbill Shamuk-khol LC Haliastur indus Brahminy kite Shankho chil LC Milvus migrans Black kite Bhubon chil LC Elanus caeruleus Black-shouldered kite Katua Chil LC Actitis hypoleucos Common sandpiper Kada Khocha LC Tringa stagnatilis Marsh Sandpiper Bil Batan LC Glareola lactea Small Pratincole Chhoto Babui Batan LC Metopidius indicus Bronze-winged Jacana Jolpipi LC Columba livia Rock pigeon Jalali Kobutar LC Spilopelia chinensis Spotted dove Tila Ghughu LC Streptopelia decaocto Eurasian collared dove Konthighughu LC Streptopelia tranquebarica Red-collared Dove Lal Ghughu LC Treron phoenicopterus Yellow-footed Green Pigeon Holdeypa Harial LC Psittacula krameri Rose-ringed parakeet Tia LC Amaurornis phoenicurus White-breasted waterhen Dahuk LC Eudynamys scolopacea Asian cuckoo Kokil LC Centropus sinensis Greater coucal Kanakua LC Cuculus micropterus Indian cuckoo Bou-kotha-kao Pakhi LC Hierococcyx varius Common hawk cuckoo Chokhgelo Pakhi LC Cacomantis merulinus Plaintive Cuckoo Koroon Papia LC Athene brama Spotted owlet Khuruley Pencha LC Tyto alba Barn owl Laxmi Pencha LC Apus nipalensis House swift Ghor Batashi LC Cypsiurus balasiensis Asian palm swift Nakkati LC Alcedo atthis Common kingfisher Choto Maachranga LC Halcyon smyrnensis White-throated kingfisher Sada buk Maachranga LC

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Scientific Name English Name Local Name IUCN Status Merops orientalis Little Green bee-eater Suichora LC Merops leschenaulti Chestnut-headed Bee-eater Khoiramatha Shuichora LC Megalaima haemacephala Coppersmith barbet Choto Basanta Bauri LC Psilopogon asiaticus Blue-throated barbet Neelgola Boshonto LC Psilopogon lineatus Lineated barbet Gurkhod LC Dendrocopos macei Fulvous-breasted woodpecker Pakra Kaththokra LC Dinopium benghalense Black-rumped flameback Kaththokra LC Lanius cristatus Brown shrike Khoira Latora LC Lanius schach Long-tailed shrike Bagha tiki LC Oriolus xanthornus Black-headed oriole Holdey Pakhi LC Corvus splendens House crow Pati Kak LC Corvus levaillantii Jungle crow Dar Kak LC Dendrocitta vagabunda Rufous treepie Hanrichacha LC Dicrurus macrocercus Black drongo Fingey LC Dicrurus aeneus Bronze Drongo Chota, Fingey LC Artamus fuscus Ashy woodswallow Metey Bonababil, Latora LC Pericrocotus cinnamomeus Small minivet Sat saili LC Copsychus saularis Oriental magpie robin Doel LC Aegithina tiphia Common iora Towfik LC Acridotheres fuscus Jungle myna Jhuti Shalik LC Acridotheres tristis Common myna Bath Shalik LC Sturnus malabaricus Chestnut-tailed starling Kath Shalik LC Pycnonotus cafer Red-vented bulbul Bulbuli LC Pycnonotus jocosus Red-whiskered Bulbul Shepahi Bulbul LC Orthotomus sutorius Common tailorbird Tuntuni LC Bradypterus thoracicus Brown Bush Warbler Palasi Froringfutki LC Nectarinia asiatica Purple sunbird Beguni Moutushi LC Nectarinia zeylonica Purple-rumped sunbird Moutusi LC Passer domesticus House sparrow Charui LC Ploceus philippinus Baya weaver Babui LC Anthus rufulus Paddyfield pipit Dhani Tulika LC Motacilla alba White wagtail Dhola Khonjon LC Parus major Great tit Boro Tit LC Upupa epops Eurasian Hoopoe Hudhud Pahkhi LC Class: Mammalia Pteropus giganteus Flying Fox Badur LC Pipistrellus coromandra Indian Pipistrelle Chamchika LC Megaderma lyra Greater False Vampire Badur LC Herpestes edwardsii Common Mongoose Bara benji LC Herpestes auropunctatus Small Indian Mongoose Benji LC Felis chaus Jungle Cat Ban biral NT Vulpes bengalensis Bengal Fox Khek shial VU *** Viverricula indica Small Indian Civet Khatash NT Rattus rattus Common House Rat Indur LC Bandicota indica Bandicoot Rat Bara indur LC Mus musculus House Mouse Nengri indur LC Suncus murinus House Shrew Chicka LC LC*: Least Concern; NT**: near threatened; VU***: Vulnerable 169. The project road mostly traverses through the urban, semi-urban and agricultural area where no forest land was observed. Due to the nature of the roadside environment presence of critically endangered and endangered species is not recorded as per the information received during field survey.

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3.3.2.2.2 Aquatic Fauna 170. Fish is the most important aquatic fauna of the project areas, along with other groups. The aquatic fauna includes Prawns (Macrobrachium sp.), crabs, snails (Pila, Vivipara, Lymna etc.), freshwater mussels (Lamellidens sp.) etc. invertebrates and several species of fish. Kolabang (Rana tigrina); Guishap (Varanusbengalensis) and Matia sap (Enhydrisenhydris) are common. The aquatic birds are Pancowri (Phalacrocoraxcarto), Kanibok (Ardeolagrayii), Sadabok (Egrettagarzetta), Borobok (Egrettaalba), Machranga (Halcyon pileata), Dahuk (Gallicrexcinerea), and winter migratory birds – Balihash (Dendrocygnajavanica) and Chakha (Tadornaferruginea).

Figure 3.18: Fishing Practice in the Project Area 171. The ponds and burrow pits within RoW are presently used for fish culture or fish stocking. There is no natural stream or wetland within the RoW so upgrading the 4-lane will not impact local or regional hydrology. The wetland ecology will not be impacted as the road upgrading program will pass along the alignment of the existing road. Fisheries and natural species of fish will not be affected significantly with the implementation of the Jashore-Jhenaidah 4 lane road. Rather it will facilitate faster transportation of marine fishery catches to different interior markets. Water in Bhairab and Chitra River is heavily polluted from sewerage discharge and effluents from the locals and industries like rice and sugar mill affecting the aquatic lives. No aquatic mammal like Dolphin was observed in the Rivers along the project road.

3.3.3 Environmentally Sensitive Areas 172. There are no environmentally critical or sensitive areas close to the project site. Marjat Baor, which is an ecologically critical area situated in the Kaliganj Upazila of Jhenaidah, is more than 5 km away from the project site. So, there is no environmental sensitive location within 5 km radius of the project influenced area (Figure 3.19). There are, however, school, mosque, madrasah, monuments, factory, orphanage along the RoW, which are added in the Annex G of the report. Some mosque, cemetery, shrine maybe affected by the project and may need to be resettled or duly compensated in accordance with the regulations.

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Figure 3.19: Environmental Protected Areas in the Project Location

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Socio-Economic Condition

3.4.1 Background Characteristics 173. The Environmental and Social Baseline Survey chapter updates data collected through the Socio-Economic Survey of the ADB in 2015. The recently collected survey data is used to compare/validate/confirm socioeconomic profile of individuals residing in the project influence area. There are however some salient differences between both the surveys. ADB survey focused on Project Displaced People whereas the current survey obtained information on 200 HH who were randomly selected (every 5 km). The current dataset therefore includes information on both projects displaced people and generally on individuals residing close to the project but who will not necessarily be displaced as a result of the project. Moreover, ADB’s Social Assessment was designed in the context of the ADB’s Safeguard Policy Statement (SPS,2009), which focuses mostly on (i) Involuntary Resettlement, (ii) Indigenous people. Given the World Bank’s current Environment and Social Framework which covers a broad range of issues in comparison to SPS 2009 this survey extends data collection to cover social standards that are highlighted in the ESS.

174. A Social Survey was carried out in the project intervention areas to create a profile of the socio-economic features of the communities in October 2019. The survey team interviewed 200 households (HHs) across Jashore and Jhenaidah. The respondents from each household were selected based on whether they were the HH head or an elderly member of the family or a member of the family who is knowledgeable about the HH’s details. Out of the 200 surveyed HHs, 55 HHs are located in Jashore while 145 HHs are located in Jhenaidah. All of the survey respondents identified themselves as Bengali. 83.33 percent of the respondents indicated that they were Muslims, while 16.67 percent reported being Hindus. The following table summarizes the distribution of HH and members across the surveyed regions Table 3.3: Basic HH features in the Surveyed Regions

Female Individuals (ADB 2015) Male Districts (ADB HH residing in Male Female Total PDP (ADB 2015) 2015) the HH Jashore 1066 1059 7 55 216 111 105

Jhenaidah 763 759 4 145 622 315 307 Total 1829 1818 11 200 838 426 412

175. Most of the respondents have been staying in the surveyed areas for a substantial period. The average length of time a respondent has spent living in this area if they haven’t lived here since birth is 20.7 years, while 105 respondents from the surveyed HH reported living in this area since birth3. Figure 1 plots histogram for the number of years a resident has been living in this area if they have not lived here since birth. The 25th,50th and 75th percentile of this variable are 9, 20 and 30 respectively. Moreover, the right skew indicates that several individuals have been living here for a long time.

3 The survey recorded the number 95 to indicate those individuals have been living in this area since birth. We take out 95 when calculating the average for those who haven’t lived in the surveyed location since birth.

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5

1

0

1

y

c

n

e

u

q

e

r

F

5 0 0 10 20 30 40 50 For how many years the interviewee is living in this area?

Figure 3.20: Kernel Density Estimate Plot of the number of years a resident has been living in this area if they have not lived here since birth

3.4.2 Household Characteristics 176. Each HH in this sample is made up of five individuals, 4 and a total of 838 individuals currently reside in the 200 surveyed HH. Out of the 200 surveyed HH, 192 male, and 12 females have been identified as HH head. The average age of each HH is approximately 31.17 years, with maximum age being 95 years5. The following tables (Table 3.4 and Table 3.5) depicts the distribution of family size and age. Table 3.4: Distribution of Family Size

Family Size ADB 2015 ADB 2015 (Number of Aggregate Jashore Jhenaidah Jashore Jhenaidah Members) Up to 3 63 22 41 301 386 4-6 121 28 93 424 650 >6 16 5 11 38 30

Table 3.5: Distribution of Age

>60 (Vulnerable Mean6 0-45 46-60 Min Max category) Aggregate 31.17 627 143 68 0 95 Jashore 31.66 159 39 18 0 85 Male 32.56 79 23 9 0 85 Female 30.40 80 16 9 1 80 Jhenaidah 31.25 468 104 50 0 95 Male 32.11 225 61 29 0 95

4 4.83 individuals to be precise 5 If we take out zeros the mean age of the individuals in the surveyed HH is 31.77

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>60 (Vulnerable Mean6 0-45 46-60 Min Max category) Female 29.96 243 43 21 0 85 ADB 2015 (female) Jashore 3 2 2 Jhenaidah 3 0 1

177. Similar to other parts of Bangladesh, the data indicates that all the HH can be characterized as having a joint family structure. The table presents the distribution of relationship status across HHs. Married and unmarried account for 93.77 percent of individuals followed by widower category. However, the overall percentage of divorced/separated is the smallest among all the categories. The data exhibits that 24.1 percent of the individuals are household heads while 22.2 and 35.37 percent of individuals living in these HH are either husband/wife or son/daughter of the household head, respectively. Moreover, 5.25 percent of the individuals residing in the surveyed HH are father or mother of the HH head and another 5.61 percent of individuals in the surveyed households are son/daughter in law7 of the household head. Grandson/granddaughter also comprised of less than 6 percent of the residents. 12 individuals suffer from disability in the surveyed areas whereas the ADB study reported 38 individuals with disability. Further, only 3.72 percent of members stayed away from home for at least 15 days for work last year.

Table 3.6: Marital Status of Individuals Living in HHs

Marital Status Percentage Married 70.67 Unmarried 23.32 Divorced 0.29 Widower 4.58 Separated 1.14

3.4.3 Education Status of HH 178. The table 3.7 indicates that dropping out and not getting admitted to a school is highly prevalent in the surveyed households. Less than 22 percent of individuals are regularly attending school. Moreover, 10.62 percentage of individuals have completed primary school, followed by 8.52 percent of individuals who received SSC course. Only a small percentage of individuals went on to study undergraduate and postgraduate degrees.128 individuals have not received any formal education out of which approximately 20 percent are women. Close 54 percent of individuals dropping out of school are women. In terms of the highest level of education obtained 11 percent of women has completed primary school. Both men and women have a high dropout rate and the dropout rate is fairly comparable (53.89 percent for female vs 55.67 percent for male)

Table 3.7: School Going Status

School going status Percentage Not Admitted 16.82 Admitted and regular 22.21 Drop Out 54.80 Finished studying 5.39

7 Father/mother in law

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Educational Attainment in Percentage

religious education

Postgraduate

Undergraduate

HSC or equivalent

SSC or equivalent

Completed Primary School

No Education

0 2 4 6 8 10 12 14 16 18

Figure 3.21: Full Sample

Educational Attainment inPercentage

Religious Education

Postgraduate

Undergraduate

HSC or equivalent

SSC or equivalent

Completed Primary School

No Education

0 5 10 15 20 25

Figure 3.22: Female Population Only

3.4.4 Participation in NGO and Government Safety Net Programs 179. This section discusses the participation of the surveyed households in NGO groups and government SafetyNet programs. 10.14 percent of the surveyed individuals are currently involved in NGO run microcredit programs, and approximately 86 percent have never been involved in NGO related activities. Out of the 85 individuals who participate in microcredit program 80 are women. Furthermore, only 46 individuals are currently a beneficiary of government safety net programs.

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Table 3.8: NGO Participation

NGO participation Percentage Never been a member 86.04 Former Member 3.70 Involved in microcredit 10.14 Involved in Ultra-poor program 0.12

Table 3.9: Government Safety Net Programs

Government Safety Net Programs Number VGF 4 Allowance for the Elderly 9 Allowance for the disabled 8 Allowance for widow 1 Others 38 No Allowance 777

3.4.5 Land and Dwelling 180. The survey questionnaire required individuals to provide information regarding land ownership, its type and use. 393 individuals claim to own lands. The following table describes the type of lands individuals in the surveyed HH. The table indicates that 44 percent of the HH owns land and house and approximately 15 percent of HH that carry out cultivation in someone else’s land. The table also shows that 20.4 percent of individuals report having their land, and they carry out their own cultivation on it.

181. Moreover, 68.19 percent report that the land they own is in the same district and near their house. A third of the respondents’ report that while their land is in the same district, its however away from their homes. Only in one case, the respondents report owning land in a different district. The average HH owns around 33.27 decimals of land. The distribution of land ownership segregated in terms of percentile show that 75 percent of the sample own less than 33 decimals of land whereas 25 percent own more than 33 decimals of land. Furthermore, the histogram shows that that presence of larger values biases the average value upwards. This study finds four ways through which ownership of land has been obtained. The most common route through which an individual owns the land is through inheritance, 267 individuals report inheriting land followed by the purchase of land which 57 individuals report. The other less common method through which an individual owns the land is through gift and charity.

182. Table present summary statistics for the average value of land is BDT 1284793. While the Log- Transformed distribution of the value of land presents a reasonably symmetrical distribution, extreme values nonetheless impact the average value. Moreover, disaggregating the statistics in terms of gender indicates that the average value of land owned by women is higher than that of men (BDT1422751 vs BDT 1132742). Table 3.10: Land and Dwellings Details

Particulars of Land and Dwelling Number Percentage Own land and own cultivation 77 19.59 Someone else’s land and own cultivation 55 13.99 Own land, house 176 44.78 Own land, shop/business 17 4.33 Others land and own business, shop 8 2.04 Own land, pond 9 2.29

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Particulars of Land and Dwelling Number Percentage Own land, fallow 8 2.04 Own land, jungle 23 5.85 Own land, mortgaged 9 2.29 Own land, on lease/rent 7 1.78 Own land, on sharecropping 3 0.76

Table 3.11: Summary Statistics

Standard 25th 50th 75th Min Max Mean Deviation Percentile Percentile Percentile Are Owned 1 660 33.27 62.37 5 12 33 (Decimal) Female 1 396 33.94 56.16 5 11.5 33

Table 3.12: Process of Ownership

Ownership of land Percentage Inheritance 267 Purchase 57 Gift 4 Charity 4 Occupancy 1

80

60

40

Percent

20 0 0 200 400 600 Area (decimal)

Table 3.13: Value of Land

Value of land Mean 25th percentile 50th percentile 75th Percentile 1284793 300000 630000 1300000

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Kernel density estimate

.3

.2

Density

.1 0

10 12 14 16 18 lnSB_8 kernel = epanechnikov, bandwidth = 0.3450

Figure 3.23: Log-Transformed Value of Land

3.4.6 Sublease Land/Lease/Mortgage/Rent 183. Only 30 HH has subleased/leased/mortgaged or rented their own land. 43.33 percent of the 30-households, report mortgaging land followed by 30 percent of HHs who were involved in subleasing of land. The average amount of land which has been subleased/leased/mortgaged or rented is 39.8, the positive skew of this distribution is a result of large positive values. In case of 21 HH no crop is received. However, 9 respondents report receiving around 28.5 percent of the crop from the tenants on average.

Table 3.14: Type of Contract

Type of Contract Percentage Sublease 30 Lease 13.33 Mortgage 43.33 Rental 13.33

184. 80 HH took possession of someone else land through sublease/lease/mortgage or rent. The following table indicate the various types of contract used when HH obtains someone else’s land. The average size of the land obtained through sublease/lease/mortgage or rent is 35.59, the positive skew of this distribution is a result of large positive values. While 4 households don’t pay any amount annually, 71 HH pay on average BDT 60.46 annually.

Table 3.15: Type of Contract

Type of Contract Percentage Sublease 56.25

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Type of Contract Percentage Lease 12.50 Mortgage 30.00 Rental 1.25

3.4.7 House Ownership Status 185. The surveyed data exhibits a number of ownership or residing pattern. The most common form of ownership status is own built houses followed by inherited house. A small percentage of households also report buying their house.

Table 3.16: House Ownership Status

Ownership Status Percent Rental 4 Built 60.5 Purchased 9.5 Inherited 21.5 Own but obtained from others 1.5 Sheltered in Others House 3.0

186. The average value of the house in the sample is BDT 320532. The following table indicates the distribution of the value. Moreover, 6 respondents report renting and on average pay BDT 2400 a month. The minimum rent is BDT 800 and the maximum rent is BDT 3500.

Table 3.17: Value of House

Value of House Mean 25th Percentile 50th Percentile 75th Percentile 320,532 50,000 150,000 300,000

3.4.8 Materials Used to support Roof Wall and Floor 187. A variety of materials have been used to construct the structures; the following tables summarizes the materials used to construct the various rooms:

Table 3.18: Materials Used (Roof)

Material (Roof) Percentage Grass/straw/jute/stick/sac 3.47 Tiles 3.98 Brick/cement/steel 27.97 Tin 56.69 No roof/wall 7.88

Table 3.19: Materials Used (Wall)

Material (Wall) Percentage Grass/straw/jute/stick/sac 11.27 Bamboo 0.08 Clay 2.97 Tiles 0.08 Brick/cement/steel 60.76 Wood 0.51

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Material (Wall) Percentage Tin 20.42 No roof/wall 3.9

Table 3.20: Materials Used (Floor)

Material (Floor) Percentage Grass/straw/jute/stick/sac 0.17 Bamboo 0.08 Clay 45.04 Tiles 0.68 Brick/cement/steel 53.6 Wood 0.08 Tin 0.34

3.4.9 Household Assets 188. The current mean value of HH assets is BDT 16,092; however, as the distribution of the data indicates, large values are biasing the mean upwards. Moreover, the most common method through which HH items were acquired is through purchase (96.04 percent) followed by gifts. Self- produced items and Gifts are also reported by some respondents though it features more significantly as a secondary rather than a primary response.

Table 3.21: Value of HH Assets in BDT

Current Value of Mean 25th percentile 50th percentile 75th Percentile HH Assets in BDT 16,092 1500 4000 12,000

3.4.10 Business Activities, Savings and Loan 189. The following provides a summary of the professions of the HH members. In total, the following categories account for 87 percent of professions reported in the survey HH:

Table 3.22: HH Members Profession

Profession Percentage Agriculture 9.99 Housewife 25.78 Student 17.83 NGO worker 2.69 Unemployed/retired/child 15.57 Rickshaw puller/truck/bus driver 5.26 Farmer 3.87 Labor 1.83 Raising Livestock 3.76

190. The survey reveals income data for 428 individuals who are residing and currently working. The average income for working individuals in the sample is BDT8181 and the 25th and 75th percentile is BDT2250 and BDT 12000 respectively per month. Disaggregating the data further indicates that women on average earn BDT 536 more than men. The following table shows the distribution of the data. Approximately 210 individuals earn less than or equal to BDT5000 per month and may become vulnerable as a result of the project.

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Table 3.23: Individuals Monthly Income

Monthly Income Mean 25th percentile 50th percentile 75th Percentile 16,092 1500 4000 12,000 Male (n=216) 7915.42 2750 5350 10,000 Female (n=212) 8451 2000 6000 12,000

191. The following table exhibits the saving patterns of the HH. The following table indicates that majority of the HH members prefer to save with NGOs followed by maintaining savings at home. However, the mean amount of savings is highest at the banks, and this could be due to more wealthy members of the surveyed HH maintaining their savings at banks.

Table 3.24: Savings Pattern

N Mean in BDT Savings at Home 38 12300 Savings at Banks/postal office 30 75066 Savings with NGO 82 5523 192. The data further indicates that 107 individuals have taken a loan, and the table presented below provides an indication of the distribution of the data. The mean size of the loan is BDT 41,002. However, the 75th percentile of the loan value is BDT 50,000; therefore, a number of large loan amounts are biasing the average value upward. Most of the loan amounts can be considered small in size. Over 60 percent of the loans have been obtained from BRAC and Grameen, followed by banks. Moreover, 94.95 percent report paying interest to the financial institution. The data also elucidates that one member of the HH has forwarded a loan to a close relative and doesn’t receive interest. The amount of loan forwarded by this individual is BDT 30,000.

Table 3.25: Distribution of Loan Amount in BDT

Loan Amount in BDT Mean 25th Percentile 50th Percentile 75th Percentile

41,0002 10,000 20000 50,000

Table 3.26: Types of Financial Institution

Type of Financial Institution Percentage Banks 10.31 BRAC 23.71 Grameen 32.99 ASA 10.31 RDRS 1.03 Bureau of Bangladesh 2.78 Friends and Neighbor 1.03 Shopkeeper 3.09

3.4.11 Community 193. Development projects can have an impact at the individual, household, locality, national and even international level impact. This section describes and presents evidence of the views of respondents on the potential ramifications of the project at the community level. The average number of years the respondent has been living in the community is 34 years approximately. Moreover, 25 percent of the respondents have been living in this area for less than 20 years, and 75 percent have been residing in this community for more than 20 years.

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194. Approximately 11.06 percent of the respondents reported the presence of grave as opposed to 88.94 percent of respondents who didn’t report the presence of graves. Out of those who reported graves 94.44 percent indicated that the presence of one grave and the rest reported the presence of two graves. Moreover, six respondents the existence of historical or cultural sites in the locality.

195. The project can have a varied impact based on the age, gender, profession of individuals. The type of individuals most likely to be impacted by the project is depicted in the following tables. The following table indicates that women are likely to be most impacted by the project and followed by the whole community, children and elderly. 79 percent of the respondents indicate that the project is likely to impart the most significant positive externality on the whole community. Transport entrepreneurs are also likely to benefit from the project according to the respondents.

Table 3.27: Type of Individuals most affected by the project

Type of Individuals most affected by the project Percent Children 14.50 Elderly person 16 Women 29.5 Disabled 4 Whole community 18 Transport business/entrepreneur 11 Land Behind Road 5 Landowner 2

Table 3.28: Type of Individuals Most Benefitted by the Project

Type of Individuals most benefitted the project Percent Elderly person 0.5 Women 0.5 Whole community 78.5 Transport business/entrepreneur 20.5

196. The respondents are strongly positive that there is no restriction in the project area related to land use. Only 2.5 of respondents have reported restrictions, and this restriction is linked to people owning land. A significant proportion of HH (88.5 percent) does not know if raw materials will be used efficiently in the project. 97.44 percent of respondents support the use of a waste management system for a hazardous substance.

197. Major infrastructure project often requires the influx of blue- and white-collar workers in the project area, and it can have a variety of impacts on the host community. Approximately half of the respondent’s report that the influx of labor is likely to impact the host community. Those who anticipate the impact report was required by the survey provide two reasons. The most common reasons are increase in the local population (28.57 percent), Eve-teasing (40.68 percent) and furtive activity (20.34 percent). Respondents who don’t anticipate migrant labor to have any impact on their community also provides two reasons for their assessment. The most frequently reported reasons are “project is far away from the locality” (49 percent) and “the community is welcoming to outsiders” (18 percent). Other reasons are “strong monitoring of local leaders” (23 percent), and “project authority monitors all labor” (14.29 percent).

198. The nature of the civil works involved in the projects may require the project to hire labor locally. 97 percent of the respondents indicate that local labor will be interested in being engaged

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in project works. The main reason they highlight why local labor will be interested in participating in civil works as a laborer is because it is an income-generating activity (IGA). 82.47 percent of the respondents highlight IGA, followed by the possibility of good payment (10.82 percent) as the primary source of motivation for participation in project works. However, the main reason that a few respondents report in relation to why local labor will not be interested in participating is lack of expertise.

199. The nature of the civil works will likely lead to involuntary resettlement of individuals and community-related infrastructure. Approximately 65.5 percent of HH report that markets will be affected and a further 13.5 percent of the respondents’ report that schools and madrasahs might be impacted as a result of project intervention.

3.4.12 Poverty Status 200. Several indicators have been used to map the extent of poverty in the surveyed HH. Broadly the indicators can be categorized into the following categories (i) employment;(ii) education;(iii) HH facilities;(iv) ;(v) Income and expenditure. In general, 28 percent of HH have at least one member who works as day laborers. Further 49 percent of 6-17-year old in the HH go to school. In terms of HH facilities, 99.50 percent of HH report having electricity in their HH. Half of the survey population do not have any livestock. The primary source of drinking water for the HH for over 92 percent of HH is tube wells and close to 97.5 percent of HH have a separate kitchen. Leaf, straw and dung were the main sources of fuel for the HH with only 7 percent of the HH reporting gas/biogas/LPG as their leading source of fuel. The main types of toilets used by the HH are Sanitary (68.5 percent) and Kutcha toilets (31 percent).

201. The survey questionnaire also aims to understand the state of food security in the HH. Approximately 37.5 percent of the HH report they have surplus food, while 47 percent report a neutral position meaning that they are neither in shortage nor in surplus when it comes to food. However, approximately 15.5 percent of the HH report food shortages either sometimes, or always, these households could potentially be categorized as vulnerable HH .61.5 percent of respondents also reported that their situation was the same with 11 percent reporting deterioration in regard to food shortage.

202. The average income of the surveyed HH is BDT 19,223, and the values for 25th and 75th percentile is BDT 10,050 and 21,500, respectively. However, there are 34 HH whose average monthly income is less than or equal to BDT5000 and thus they fall below the poverty line. Disaggregated the income figures in terms of men and women indicate that women on average earn marginally less that women (BDT 19510). The mean expenditure for an average HH is BDT 16,347. The 75th percentile value of expenditure is BDT 20,000 meaning that 75 percent of the surveyed HH spend less than BDT 20,000 and 25 percent spend more than BDT 20,000.

3.4.12.1 Vulnerable Groups 203. The social analysis carried out thus far has indicated the presence of a number of vulnerable HH based on age, income, disability and self-reported food status. The approximate Bangladesh poverty line is Tk5000 / month (equivalent to US$2/person/day). Keeping in mind the challenges faced by the poverty line measure, this research finds that there 34 HH who earn less than or equal to BDT5000 and hence can be categorized as vulnerable. Income data also shows that there are 210 individuals in the surveyed HH who earns less than or equal to BDT 5000 a month may become vulnerable due the project depending on the transaction cost that might be incurred during the various phases of the project .(eg of transaction cost may include: additional travelling cost, opportunity cost of lost income, inability to find similar jobs in the local labor market etc) . Close to 16 percent of the HH faced some degree of food shortage. The survey has identified 68

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individuals who age is greater than 60 years and the project may impact them disproportionately. Moreover, 12 individuals suffering with disability has also been identified. Land acquisition may also cause some individuals to lose a significant proportion of land (10 percent) and make these individuals or HH vulnerable as a result of the project. However, “vulnerability” as a result of land acquisition will become apparent closer to census survey before the RAP is designed.

3.4.12.2 Health Facilities 204. Approximately 34 percent of the surveyed HH reported that either new centers were built, and existing ones upgraded. Moreover, an extremely high percentage (93 percent) of HH reported that health facilities were open every day. Around 70 percent of respondents indicated that the health centers neither have sufficient instruments nor have adequate medical personnel.

3.4.12.3 Eviction Threat 205. The survey aimed to gauge the extent of the eviction threat faced by the community. Less than 5 percent of the respondents planned to move from the present location. The respondents expressed confidence in facing no threats of eviction (81.5 percent), and another 17.50 reported not much threatened. The survey inquired about the reasons behind no eviction threat and found two central answers (i) the respondents report that they have never been evicted before and (ii) availability of legal deeds. Two individuals reported that they were very threatened by the possibility of eviction and one reports that the possibility of the government taking over land has made the respondent feel threatened about eviction

3.4.13 Gender-based Perception and Violence 206. A gender-based Perception and Violence section of the questionnaire aims to gauge the perception of the respondents on gender-related issues. In total, 16 questions were directed at the respondent concerning gender. This report summarizes eight questions from the gender survey. The in general, results indicate a strong cultural bias towards women. The respondents strongly agree that a husband has the right scold or assault his wife. Close to 40 percent believes that women must be allowed to work and earn; however, contrarily almost half of the respondents disagree that women must be allowed to go out of home whenever she wants. Over a quarter of the respondents agrees or strongly agrees that the wife is bound to have a sexual relationship with the husband even if she does not want. On some indicators, however, there is robust support shown women’s right to access justice if harassed and high levels of agreement is observed that none has the right to torture or harass women. The data presented thus far indicate that the surveyed household is significantly biased towards women.

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Table 3.29: Gender Perception Indicators

Wife is Women bound to A If the wife does Husband must be have sexual woman anything wrong has the Women must None has the allowed to relations if the husband right to be allowed to right to go out of with the harassed has the right to thrash/ work and torture/harass home husband has the scold, insult, assault earn women whenever even if she right to threaten her wife she wants does not justice want to Strongly 48 41.5 37 14.5 12 96.5 68 agree Agree 26.50 32 30.5 19.00 14 43.5 11.5 Neutral 5.00 7 9.00 15.5 13.5 12 Disagree 20.00 19 23.5 51.0 46 8.00 Strongly 0.50 0.5 14.5 0.5 disagree

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4 STAKEHOLDER CONSULTATIONS & INFORMATION DISCLOSURE

Purpose of Public Participation 207. The World Banks’s Environmental and Social Framework (ESF) underscores the importance of open and transparent engagement between the borrower and project stakeholders as an important pillar of good practice. Effective stakeholder engagement through a robust consultation and disclosure mechanism promotes environmental and social sustainability of the project, enhances its acceptance and makes important contributions to design and aids in smooth implementation of the project. Stakeholder engagement is an inclusive process and is carried out throughout the life cycle of the project. ESS10 refers to Stakeholder Engagement and Information disclosure requirements of the ESF. The following are the objectives of ESS10: • Establishment of a systematic approach to stakeholder engagement that will enable borrowers to identify and form constructive relationships with the relevant stakeholders, including Project Affected People (PAP). • To assess the level of interest and support stakeholders have for the project and ensure that through this mechanism, the views of the stakeholders are incorporated into the project design. • Encourage and facilitate methods of effective, meaningful consultation and engagement with PAPs throughout the project cycle on issues that could potentially have an impact on them • Ensure that project information related to environmental and social risks and impacts is disclosed to stakeholders in a timely, understandable, accessible and appropriate manner and format.

208. ESS10 promotes meaningful consultation and communication with all stakeholders, and the process of stakeholder engagement involves the design and implementation of a Stakeholder Engagement Plan (SEP). The SEP covers the following aspects: (i) Stakeholder identification and analysis; (ii) planning how stakeholder engagement will take place;(iii) disclosure of information;(iii) consultation with stakeholders;(iv) consultation with stakeholders; (v) addressing and responding to grievances;(vi) reporting to stakeholders. The SEP for WeCare project has been prepared. The coordination and monitoring mechanisms established in the SEP are overseen by committees comprising of staff from RHD, LGED and other relevant agencies at the district and Upazilas level. As part of the ESIA, two consultation and 13 FGDs were carried out over different days and locations, and the participants included officials from Jashore and Jhenaidah, community members, female laborers and businessmen.

209. During the consultation the people were informed about: i. A background of WeCARE project; ii. The people were informed about the ESF of World Bank 2016, GoB land Acquisition Act of 2017, provisions of compensation as per GoB regulations and the compensation and assistance therein and asked suggestion for improvement so that their suggestions can be incorporated by the project authority for the proposed WeCARE project; iii. Proposed safety measures for the road; iv. Likely positive and negative impacts of the road

210. The Consultations elicited from the people the following: i. Their views on the project especially the likely adverse impacts; ii. Possible mitigation measures in case of adverse impacts; iii. Means of better delivery of compensation and assistance;

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iv. The assurance from the project authority not to marginalize people by depriving them from their livelihood. v. Provision of infrastructure such as drinking water and toilets.

211. Through public participation, stakeholder’s viewpoints and suggestions were captured as an input to the technical design, which were duly considered, and all the suggestions were incorporated in the project design to the extent feasible and /or warranted.

Past Consultation and Participation during Feasibility Stage 212. During the FS/IEE stage the level of consultation and participation had been limited to the following: Social Survey and Resettlement Survey. These were two separate 20% sample surveys of households in the project area: one focusing on the social conditions of the impacted communities and one on the resettlement needs and requirements of those directly affected. These surveys had been carried out as part of the on-going process and the methodology and findings have been included in the Social Assessment and Resettlement Reports. This survey had focused on the social characteristics and conclusions. There were no specific questions concerning environmental issues and requirements.

213. During the preparation of the IEE detailed consultation had not been considered appropriate on environmental matters; the precise alignment had not been determined, no documentation had been available (maps, documents and details). There were no specific environmental consultation requirements of the Government through RHD or DoE or of the WB at the Feasibility stage. However, during the Detailed Design stage in 2015, environmental consultations were held at places in 1 (one) location (Kaliganj Bazar) along the proposed alignment of the project. However, the design will be updated prior to the construction and further consultations will be carried out if the Design Consultants is engaged.

Consultation Meetings at Preliminary Design Stage 214. For this specific project on Daulatdia-Magura-Jhenaidah-Jashore-Khulna Road (N7) alignment, preparation and completion of the EIA took place between February and May 2015 during the PED process. The location and number of meetings is referred to in Table 7.1 below. The meetings were attended by RHD, and the Consultant Team comprising Environmental and Resettlement Experts. Local government participation was also invited to the meetings and consultation. Information Disclosure: This was carried out in accordance with ADB requirements. The following meetings were held along the alignment:

Table 4.1: Consultation Meeting Held During EIA Preparation

Date Locations Premises Characteristics 04 April 2015 Kaliganj Bazar, Jhenaidah. Mahtabuddin Degree Auditorium of the College, Nimtala, Kalganj Mahtabuddin Degree Upazila, Jhenaidah. College, 97 attendees

215. The meetings included presentations by the National Environmental Expert. All meetings were combined with Resettlement aspects which were presented by the Bangladesh Resettlement Expert (details of this part of the meetings can be found in the Resettlement Report). All the meetings were held in the Bangla language. The main Environmental matters that came up under discussion during the meetings are as follows: ▪ Road construction/widening should commence and end as per schedule and not be delayed or cancelled.

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▪ Trees felled during construction should be compensated for to the owners and replanting should take place, ▪ Roads should have facilities for drainage on both sides with cross drains to minimize flooding and water logging ▪ Sensitive structures and sites, e.g., schools, mosques, graveyards, markets, etc., should be avoided while undertaking road widening. The proposed alignment needs to bypass these structures and sites, ▪ Blockages should not be caused to local drainage system during the construction and operation. ▪ Road development as proposed in the meeting is strongly welcomed, ▪ Development work may necessitate removal or destruction of permanent and sensitive areas and structures like graveyards, madrassas, schools, mosques, e.g., those in the market area along the existing road. The proposed alignment needs to bypass these structures and sites, ▪ No canal or water body should be filled-in or otherwise adversely impacted upon. Water- logging should also be avoided, ▪ Underpasses, foot overbridges for pedestrians, etc. should be in adequate numbers and at appropriate locations (e.g., in vicinities of schools, madrassas, areas of bazars and hats etc.) in the detailed design, ▪ Private family/personal properties, if affected, should be adequately and appropriately compensated for. 216. All attendants at the meetings welcomed the improvement of the road and hoped that implementation would proceed as early as possible. Meetings were attended by Chairmen and elected local government officials, landowners and business owners, local PAP, and other community members. Senior Staff from local Roads and Highways officers were instructed to attend the meetings by RHD Dhaka and attended all the meetings held at designated locations along the alignment. Full details of the Environmental Presentation, attendance, subject of discussion and photographs are included in Annex H.

Consultation at ESIA Preparation Stage 217. As part of the disclosure of the ESIA two consultation meetings were organized by the RHD at Jashore and Jhenaidah in November 2019. Additionally, several FGDs were conducted along the project corridor.

4.4.1 Summary of Consultation Meeting with Jashore & Jhenaidah Officials (I)

Date Location Participants 24/11/19 (a)Conference Room, LGED, Palbari, 22 Officials from different departments/ Jashore sector 24/11/19 (b)Conference Room, LGED, Jhenaidah 25 Officials from different departments/ sector

Summary of Queries, Concerns and suggestions Responses The participants informed that they were not The representative of the world bank and consultant cognizant of the project team explained the nature of the projects. The consultant team explained to the participants that their study was focused on understanding (i) the impact of the corridor’s current situation on the environmental and social dimensions;(ii) identifying risks and developing mitigation strategies; (iii) developing market places in terms of infrastructure and facilities; and (iv) developing a communication

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Summary of Queries, Concerns and suggestions Responses system from the market place. Information on the width of the road was disclosed to the participants. Participants provided input in terms of design and The participants were informed that the project other amenities. They requested for one-way team has noted their concerns and will assess the highway roads with a road divider, separate feasibility of including them in project design. rickshaw lanes, installation of a police box, medical facilities, construction of washrooms for men and women. The issue of land acquisition was raised The consultants explained that exact amount and nature of land acquisition is not currently finalized as the project is at a primary stage. They also emphasized that land acquisition will be carried out where necessary. People agreed on the availability of land to create a The participants were informed that the project marketplace, etc. without damaging existing team has noted their concerns and will assess the canals/rivers, solid waste management system etc. feasibility of including them in project design. Participants highlighted that widening the Jashore- The project team noted their concern and informed Jhenaidah road will lead to a number of trees being them of a potential mitigation strategy cut down and requested the project team to develop a mitigation plan. Participants inquired about the eligibility They were informed that the compensation package requirements for compensation packages for would be designed in accordance with GoB and landlords and squatters, respectively. World Bank Policy. Due to societal concerns and notions of self-respect, The participants were informed that the project women may not choose to work as laborers. team has noted their concerns and will assess the Participants also requested that local police should feasibility of including them in project design. be informed if women participate in civil works. The team also informed that further consultation will be carried out with the community to promote inclusivity and to minimize any disproportionate impacts on individuals residing in the community. Moreover, they were informed that security plans will also be discussed during consultation session. Given the potential for road accidents, the The participants were informed that the project participants highlighted that the lack of available team has noted their concerns and will assess the resources of the local hospital would stunt robust feasibility of including them in project design. responses to accidents.

4.4.2 Summary of consultation Meeting with Jashore & Jhenaidah Community Members (II)

Date Location Participants 24/11/19 Churamonkathi bazar, Jashore 7 (men) 24/11/19 Muradgor, Mandartola, Jashore 8(men)

Summary of Queries, Concerns and Suggestions Responses Raised by community members during FGD Sessions () The respondents indicated that they have some idea Consultants have given the respondents specific about the proposed project, however they lack details like the road improvement necessity, bridge knowledge about the specific aspects about project construction etc. and also noted down their implementation. suggestions. The participants were aware and open to the idea of It has been confirmed that the project would be the government acquiring land if required. They were implemented causing minimal damages and the also confident that they would receive some affected peoples would receive proper compensation as a result of land acquisition. The compensations.

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Summary of Queries, Concerns and Suggestions Responses Raised by community members during FGD Sessions () participants pointed out that GoB owns land alongside the road. However, the discussion indicated that squatters owning businesses might be affected due to the intervention and some compensation will help in their income restoration process. The proposed interventions can cause significant Consultants informed them that proper traffic disruptions on this busy road. They requested to keep management plan would be taken and a traffic one side of the road open during civil works. The controller would be appointed section wise. respondents highlighted that while there would be disruptions, the proposed civil works will enable children to easily commute to school from their homes. Overall the respondents argued that the proposed benefits of the project outweigh the costs The participants requested that the correct It was ensured among the respondents that no child equipment and safeguard material should be labors would be included in the project and several provided to workers to protect them from work safety officers would be appointed to ensure the PPE hazards. They also highlighted that in civil works among workers and there would be a definite salary while women and men do similar types of jobs they structure plan for the workers. are paid substantially less, and the project should ensure that female workers are not discriminated. Moreover, they respondents indicated that they are aware of the employment of some child labor in civil works. The pollution from the project is likely to negatively They have been informed that anticipated impact impact workers of the project along with nearby over the people and surrounding environment households. already been estimated and proper mitigation measures would be taken during the project implementation period Some of the respondents exhibited knowledge about Consultants ensured that the land acquisition process the land acquisition and compensation would follow the GoB regulations and also proper determination process. compensations would be given to the affected persons The group had mixed feelings about the negative It was ensured that any sign of misbehave towards impact of labor influx on local women. While one of the women or children would not be tolerated and them argued that women will face some difficulty in the in charge would punish the guilty person. women travelling from one place to another respondent argued that given the workers will be busy and housed in specific location, he predicted no negative impact on women. Building four lanes could lead to the destruction of a The commercial and religious structures would be local madrasa and many shops within the bazar area. replaced. Community resources such a lake is used for bathing No disturbance of local resources would be ensured and aquaculture activities. To disseminate information about the project the Information regarding the project development respondent prefers getting messages through would be rendered through the elected officials and Facebook, or text messaging. Moreover, informing more meetings would be arranged during the project elected officials such as chairman or member can aid implementation period. in information dissemination. Information about the project can also be disseminated through milking, meeting at the bazar, through the local imams, school and local representatives. Discussion revealed that the proposed benefit Proper Road signs would be set in different section outweighs the cost of the project. In general, they of the road and also several speed breakers would

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Summary of Queries, Concerns and Suggestions Responses Raised by community members during FGD Sessions () expect ease of communication for business, school be constructed to limit the speed. Further, highway children and patients travelling to hospitals. police would be in charge to control the traffic and However, fast moving cars may lead to accidents on also to ensure road safety. the road PAPs respondent that they expect to be significantly The respondents have been given surety that the negatively impacted as a result of the project and compensations would be given before starting any would require replacement land as compensation. kind of construction activities and besides the Moreover, in case of land acquisition the PAPs expect consultants ensured that the affected peoples would a fair compensation for their land. The construction be given in their compensation cost three times of 4 lanes is more than likely to cause significant higher than present cost. negative impact on a number of people as they are likely to lose a significant proportion of land. They need clarity in term of the mechanism of compensation payment. The respondents argued that rarely labor is taken Proper safety measurements would be taken and form their locality to work on the projects. Usually also locals would be given priority in terms of labor is brought from other locations to work in the recruitment. project area. The participant supported the promotion of safe working environment for the workers and discouraged the use of child labor. Moreover, they also requested ensure equal pay between men and women. The participants raised concerns that influx of Any news regarding sexual harassment would be workers form other localities will more than likely strongly investigated and if any associate found lead to sexual harassment and commuting problems guilty, then s/he would be punished. for women. The necessity of creating a GRC was highlighted as GRC would be formed including local peoples and problems were anticipated by the respondents. governmental associates. The respondents indicated that variety of crops are Consultants ensured them about planting 2 trees grown on the land in the project impact area. against cutting down a single tree. Tree plantation Moreover, the trees alongside the road where program would be held and also necessary initiatives project intervention will take place is owned by the would be taken to preserve the trees. Also informed government them about proper mitigations measures would be taken to minimize the impact over the crops.

4.4.3 Summary of FGD with Haibatpur Union Parishad Chairman (III)

Response Queries, Concerns and suggestions raised by respondent The chairman informed that he was aware of the proposed project and provided his insight on the impacts of land acquisition on the community, land acquisition process (including compensation determination)

Specifically, he highlighted that those living closely to the 4 lanes will disturbed due to noise and traffic. The problem with noise will be especially acute according to him at night. He also highlighted a number of beneficial impacts of the project which included, (i) improvement in road safety, (ii) faster commute, (iii) quick distribution of local produce across Bangladesh

The following is the employment profile of the community according the chairman: 60 percent agricultural labor, 10 percent service holders, 10 percent laborers and 20 percent businessmen.

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The chairman was confident that even with the labor influx no social problems were expected as workers would go back to the camp sites once they have finished their work. Further currently women have no problem in going about their daily life in the community.

The respondent identified a number of NGOs who operated in the locality. These NGOs were mostly involved in providing microcredit/ poverty reduction programs.

He stated that he was not aware of any tribal or indigenous people in his community.

A number of road upgradation works are currently ongoing in his area. Moreover, river dredging work is also ongoing.

He highlighted the importance of GRC and noted the importance of including chairman and members as they are locally respected.

He was confident that the construction of 4 lane will not cause damage to any sites of historical/archaeological/religious importance. He also noted that if there were any loss to community property the government would compensate the affected communities.

4.4.4 Summary of FGD with Community Leader (IV)

Response of Queries, Concerns and suggestions Knowledge: The community leader was vaguely aware of the project and its potential impact on those living close by. She was also confident that the government would be paying compensation if land acquisition was ultimately triggered.

Impact: According to the respondent the project will benefit the community. Specifically, she highlighted that traffic jams will reduce and the creation of four lanes might even reduce traffic flow. She recommended safety signs and raising awareness will improve safety for children and community members. Moreover, she highlights that in some cases land acquisition may force people to become economically vulnerable especially since some of these individuals are already poor. The problem of pollution and other environmental hazards may be triggered as a result of the project.

She highlighted that as a result of the four lanes landowners in the locality will benefitted as price of the land will increase sharply in addition to improved communication with markets across districts and perhaps internationally. She also correlated roads and transport with increased economic activity.

Labor Influx: No impact on local community as a result of influx.

Educational institutes: A number of schools, college and madrasas might be impacted as a result of the project (roughly 8-10). The respondent requested that the compensation measures should be sufficient such that the affected parties will be able to restart their economic lives either nearby or somewhere else.

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Response of Queries, Concerns and suggestions Religious Institutes: She highlighted that a number of mosques might be impacted as a result of the project, however, she was not aware of churches or temples in the locality of the project. She pointed out that the creation of four lanes will necessitate the need for foot bridges and stronger implementation of traffic rules were required. Labor safety: Labor safety needs to be of paramount importance. Cumulative Benefit: She highlighted the cumulative benefit to the region will be significantly higher, she claimed that mouza rate is higher than the rate during individual buying and selling and therefore a fair compensation will eradicate the negative impact of the project. Garbage collection has been infrequent, and she requested the projects help to improve frequency if possible. Moreover, while there are pay per use public toilets its usually not frequented by locals.

4.4.5 Summary of Consultations with Women (V)

Responses Queries Concern and Suggestion Knowledge: Majority members of the group was either not aware or vaguely aware about the project. Those who knew about the project obtained information through the husband. Moreover, they were not clear about the land acquisition process and payment of compensation. Though they expected fair compensation if land was acquired. Impact: The respondents reported that construction of the four lanes will significantly benefit the community. Specifically, they pointed out that by increasing the size of the road, road traffic will be able to flow with ease and the probability of accidents will be reduced. They requested smaller vehicles to be allowed on one of the lanes. Some of them requested that their roads should be connected to the four lanes. The feel that four lanes will enable ease of access for the entire community and they requested construction of foot over-bridge. They reported that with the construction of four lanes there will be tighter rules and designated crossing areas which children can use to cross, currently they need supervision in crossing roads due to the narrow lanes and looser traffic controls. They also highlighted that majority of the shops alongside the roads are on government land and they would be negatively impacted as a result of the project. They requested that these encroachers and squatters be given time and assistance to relocate. One of the groups urged that strong traffic management system through the use of signalling should be installed and no markets should be allowed alongside the road. Both the groups highlighted that a lot of trees will be cut down as a result of the project and that is likely to have an impact on their health. Labor Influx: the women expect no negative impact related to GBV as a result of labor moving into their district for work as workers would be accommodated in labor camps .Moreover, the demanded equal pay for equal work for women .They also argued that there is no threat of child labor being used in the project as majority of the children in this area attend school. Toilets also need to be constructed for workers.

GRC: The respondents indicated that in a long and complicated project which might negatively impact individuals should have a GRC comprised of local elites and individuals from the project unit. Further, given that labor would be coming in from other districts they should also be made accountable to the GRC.

Community Health and Safety: The requested that during civil works contractors and workers store/keep their raw materials and machinery in a safe designated location. Moreover, while they expect that air pollution will temporarily shoot up during civil works and requested mitigation measure in regard to air pollution.

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Responses Queries Concern and Suggestion Land Acquisition and Compensation: The groups expected that land acquisition will lead to involuntary resettlement. The highlighted that a lot of individuals will lose home and business units. They requested fair compensation not only for the land and loss of income but also for any other transaction cost involved in moving from one location to another. For example, in case of physical displacement they expect rent to be paid by the project till a new home is constructed for the PAP in a new location. Moreover, compensation should pay also for vegetation and crops along with the land or any associated structure on it. However, majority of the participants are not aware of the compensation process.

Impact on Women: No negative impact, if anything the project will help them move around with ease.

Indigenous/Tribal People: No indigenous/Tribal People

Educational institutes: They do not expect any schools or educational institutes to be impacted, however market along the roadside can be negatively impacted.

Religious Institutions: No religious institutions will be impacted as a result of the project

Traffic Accidents: The respondents expect that the propensity of road accidents will be reduced as a result of the project. They also requested the implementing agency to construct foot over brides and road dividers. Moreover, separate lanes for vehicles of various sizes will also reduce accidents according to them.

Health facilities: Communities usually go to pharmacy or doctors in the locality if it’s a minor health related issue. If escalation is required, they usually travel to Jashore Hospital. One of the group members reported that union health complex doesn’t have adequate medicine or doctors.

Ownership of Trees: Majority of trees are owned by the government, however there could be some which are privately owned

Electricity: All houses have electricity Waterbody: Water body is primarily used for aquaculture.

Internet: Approximately 60 percent of individuals have access to the internet

Best way to communicate information: miking, leaflet, papers, local elites, schools, meeting at the bazar

NGO: Number of NGOs in operation including grameen, brac, asa, jagrani, bureau Bangladesh, srijoni, shshu niloy, CO. Most of the NGO activities are focused on providing micro credit.

Stakeholders 218. The stakeholders of Jashore-Jhenaidah highway improvement project include the (i) financing agencies e.g. WB, GoB and other donor agencies (ii) government organizations involved in planning ,design and implementation e.g. RHD, DoE, Forest Department, Department of Agriculture Extension (DAE), Bangladesh Water Development Board (BWDB), Civil Administration

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(DCs), Public Representatives, NGOs, etc., (iii) Consultants and Contractor involved with feasibility study, detailed design and bidding document preparation and implementation phases and (iv) PAPs affected positively and/or negatively directly and/or indirectly. (a) Summary of Incorporation of Concerns

219. The project in line with GoB and World Banks Environmental and Social Standards have employed a participatory approach in project design. A number of suggestions/ concerns were raised by PAPs and the following is a summary of the incorporation of key concerns. The principal behind the projects safeguard strategy is Avoid/Minimize/Mitigate to the extent possible. • Land Acquisition and Compensation related Aspects: Compensation will be determined based on GoB law and WB ESS. The entitlement matrix will be included in the RAP and shared locally. • Minimization of Impacts: Design related (need info) • Replacement of community structures: The design of the project ensures that there will be no impact on any religious institutions. However, tree, structures, squatter and encroachers will be impacted negative as a result of the project • Safety Concerns: (Foot over bridge/ designated crossing areas/dividers). Currently children cross these roads to go to school therefore road safety during and after civil works needs to be accounted for .C-ESMP will account for these challenges • GBV: While the consultation indicates that the risk of GBV is low a GBV risk mitigation plan needs to be developed and will be implemented throughout the project area. • Labor related issue: Along with labor management and labor influx plans, labor camp site management also needs to be developed to mitigate or reduce the impact of migrant workers on the local community. • Information dissemination: Currently the state of knowledge among local in the project area is very low, therefore targeted participatory measures will be taken update them on the project and its timeline. The process of resettlement begins long before land handover and this project will ensure that the affected parties have plenty of time to adjust and respond to the changes.

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5 ANALYSIS OF ALTERNATIVES

Widening or By-pass or Overpass in Commercial and Market Areas 220. During the design process some general environmental and social issues have been considered in the review of alternative alignments as follows:

221. A few sections of alignment pass through commercial areas. The present development does not allow any widening of the present carriageway without detrimentally affecting adjacent land and buildings and allowing commercial and other activities to continue and prosper. A number of options have been considered: ▪ Widening of RoW to allow 4 lanes and any necessary junctions with demolition of commercial areas: This would detrimentally impact on the commercial health of the area and cause significant disturbance. It would also increase danger to pedestrians and other road uses; faster speeds etc.; ▪ By Pass: This is one solution, but would cause disturbance to agricultural land and farmers but should be considered for the larger centers. The health of the existing commercial area may be adversely affected by loss of trade; ▪ Flyover (elevated road): This may have advantages over widening and extensive land acquisition and resettlement. However, it would reduce the environmental quality of the land and building below the flyover and may still require some land acquisition and resettlement.

Diversions and By Passes 222. The locations where alternative alignments were considered and selected are as follows: Km 135.100 – 137.000: Buri Bhairab River: Diversion to provide new bridge and approaches; 223. Full details of the above area included in Annex I. The main justification for considering these alternatives was that widening through an existing commercial area will involve significant land acquisition and clearance, could adversely individuals impacted by land acquisition, vulnerable groups commercial viability of markets and in general is likely to cause major disruption during the construction stage. An alternative by pass route could have a significant impact on agricultural activities, on drainage patterns and could involve the felling of many trees and other planting.

224. These alternatives are taken from the EIA prepared in 2015. At this stage no firm decision has been made as to whether a bi-pass is required, its location, or whether the route will use the existing alignment with significant land acquisition and clearance or an elevated option will be considered during detailed design stage.

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6 ENVIRONMENTAL AND SOCIAL RISKS AND IMPACTS AND MITIGATION MEASURES

Introduction 225. The project will entail both positive and adverse environmental and social impacts on individuals and communities residing in the project influence area. The proposed Jashore- Jhenaidah route is considered as a busy route and project interventions are likely to cause traffic congestion. Congestion along this route and other roads are often an uncontrolled phenomenon. Moreover, the scale of the project means that there might be an influx of migrant labor in the project areas leading to a number of socio-economic challenges. Indicators related to community health and gender-based violence may worsen as a result of civil works. These account for some of the most critical areas for this assessment. The assessment has been done through a participatory process, involving the local communities, potential PAPs, community leaders, various groups residing in the project area, district-level authorities, and various government organizations during impact assessment survey. Employing a participatory process aids in identifying public concerns and needs in relation to the impact of the project and potential mitigation strategy. Efforts have been made to incorporate their views to the extent feasible in designing alternatives.

226. The widening and improvement works of Jashore-Jhenaidah road that will be carried out within the expanded ROW will have sizable land acquisition requirements and will Involve physical and economic displacement of project-affected people, structures and public utilities. In addition, construction-related risks and impacts are also expected, including increased risk to health and safety of workers and communities, increased traffic flow and traffic-related accidents and social issues related to increased labor influx such as gender-based violence and child labor– all expected to take place during construction.

227. The improvements of Jashore-Jhenaidah road is also assessed to have no significant cumulative impacts as works are mainly within existing road and in an area that has already been altered, fragmented and highly disturbed for many decades as a result of human population growth, agricultural and aquaculture development, encroachment and establishment of new settlements along the highway, land transformation and other associated development. With or without improvement works in Jashore-Jhenaidah road, land use change and land transformation have already taken place and will continue to take place as a result of other factors such as urbanization and development of the western province

Risk Screening To study the risks and impacts involved with the project, risk screening criteria based on WB ESF was employed as shown in the Table 6.2 and the risk assessment for this project is presented in the Table 6.3.

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Table 6.1: Risk Screening Criteria

Risk Category Screening Criteria High The resource/receptor would likely experience a large magnitude impact that would endure for a long time, extend over a large area, exceed national/international standards, endangers public health and safety, threatens a species or habitat of national or international significance, and/or exceeds a community’s resilience and ability to adapt to change. The Project may have difficulty in complying with the applicable ESF requirement, and significant mitigation would likely be required. Substantial The resource/receptor would experience a clearly evident change from baseline conditions and would approach but not exceed applicable standards. The Project would comply with the applicable ESF requirement, but mitigation would be required. Moderate The resource/receptor would experience a noticeable effect, but the magnitude of the impact is sufficiently small (with or without mitigation) that the overall effect would remain well within applicable standards. The Project would comply with the applicable ESF requirement, but mitigation may be required. Low The resource/receptor will either not be affected or the likely effect would be imperceptible or indistinguishable from natural background variation. The Project would comply with the applicable ESF requirement and mitigation would typically not be required.

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Table 6.2: Generic Adverse Impact Assessment Matrix along the J-J Road

ESF Standards, Risk Rating Rationale Environmental and Social risks and Construction Operation impacts stage stage ESS1 Assessment and Management of E&S Risks and Impacts Vulnerable groups Substantial Low The expansion of the road is likely to cause physical and economic displacement along the ROW. However, vulnerable groups are likely to be disproportionately impacted. The socio-economic survey has identified HH with income less than or equal to BDT5000, disabled individuals, female Headed HHs and individuals above the age of 60. A high proportion of individual residing in the surveyed HH also report earning less than BDT 5000 per month. Therefore, if construction work imposes access challenges to the labour markets for these individuals, they might become economically vulnerable. Moreover, land acquisition may cause some individual to become marginal farmers or landless thus exposing them to vulnerability. Vulnerable groups are likely to be economically benefitted by the project and the impact on them during operation is likely to be low. Cumulative Impacts Moderate Low There is currently no major on-going project on the J-J corridor and the cumulative impact of the project is likely to be during construction stage. Positive cumulative impacts, however, are expected to outweigh any negative cumulative impacts as once the project is completed the region is likely to be economically transformed. ESS 2 Labour and Working Conditions Working conditions: Substantial Low Poor working conditions common problem with large construction projects Across Bangladesh. WeCAREJ-J project is likely to impact the working conditions. Worker Substantial Low Provision of appropriate worker accommodations is a common problem in Bangladesh. The immigrant workers are accommodations likely to face the risk of accommodation at the construction sites and therefore appropriate measure need to be drawn to ensure that immigrant workers find separate accommodation and have the necessary amenities, this. probability of conflict with the local communities. World Banks Safeguard measures in relation to workers accommodation should be followed in this regard. Child Labour Substantial Low Child labour is a common problem in Bangladesh and verification of age is difficult. There is risk of using children in different phases of the J-J and therefore the project can be threatening to the security and rights of the children engaged. The social survey has indicated there is low chance of children from the local community to be involved as child labour in the project. J-JJ-J Unlikely Substantial Low Occupational health and safety of the workforces is one of the risks and impacts to likely occur while updating J-JJ-J Occupational Health road. During construction, workers could be exposed to various health risks and hazards. Accidents and health hazards and Safety: are likely during excavation, operation of construction vehicles such as excavators and dump trucks, operation of crusher plants, operation of quarry sites likely to have impact upon health and safety. The labourers could encounter injuries and accidents (sometimes casualties) in lack of adequate safety measures. ESS 3 Resource Efficiency and Pollution Prevention Management

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ESF Standards, Risk Rating Rationale Environmental and Social risks and Construction Operation impacts stage stage Landscape aesthetic Substantial Moderate The stockpiling of materials, construction excavation for structures and clearance of vegetation are some of the issues related to the general aesthetics. Long-term effect due to vegetation clearing. Air pollution Substantial Moderate Air pollution due to operation of machines is likely in the vicinity of the project alignment passes through several urban and rural areas and vegetated land. Excavation for the improvement along such area may lead to massive air pollution during construction. Influence of dust and noise pollution on settlement areas due to operation of crusher plants, batching and bitumen-mixing plant close to such area might cause air and noise pollution, creating disturbance to nearby settlements, school, religious structures and health facilities. During transportation of construction materials, operation of dump trucks and excavation activities dust pollution along the existing highway is likely. During operation period increased traffic levels and congestion will lead to PM10 and PM2.5 pollution levels above the national/international standards, which may result in causing public health risks. Potential hazards Moderate Moderate The use of chemical hazardous materials for road such as epoxy, gypsum, additives, admixtures, cements, bitumen caused by bitumen etc. is inevitable during the time of construction. The storage of such chemical should meet by special precautionary and other toxic measures. Containers of such chemicals such as bitumen drums often are damaged during transit, leading to a leakage chemicals in storage places that often are not or not adequately cleaned up afterwards. The bitumen could remain at the boiling area and decanter sites for many years after the road construction if it is not properly rehabilitated along the existing natural drainages and agricultural land. Noise pollution Moderate Moderate Noise pollution is likely due to operation of excavators, crusher plants, batching and bitumen mixing, concrete-mixing plants and their activities with the widening of existing highway might cause inconvenience to nearby settlements in terms of noise pollution. During the operational phase, the noise levels are anticipated to increase due to traffic related noise pollution; vibrations from engines and tires and mainly use of pressure horns. Solid waste Moderate Low Solid wastes from construction activities will be generated in significant quantities. Bad odour, blockage and management obstruction of road side drain, traffic congestion, contamination of ground and river water and agricultural land close to the highway is likely due to direct disposal of waste from the construction camps and yards during the construction period and income generation activities such as small enterprises along the highway at operation phase. Pollution of water Substantial Moderate Degradation of water quality of existing rivers (Bhairab, Chitra, Bishkhali and Begobati) is likely, especially during the resources time of construction due to disposal of soil and chemical wastes from construction works and from camps. Impact upon small streams along the existing J-J is expected due to likely disposal of wastes. Impact on water sources due to vehicle washing, fuel leakage, poor sanitation practices, increased human activities/ settlement/ market center expansions/hotel operations to the nearby water sources is very likely during operations Land use change Substantial Moderate Improvement of existing J-J comprises agricultural land, water bodies, barren land and settlement (residential and commercial) within the ROW are likely to be affected. Lands such as barren land, flood plain, will be temporarily used for the establishment of labour camp, crusher sites, worker camp site, for the disposal of spoil, and will be changed

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ESF Standards, Risk Rating Rationale Environmental and Social risks and Construction Operation impacts stage stage during the time of construction temporarily. Due to improvement of the transport infrastructures several commercial activities will be started during operation phase. ESS4 Community Health and Safety Traffic management High Low Management of traffic along the existing highway will be most challenging task during the time of widening of road width and excavation. Traffic management plan prepared prior to the construction. Traffic and Road High Low One area along the J-J route has been prone to frequent accidents J-J. With an improved road, vehicular traffic will Safety increase and over speeding in busy sections of the road might occur, thereby increasing risks of accidents in overcrowded areas along the J-JJ-J road alignment. It can be the major issue during the time of operations of the improved J-J road alignment, but the establishment of the road infrastructures (signs, zebra, light, median, SMVT) will help improve road safety. Ecosystem Services Moderate Moderate The Project area provides several ecosystem services to the local communities, including fish, non-timber forest products, and medicinal herbs, among others. Various project activities have the potential to impact these services, including but not limited to the construction of civil works and access roads, and potential increased risk of .

Community Exposure Substantial Low Due to regular influx of immigrant labour force, the local host communities are likely to be exposed with risk of various to Health Issues and communicable diseases including STDs. Labour Influx: Poor sanitation practice of the outside workforce in camps and construction sites is likely to create the community health problems. The workers from diverse backgrounds and locations are likely to adversely impact the society’s way of life. There is risk of inflation of prices of goods and commodities along the road sides. Social unrest and dispute may arise due to inter-cultural differences between the immigrants and local community. There will be increased pressure on and competition for using resources and infrastructures in the area such as competition on taking rents and others. The maximum sales and consumption of beverage drinks like alcohol by the immigrant workers at the construction and camp sites may cause many social risks. The social surveys have however indicated that the community would have an accommodating attitude towards the project workers and expected that with various safeguards such as GRM in place the chance of conflict will be low. Having separate workers accommodation will likely improve relations between immigrant labour and community. Hazardous Materials Moderate Low The Project will use a variety of hazardous materials and transport these materials through several local communities along the access road. The usage of hazardous materials by the J-J project is likely to create risk and impact in the project area.

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ESF Standards, Risk Rating Rationale Environmental and Social risks and Construction Operation impacts stage stage Emergency Substantial Substantial Project poses several risks to local communities, including traffic accidents, fuel spills, etc. creating need of Preparedness and establishing emergency preparedness and response along the road alignment. Response: Gender Based Substantial Low GBV is prevalent in Bangladesh due to unequal gender relations and discrimination towards women in both public Violence (GBV) and private sphere. There is the potential for GBV as a result of labour influx and stress on local villages. The social survey has revealed biased views towards women’s place in society (quantitative data). FGDs with various groups including women show that they are not expecting gender relation to worsen due to influx of labour ESS 5: Land Acquisition, Restrictions on Land Use, and Involuntary Resettlement Land Acquisition: High Low A total area of 106.29 ha of private land from Jhenaidah and 148 ha of private land from Jashore will be acquired for road upgrading work. Economic High Low The extent of economic displacement is currently not completely clear, the project will understand the full extent Displacement during RAP census survey. However, based on preliminary evidence, the extent of economic displacement significant as a result of expansion of ROW, establishment of contractor’s camp and ancillary facilities. Due to loss of private property and assets (land and housing structures including trade structures), individuals, HHs and businesses are likely to be economically displaced requiring compensation and restoration of livelihoods. Likewise, numbers of micro and small business entrepreneurs along the J-J road alignment are also likely to be economically displaced losing livelihoods through upgrading works. Both title and non-tile holders will receive compensation. Physical High Low Expansion of ROW will require land acquisition and will physically displace title and non-title holders. Transect walks and socioeconomic survey along the RoW has revealed the presence of various types of structures including government infrastructures, private business, mills, factories, health facilities, homestead, schools, colleges, markets, religious facilities etc. The land requirements will be fulfilled through government sources or taking the land on lease from the willing parties or purchasing private lands. Impacts on land and assets arising pre-construction stage activities will require be addressing and mitigating through a mix of measures of compensation, assistance and relocation arrangements. For this purpose, a Resettlement Action Plan will be developed that will contain details of such mitigation provisions. ESS 7: Indigenous Peoples Free Prior and Low Low The project will not significantly impact the indigenous peoples, their traditional culture, land resources and Informed Consent territories. It does not require to adopt the FPIC process. (FPIC) ESS 8: Cultural Heritage

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ESF Standards, Risk Rating Rationale Environmental and Social risks and Construction Operation impacts stage stage Tangible Heritage Low Low No impact expected based on preliminary socioeconomic survey J-J. The current alignment may potentially impact some mosques/madrasa Intangible Heritage Low Low J-J No impact expected based on socioeconomic survey. ESS 10: Stakeholder Engagement and Information Disclosure Continues Moderate Low Knowledge about the project and land acquisition process is low. Issues of compensation of impacted land, affected engagement of private and public structures; construction of public structures stakeholders during implementation Issues of Related to Moderate Low Construction of foot over bridge, installation of road safety measures, risks of migrant labours, GBV, establishment the project of GRM, hiring of local labour, community health and safety, pay parity between men and women.

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228. The following sections summarizes environmental and social risks and impacts likely due to civil works segregated in terms of World Bank ESSs.

Anticipated Adverse Impacts and Mitigation Measures

6.3.1 Related to Assessment and Management of E&S risk and impact (ESS 1)

6.3.1.1 Disadvantaged and Vulnerable persons 229. Land acquisition will lead to physical and economic displacement at the individual, HH and community levels. However, the impact of land acquisition will have disproportionate impact on vulnerable and disadvantaged groups. The project will categorize vulnerable groups in terms of (i) HH income less than or equal to BDT5000, (ii)individuals living with disability, (iii) widows and (iv) senior citizens (age greater than 60). Due to land acquisition and civil works, vulnerable groups may lose jobs and other income earning opportunities, land and homestead and forgo social networks with the wider community on whom they might depend. Appropriate long-term mitigation will be devised to eradicate the challenges faced by vulnerable groups or at the minimum ensure that they are at least as well off as before. Vulnerable groups would also include those farmers and individuals who (after acquisition of land) would become small/marginal farmers or landless. The social baseline data indicates that there are 68 individuals whose age is above 60 years. Moreover, for 34 HHs, average income per-month is less than BDT5000. 34 widow/widower resides among the surveyed HH and 12 individuals suffer from disability.

230. Needs and concerns of the locals including disadvantaged groups like physically challenged individuals were incorporated. All remodeled bus stops shall have universal access (ramp) with railing to aid physically challenged persons. Provision of public amenities like toilets at bus shelter, drinking water, provision of streetlight in settlement areas, road safety during construction particularly at socially sensitive locations such as hospitals, schools, etc. were also incorporated. Mitigation Measures 231. These concerns and needs of vulnerable groups will be addressed through a mix of measures that includes additional assistances. Mitigation of impacts on such vulnerable persons will be undertaken through provisions and measures in the Resettlement Action Plan. Besides, other location specific measures, as stated in the Environmental and Social Management Plan (ESMP), will be devised during the design and construction stage e.g. provision of universal access to facilitate movement for those physically challenged.

232. Positive cumulative impacts of the project are expected to outweigh any negative cumulative impacts. With no new capital investment in the road, the Jashore-Jhenaidah road would have to undergo the challenges of all future traffic flows, which are expected to increase given the envisaged future development in the area. This would create a significant environmental and social disturbance on the existing communities residing along the present alignment. There would be sharp increases in noise and vibration and air pollution. Not implementing the project will also have social implications. Road users, local communities and pedestrians would have to contend with an increased level of health and safety risks as a result of higher traffic flow. Crossing the road would become more hazardous and the roadside communities would be physically segregated between the different sides of the road. Traffic congestion would increase, and the economic cost of traffic jams is likely to impose a negative externality on the local economy. Overall the quality of the environment and social conditions would deteriorate along the road corridor in the no project scenario. With the project, road conditions will improve, health and safety will also improve with separation of Slow-Moving Vehicle Traffic (SMVT) from fast moving vehicles and the implementation of safety design features of the road, including imposition of

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traffic speed limits and signages. There will also be reduction in travel time and trading of goods is expected to increase and be made more efficient. A Regional Environmental and Social Assessment that includes a detailed Cumulative Impact Assessment will be carried out in the Western Corridor of Bangladesh during the implementation of the project following the ESMP. The outcomes of this assessment will inform the ESIAs of future phases while some policy recommendations maybe incorporated in the policy of government in land use and development planning.

6.3.2 Relating to Labor and Working Conditions (ESS 2) ESS2: Labor and Working Condition

233. RHD shall contract contractors to undertake civil works, contractors to support core-functions; primary suppliers of material/equipment and other implementation support partners, and these could be from anywhere in the country or outside. Construction works will require labor force and associated goods and services. The construction contractors are expected to establish construction camp sites, material stock yards, hot mix plants and workforce camps at suitable and pre-determined /approved sites along the respective road corridors and or nearby places. The accommodation for the skilled and unskilled labors will be provided at the work force camps.

234. In addition, this influx of labor may affect the project area adversely in the terms of additional burden on public infrastructure such as health services, utilities such as water and electricity, housing and social dynamics. Other related issues could be increased risk of spread of communicable diseases, and increased rates of illicit behavior and crime.

235. Labor Management Procedures (LMP) have been prepared prior to the project appraisal and relevant aspects will be included in the Project Bidding Document. After hiring the Contractor, but before the starting of Civil Works, the contractor will be required to prepare Contractor’s ESMP, OHS plan, Water and Waste Management Plan, Influx management Plan, Workers camp management plan, CHS Plan, Transport (or road safety) management Plan, Quarry/borrow area management plan, establishment of GRM for labor and Site restoration Plan among others in accordance with the GoB and/or WB workers Accommodation guidelines. All such plans prepared by contractor will be reviewed and approved by RHD PIU, prior to commencement of construction works.

236. Project shall comprise the following types of workers: a. Direct workers: Direct workers will include the project managers and supervisors, who are employees of RHD, deployed for WeCARE. The estimated number of direct workers is not likely to exceed (..) as per existing institutional arrangements and practices of RHD for all its units comprising project construction unit, technical unit, environmental and social management circle (RESC), among others.

b. Contracted workers: All the work force deployed by the Contractors and the Project Management Consultant (for all packages) will be deemed to be contracted workers. The Contractor(s) might further engage multiple subcontractors. All work force of all such sub- contractors will be also deemed to be contracted workers. Contracted workers will also include Migrant workers as all the required labor will not be fully supplied locally for a number of reasons, such as worker unavailability and lack of technical skills and capacity. In such cases, labor force (total or partial) requirements will be met by bringing workers from outside the project area Influx of migrant labor from other districts for construction works is a norm in major infrastructure projects in Bangladesh and is likely to continue in

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this project as well. However, the likelihood of GBV may rise as a result of influx of migrant workers.

c. Migrant Workers: The migrant workers are those workers, who are employed for the Project but does not belong/reside to the Project region/district and are not normally expected to return to their places of residence after work shift hours. The number of migrant workers in any contract package, would depend on decisions made by contractors, based on the locally available workforce and their skills for Project construction requirements. The migrant workers could be at all levels and include unskilled and semiskilled construction labor and could even comprise combination of male and women labor force. The migrant workers are either directly engaged by the contractor or through labor contractors, who supply the work force to as per the needs of the contractors. As workers on infrastructure projects are likely to be predominantly young and male, who are either single or are separated from their family or spouse, and are outside their habitual sphere of social control, the risk of sexual harassment for local women (and co-women workers, if any), is likely to be higher, in particular for younger women and girls, but also boys. In addition, this influx of labor may affect the project area adversely in the terms of additional burden on public infrastructure such as health services, utilities such as water and electricity, housing and social dynamics. Other related issues could be increased risk of spread of communicable diseases, and increased rates of illicit behaviour and crime.

d. Primary supplier workers: There will be primary suppliers such as those providing goods and materials e.g. IT services, security services outsourced through by the contractor. Such workers will support the project at different stage.

237. Potential labor risks: Following are the potential risks associated with workers/labors engaged in road construction works. i. Safety issues while at work like injuries/accidents/ fatalities leading to even death, while at work; ii. Short terms effects due to exposure to dust and noise levels, while at work iii. Long term effects on life due to exposure to chemical /hazardous wastes iv. Inadequate accommodation facilities at work force camps, including inadequate sanitation and health facilities v. Non-payment of wages by Employer vi. Non-payment of benefits (compensation, bonus, maternity benefits etc.) by Employer vii. Discrimination in Employment (e.g. abrupt termination of the employment, working conditions, wages or benefits etc.) viii. Engagement of child labor ix. Sexual harassment at work x. Forced labor trafficking xi. Security of women work force xii. Inadequate facilities for pregnant women and lactating mothers xiii. Inadequate facilities for the children of the workforce at workforce camp sites xiv. Possibility of Gender based violence as the road shall traverse through sensitive locations such as hospitals, schools, etc. that are near to habitations. xv. Absence or inadequate or in accessible emergency response system for rescue of labor/workforce in situations of natural calamities like earthquake, caving in/landslides, fire outbreak, floods and cloud bursts etc. xvi. Health risks of labor relating to HIV/AIDS and other sexually transmitted diseases xvii. Unclear terms and conditions of employment

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xviii. Discrimination and denial of equal opportunity in hiring and promotions/incentives/training opportunities xix. Denial for workers’ rights to form workers organizations, etc. xx. Absence of a grievance mechanism for labor to seek redressal of their grievances/issues 238. Mitigation measures: The RHD has Labor Management Procedures which will be applicable for the entire program. This LMP shall be made ready before invitation of bids. The Labor Management Procedure (LMP), will include the Environmental, Occupational Health & Safety and Social (OHSS) guideline, management system and governance controls and also a GRM. Through this guideline and associated standard operating procedures, it is intended to integrate the environmental, social, occupational health and safety principles of GoB as well as the requirements outlined under ESS 2 of the ESF World Bank. It will clearly define the requirements relating to provision of terms and conditions of employment; promoting of non-discrimination and equal opportunity; worker’s organization.

239. The responsibility to manage these adverse impacts would be clearly reflected in the contractual obligations of the Civil Works Contractor with appropriate mechanisms for addressing non-compliance. The bid documents for construction will incorporate requirements for Environment, Social, Health and Safety (ESHS) including list of applicable labor laws and provisions and the metrics for periodic reporting by contractors.

240. In order to address labor influx, contractor will: i. source all unskilled labor from within the project area and its vicinity to minimize labor influx into the project area. Skilled Labor force, if unavailable locally, would be brought in from outside the project area either from within or outside the district. ii. develop a Workers’ Camp Management Plan that addresses specific aspects of the establishment and operation of workers’ camps e.g. cordoning of separate areas for Labor camps and material storage; iii. conduct training programs on HIV/AIDS, STDs and other communicable diseases iv. develop a complaint handling mechanism at the project level v. provide information to communities in project area and to host communities about the contractor’s policies and Worker Code of Conduct.

241. In addition to the above and in accordance with the risk assessment carried out, given the potential of the project in worsening GBV, a GBV Risk Mitigation Plan will be prepared before invitation of bids. The Plan will provide a set of measures such as orientation to all categories of labor, communities’ sensitization, signing of codes of conduct by the project personnel to be undertaken during implementation on a one-time basis or as periodic activity depending on its nature.

6.3.3 Relating Resource Efficiency and Pollution Prevention and Management (ESS 3)

6.3.3.1 Impact on Physiography 242. The road is existing for last several decades and the present construction works involves only widening, following the existing ground profile and without significant alteration of existing vertical profile, except for improvement of geometrics and road safety. Therefore, there will be no significant impact on physiography of the region due to road construction.

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6.3.3.1.1 Impact on Geology 243. The construction of road will require different materials such as earth, aggregate, boulders, and sand that occurs naturally and whose formation process is slow and takes years. In addition, development till now has stressed these finite natural resources and is creating availability challenge in recent time. Considering these aspects and to minimize construction footprint on natural resources is fundamental design principle for pavement and structures. The various ‘resource efficacy’ options during design include optimize usage of material generated from hill cutting in protection works like breast/toe/masonry walls thereby reduce potential impact due to dumping etc., are considered to achieve minimum construction footprint. The demand for construction materials like earth, aggregate, boulders and sand occurring naturally will be sourced from already existing quarry or sources. The likely anticipated short term and localized impacts are slope and stability issues of the excavated hill faces, disrupting or altering sub-surface drainage, contamination of groundwater, soil erosion and deforming landscape.

244. The construction material requirement for the project road widening includes earthwork, stone aggregates, cement, bitumen etc. As per engineering design, the estimated quantity of total pavement materials that are required for construction of the project road is listed in Table 6.1.

Table 6.3: Estimated Total Pavement Materials

Estimated Quantity Cum Stone Brick Lower Road Section Asphalt Upper Brick Imp. Aggregate Aggregate brick Concrete Subbase Subgrade Base Base Subbase Jashore- Jhenaidah 39,884 3434 0 77388 30476 15780 (48.7km)

Mitigation Measures 245. The project’s demand for boulders, aggregate and sand for road construction will be through pre-existing authorized quarries only. The Engineer shall conduct regular compliance audit during operation of borrow area and ensure prompt restoration of closed borrow area is in accordance with approved borrow area management plan.

246. The contractor will ensure trucks are loaded only up to permitted capacities to prevent high emission, vehicle wear and tear, road surface damage due to overloading. All haul roads either paved or unpaved used for transportation of materials shall be subjected to surveillance at regular interval and rectify any type of surface damage till operation of borrow area. The contractor will ensure trucks used for transportation of material is covered by tarpaulin and provided tail board, so that en-route spillage and generation of fugitive dust are prevented. All haul roads (paved or unpaved) used for transportation of materials shall be subjected to daily surveillance especially settlement/residential areas for dust levels and carry out regular sprinkling of water to check air quality is compliant. Trucks in good condition shall only be deployed for operations and shall adhere to pre-determined routes. The contractor will resolve any conflict arising due to contractor activities with community or individual will. The contractor shall prepare and get the borrow area management plan approved by the Engineer and operation shall strictly adhere to same.

6.3.3.1.2 Impact on Soil 247. The land within the project corridor will be directly impact due to removal of topsoil, compaction and spillage of chemical. During construction phase stripping of topsoil up to depth

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of 15cm is anticipated to be directly affected during clearing and grubbing. The compaction of soil due to plying of traffic, stockpiles, temporary facilities is also likely to impact soil structure with potential to impact organism activity, water retention capacity and nutrient retention. There is also possibility of contamination of soil from leakage and spillage during handling and storage of fuels and chemicals. The land within the project corridor will be directly impact due to removal of topsoil, compaction and spillage of chemical.

248. The compaction of soil due to plying of traffic, stockpiles, temporary facilities is also likely to impact soil structure with potential to impact organism activity, water retention capacity and nutrient retention. There is also possibility of contamination of soil from leakage and spillage during handling and storage of fuels and chemicals. Mitigation Measures 249. Prior to undertaking any site clearance and/or excavation activities, the contractor shall prepare an work plan, detailing the type and numbers of equipment required, estimated volume of material to be cut or excavated, details of approved disposal sites, arrangements made for transport of excavated material to the approved disposal sites, dust suppression measures at excavation site and along transportation routes, method of stacking and/or handling the excavated material at the disposal site including rehabilitation plan of the disposal site, health and safety measures and emergency response plan for the entire operation shall be prepared in advance.

250. The construction debris from all operational areas shall be regularly scavenged and disposed of at identified disposal sites or those approved by District administration. Since, extent of surplus muck is not at this stage however, the requirement to have a Muck Disposal Plan shall be made mandatory part of contractor’s ESMP.

251. The adequacy of sites suggested by stakeholders during consultations shall be verified for its suitability from potential environmental and social risk and impacts. Accordingly, the mitigation measures needed shall be prepared for Engineer approval and prior to operating the dump site.

252. The contractor shall prepare and get the Muck Disposal Plan approved by the Engineer and operation shall strictly adhere to same. The Muck Disposal Plan shall ensure the Identified disposal site is inspected by Engineer. On a contour map record land area, boundary limits and existing environmental settings, but not limited to topography, drainage, water bodies, settlements, trees, haul road etc. to identify likely environmental risk and safety hazards.

6.3.3.1.3 Impact on Water Resources 253. There are three rivers which flow across the road at different chainages. These rivers tend to bring high runoff discharge from leading to high erosion and mud slide, temporary water stagnation and overflowing over road surface. This is mainly due to clogging of side drain, inadequate discharge capacity and cross drainage at downstream side. Further, more, road construction inevitably alters, to a certain degree, the natural drainage regime by altering natural sheet run-off and stream hydrology. This will occur during construction from land clearance and construction of the road. Mitigation Measures 254. Construction of check dams on the upstream side of seasonal streams and channelizing the water on the downstream side of with protection measures will control the erosion of soil and subsequently reduce floods on downstream areas. A total of 10 check dams and 5 cement concrete steps which acts as a water fall at most warranted seasonal streams. In addition, nature-

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based solutions/measures (bio-engineering) interventions are also considered at selected locations to minimize the erosion and improve the slope stability. Since the detailed design is yet not conducted therefore the scale of the check dams is yet to be finalized.

6.3.3.1.4 Impact on Surface Water Quality 255. There are large number of ponds and borrow pits currently being used for fishing likely to be affected. Most of these ponds are seasonal in nature and become waterless during dry season. Most of these ponds are used for unorganized fishing. Project design has made provisions of about many lesser bridges and culverts. A total of 50 box culverts will be sized to pass 50-year and 100- year model storms, respectively). In addition to this design action, the next mitigative action will be undertaken. Hence, no significant impact is anticipated on these water bodies during this phase.

256. The project road crosses three important rivers (Bhairab, Chitra & Begobati River). Three major bridges (>100m) are proposed on these rivers. Construction activities may have localized and temporary impacts in terms of the increase in TSS level in river water. Since this will be a temporary phenomenon in construction period, no significant adverse impact is anticipated during this phase.

257. Surface water might get contaminated due to the disposal of construction waste generated from the project activity. Uncontrolled dumping of wastes, sewage, dredge materials, and accidental spillage of fuels and chemicals into the water bodies may greatly pollute them. Disposal of sewage and wastes from the construction camps to surface water bodies without treatment will deteriorate the water quality. The seasonal ditches and ponds are unlikely to be affected from construction activities. This contamination will not only endanger the aquatic life but will also result in jeopardizing the health of natives that use this water for meeting domestic requirement. The impact on these water bodies will be only for the period of construction and not likely during operation period. Mitigation Measures 258. The Contractor shall undertake at all times to prevent water pollution as a result of his activities, and shall implement the measures to control water pollution that shall include, but not be limited to the followings: • The Contractor shall comply with the national legislation and other regulations currently applied in Bangladesh as they relate to water pollution control.

• Protection of the water environment shall be recognized as a key constraint for any construction work. The Contractor shall devise and arrange methods of working to minimize water quality impacts to the satisfaction of the CSC.

• The Contractor shall at all times ensure that all existing water courses and drains within, and adjacent to (within 100m), the site are kept safe and free from any debris and any excavated materials arising from the works.

• For construction of the bridge piers bundled site boundaries shall be established to prevent any wastewater discharging directly to the water body environment.

• The earthwork sites where exposed land surface is vulnerable to runoff, etc. shall be consolidated and/or covered;

• The Contractor shall ensure that rain run-off from the construction sites is not deposited directly into any watercourse.

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• All drainage facilities and erosion and sediment control structures shall be regularly inspected and maintained to ensure proper and efficient operation at all times and particularly following rainstorms.

• Wastewater shall be collected, re-used and/or disposed of off-site after oil/grease removal and settlement of suspended solids. Sediment tanks of sufficient capacity, constructed from pre-formed individual cells of approximately 6-8m3 capacities shall be used at all sites for settling waste-waters prior to disposal.

• Construction wastes shall be collected and re-used wherever possible. Otherwise should be disposed in the small deposit area invulnerable to surface run-off, along with soil erosion prevention measures.

• The material stockpile sites shall be located far away from water bodies and areas prone to surface run-off. If some must be placed near bridge construction sites, the stockpiles should be surrounded by interception ditches or retaining structures to prevent the erosion and materials into the water bodies. The loose materials should be bagged and covered.

• The fuel storage and equipment maintenance yard should have weather/rain protection and should be on concrete pads to prevent dripping and leaking oils from entering the water bodies via surface runoff. All spoil soil disposal sites should only be allowed in the dedicated areas where will be erosion control measures and landscaping plan following the disposal operations.

• For construction for bridges, there should be strict waste control plan to restrict discharge or dumping of any directly discharge of wastewater, slurry, waste, fuels and waste oil into the water. All these materials should be collected and disposed at the banks. The slurry and sediment should be pumped to the banks for disposal and should not be allowed to discharge to the rivers directly.

• Drainage from vehicle maintenance areas, plant servicing areas and vehicle wash bays shall be passed via a petrol interceptor prior to discharge.

• The Contractor shall ensure that no tools or machinery are washed in any water source or areas that drain into an existing watercourse.

• The Contractor shall weekly check all equipment for prevention of oil and or lubrication leaks and ensure that all equipment oil and lubrication replacements are performed only in bounded maintenance and repair areas.

6.3.3.1.5 Impact on Drinking Water Quality 259. Increased demand of groundwater is anticipated during the construction phase for construction activities and domestic purposes. Since ground water is likely to be contaminated with arsenic at large places, consumption of arsenic contaminated groundwater may have adverse health effect on workers. Uncontrolled extraction of water may also affect availability of waters to locals. In addition to that, construction waste, if left unattended will result in forming leachate which will percolate through the soil strata and will reach underground water table and hence, will end up contaminating it.

260. Construction of bridges may cause impact to groundwater level and quality. The piles driven into the ground with multi layers to the depth of about 40 ~ 50 m (bottom of the quaternary

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deposits), would penetrate the aquiclude/aquitard and then cause the risk to pollute the water quality of the aquifer. Mitigation Measures 261. Mitigation measures will include • Pumping of groundwater should be from deep aquifers of more than 300 m to supply arsenic free water. Safe and sustainable discharges are to be ascertained prior to selection of pumps.

• Tube wells will be installed with due regard for the surface environment, protection of groundwater from surface contaminants, and protection of aquifer cross contamination.

• All tube wells, test holes, monitoring wells that are no longer in use or needed shall be properly decommissioned.

• Install monitoring wells both upstream and downstream areas near construction yards and construction camps to regularly monitor the water quality and water levels.

• Protect groundwater supplies of adjacent lands.

6.3.3.2 Impact on Physical Environment

6.3.3.2.1 Ambient Air Quality

262. The baseline results of all air quality parameters (PM10, PM2.5, SO2, NO2 and CO) are below the prescribed standards of the DoE. This can be attributed to overall good pavement condition, less volume of traffic, and absence of polluting sources in project study area.

263. Construction activities can give rise to dust emissions under particular circumstances if not effectively managed. Road construction activities have the potential to affect receptors near to the main construction sites due to dust generated from site preparation, site excavation, hill cutting, construction activities and the tracking out of dust from Heavy Goods Vehicles (HGVs) onto the local road network. Earth works will result in exposed areas of soil which will potentially generate dust when it is windy, with dust potentially being generated when winds blow at all times of day or night, not just during active periods of construction. The presence of concrete batching plant, hot mix plant and wet mix macadam plants could also result in significant emissions of dust, though the impact will depend on their location in relation to sensitive receptors. The level and distribution of dust emissions will vary according to the duration and location of activity, weather conditions, and the effectiveness of suppression measures.

264. Gaseous emission during construction will be from road construction machinery, equipment and trucks used for material transportation. The operation of vehicles and equipment will result in emissions of carbon monoxide, sulphur dioxide, and oxides of nitrogen. In particular, all commercial vehicle driven with diesel fuel is often used in India. The greatest impact on air quality due to emissions from vehicles and plant will be in the areas immediately adjacent to site access. Generally, additional vehicle movements generated during the construction phase will have the potential to influence local air quality at sensitive receptors located at close proximity to road and pollutant concentration is likely to reduce with increase distance from road. The impacts will therefore apply mostly within the town/villages, though may also affect some isolated properties where they are located close proximity of construction traffic movements.

265. GHG emission likely to be generated from the project roads have been computed using the Transport Emissions Evaluation Model for Projects (TEEMP) developed by Clean Air Asia14, the Institute for Transportation and Development Policy and with funding from ADB. TEEMP is an

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excel based tool to assess the equivalent CO2 gross emissions without (business as usual or BAU) and with the project improvements (with project scenario or WPS). Check Annex B for discussion of the model and associated assumptions. The main improvements from the project that was considered for the model are better surface roughness with less than 2.5m/km, and widening of project road from 2 lanes to 4 lanes. These were translated into increases in traffic speeds and fuel consumption. The model has also been used for CO2 emission assessment during construction stage. It also allows for the inclusion of impacts related to traffic congestion with and without project through provisions for inserting data on the traffic numbers, lane width, number of lanes and volume/capacity saturation limit. The model also computes for emission and emission intensity of PM and NOx.

Table 6.4: Fuel efficiency in km/l

Scenario 2013 2036 Petrol Diesel LPG Petrol Diesel LPG 2-Wheeler 50 50 3-Wheeler 30.0 20.0 30.0 30.0 20.0 30.0 Car 15.00 18.00 11.00 18.00 Multi-axle 8.00 8.00 Bus 6.00 6.00 2-axle 8.00 8.00

Table 6.5: Emission Standards of Fleet (%)

Current Scenario Post 20 Years Vehicle Type Pre-Euro Euro I Euro II Euro III Euro I Euro II Euro III 2-Wheeler 20% 80% 20 60% 20% 3-Wheeler 100% 50% 50% Car 20% 80% 20% 80% Multi-axle 10% 20% 70% 10% 20% 70% Bus 10% 20% 70% 10% 20% 70% 2-axle 10% 20% 70% 10% 20% 70%

266. Traffic forecasts were taken from Detailed Project Report and is shown in Table 6.4. The corresponding growth rates for different vehicle types are indicated in Table.

Table 6.6: Annual Average Daily Traffic (AADT) for Jashore-Jhenaidah Road (47.2 Km)

Section Vehicle Type 2013 2018 2022 2027 2032 2037 2-Wheelers 2773 3889 5715 8015 10726 13689 3-Wheelers 3199 4473 6572 9217 12335 15743 Car 354 497 730 1023 1369 1748 1 Multi-axle 3402 5471 8039 11276 15089 19258 Bus 1381 1937 2731 3829 5125 6540 2-axle 599 840 1234 1731 2317 2957

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Table 6.7: Normal Traffic Growth Rates for Different Category of Vehicles

Period Car Multi-Axle Bus 2-Axle NMT 2013~ 2018 7 7 7 7 4 2018~ 2023 8 8 8 8 3 2023 ~ 2028 7 7 7 7 2.5 2028 ~ 2033 6 6 6 6 2.5 2033 ~ 2038 5 5 5 5 2 267. Input parameters as considered for all the project roads are as given in Table 6.6. Design period is considered to be 20 years and volume capacity saturation limit is considered based on the current traffic velocity and is considered as 2.0 for the entire project road.

Table 6.8: Input Parameters for TEEMP

No. Particular BAU WPS 1 Lane width (m) 3.5 5.5 2 Lane length (km) Section 1 44.5 44.5 3 Number of lanes 2 4 4 Roughness (m/km) 6 2.5 5 Induced Traffic 0.2 6 Start of Assessment Year 3 3

268. Maximum PCU for 2 and 4 lanes were considered as 36,000 and 80,000, respectively. In the absence of emission factors data for vehicles in Bangladesh, emission factors were mostly taken from the CPCB/ MoEFCC, India (2007) Draft Report on Emission Factor Development for Indian Vehicles.

Table 6.9: CO2 Emission Factors for different vehicle types

Vehicle Type CO2 Emission Factor (kg/L) Gasoline Diesel Cars 2.24 2.59 Multi-axle 3.21 Bus 3.61 2-axle 3.50

269. It was assumed that multi-axles, bus and 2-axles constitute 40% respectively of the total local traffic.

270. Emissions from road construction were estimated by using the emission factor for rural/urban roads, by using ADB - Carbon footprint 1(http://www.adb.org/documents/reports/estimating-carbon-footprints-road- projects/default.asp), which is equivalent to 48,400 kg CO2/km of road construction.

271. The proposed road widening and upgrading resulting to surface roughness and road capacity improvements have implications in CO2 emissions. Improved roughness results to higher speed and lesser emissions while increase in vehicles in the new road increases emissions. These factors are further affected by traffic congestion once the volume/capacity saturation limit was reached.

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272. The project road section-wise CO2 emission intensity is provided in Table the design life of the road is 20 years. Total CO2 emission at business-as-usual, project without induced traffic, and project with induced traffic were estimated as 2173.27tons, 1542.60tons, and 1728.28tons, respectively.

273. Emissions from PM and NOx were likewise shown in Table 6.8 PM and NOx emissions are higher during with project scenario, as a result of more vehicles using the road compared to the BAU scenario.

Table 6.10: Output and Output Intensity of CO2, PM and NOx

Project Scenario GHG / Parameters WPS (without WPS (with Pollutants BAU induced traffic) induced traffic)

Output (tons) CO2 2173.27 1542.60 1728.28 PM 419.16 633.13 644.18 NOx 419.16 605.94 636.99

Output Intensity CO2 3868.42 2745.82 3076.45 (tons/year) PM 746.10 1126.98 1182.24 NOx 746.10 1078.58 1133.84

274. In terms of intensity, total CO2 emissions at business-as-usual, with-project (without induced traffic) and with project (with induced traffic) scenarios were estimated at 3868.42 tons/year, 2745.82tons/year and 3076.45tons/year, respectively. These values are significantly below the 100,000 tons CO2e/year threshold set in ADB SPS 2009. Since the model does not include the SOx therefore, it was not possible to calculate its amount.

6.3.3.2.2 Applicability of Air Pollution Model for the Jashore-Jhenaidah Road 275. For operation stage, Air quality and noise quality modeling was carried out to determine the concentrations of CO and NOx and noise at present traffic levels. Details of the models used to estimate and forecast the data is provided in Annex C. Results

276. The map in Figure 1.1 shows the location map of the proposed project. Results of the CALINE 4 model runs of CO and NO prediction for 67 evenly spaced points for 2018 (baseline scenario) and 2035 (future scenario) are given in Table to 6.9. None of the segments exceeded the recommended limit for CO (1 hr. conc. 35ppm) and NOx (none for 1hr. conc.) emission set by DoE. CALINE 4 model-based maps for this project are given in Annex J. Mitigation Measures 277. Among the air pollutants, dust levels in term of particulate matter 2.5 and 10, is the most significant most for concern. In order to prevent and control the dust levels, the following measures are to be strictly adhered to: • The contractor shall do vehicle fitness test at regular interval of 1year and based on fitness certificate, only fit vehicle shall be deployed during construction. All vehicles and equipment used during construction should be we well maintained, efficient vehicles, having a lower unit

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emission ratio and higher payload. All vehicles shall be mandatory to have valid Pollution Control Certificates.

• The pollution control equipment in the batching plants and Hot-mix plant shall be kept in working condition at all times. The plant shall not be operated, if the pollution control equipment is not functional;

• The contractor shall provide wind barrier, depending on most prevailing wind direction and presence of sensitive receptors at downwind side, at perimeter of all plant site to arrest or blowing of suspended particle.

• The contractor shall obtain and submit to Engineer, all requisite permits for operation of the Hot Mix Plant, stone crushing operations, batching plants and captive quarry operations.

6.3.3.2.3 Noise and Vibration 278. The principal source of noise during construction of project road would be from operation of equipment, machinery and vehicles. Earth moving machineries e.g. excavators, graders and vibratory rollers has potential to generate high noise levels. These machineries produce noise level of more than 70 dB (A). This can cause disturbance to the settlement, adjacent to the carriageway or within 500 m from the worksite.

279. The vibration produced by rollers can be transmitted along the ground. This may cause damage to kutcha structures located along the alignment. The noise generated during the construction would cause inconvenience to the population especially within 50m of the alignment after which it would be attenuated to acceptable levels Since, the settlement along the road alignment would be sparse the severity of the impact is not expected to be significant.

280. TNM noise model is developed to undertake construction, industrial and traffic noise propagation studies for noise assessment. The model is used to predict the impact of noise on receptors from the noise generation source. It is also used to predict impact due to group noise sources in the industrial complex (multiple sound sources) and traffic.

281. A noise propagation modeling study has been conducted to find out the impact from the noise generated because of the estimated total traffic flow as well as the significance of these impacts. The noise modelling has been done considering the design speed at various stretches and the stretches with restricted speeds have also been considered.

6.3.3.2.4 TNM model and its Applicability in the Current Project 282. The proposed project will upgrade the existing two-way road to four-way road. This will generate additional traffic and consequently alter the noise environment along the route of the roadway. We used the FHWA Traffic Noise Model popularly known as TNM (version 2.5) software for noise pollution modeling for the assessment of the noise pollution propagation generated from traffic. The TNM Software allows us to create robust and useful numeric simulations. TNM combines these full-throttle noise emission levels with its internal speed computations to account for the full effect (noise emissions plus speed) of roadway grades and traffic-control devices. TNM computes the effect of intervening ground (defined by its type, or optionally by its flow resistivity) with theory-based acoustics that have been calibrated against field measurements. In addition, TNM allows sound to propagate underneath selected intervening roadways and barriers, rather than being shielded by them.

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6.3.3.2.5 Results 283. Table 6.9 presents the modelling results of noise prediction by vehicles. Vehicles types were identified as “Autos” which stands for three wheelers, “MTrucks” stands for medium trucks, “HTrucks” stands for Heavy Trucks, Buses and Motorcycle. The description and definitions are given in TNM manual. It appears from the results that highest amount of noise will be emitted by buses and motorcycles in this road. TNM maps of this projects are given in Annex K.

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Table 6.11 Predicted noise level by vehicle type

Receiver Point No. Total LAeq (dBA) Vehicle Type Partial LAeq 1 hr (dBA) Receiver1 1 72.4 Autos 55.7 MTrucks 57.8 HTrucks 63 Buses 68.4 Motorcycles 68.7 Receiver3" 3 70.5 Autos 54.2 MTrucks 56 HTrucks 61.5 Buses 66.7 Motorcycles 66.6 Receiver5" 5 66.6 Autos 50.2 MTrucks 51.9 HTrucks 57.3 Buses 62.7 Motorcycles 62.7 Receiver2" 2 66.7 Autos 50.4 MTrucks 52 HTrucks 57.5 Buses 62.8 Motorcycles 62.8 Receiver4" 4 68.2 Autos 51.9 MTrucks 53.5 HTrucks 59 Buses 64.3 Motorcycles 64.2 Receiver6" 6 69.7 Autos 53.4 MTrucks 55.2 HTrucks 60.6 Buses 65.9 Motorcycles 65.8 Receiver7" 7 70.1 Autos 53.7 MTrucks 55.5 HTrucks 60.9 Buses 66.2 Motorcycles 66.2 Receiver8" 8 67.6 Autos 51.2 MTrucks 52.8 HTrucks 58.2 Buses 63.5 Motorcycles 64 Receiver9" 9 69 Autos 52.7 MTrucks 54.4 HTrucks 60 Buses 65.1 Motorcycles 65.1 Receiver10" 10 63.3 Autos 46.8 MTrucks 48.5 HTrucks 54.1 Buses 59.2 Motorcycles 59.6 Receiver11" 11 68 Autos 51.7 MTrucks 53.4

ESIA of Jashore-Jhenaidah Road Corridor 120 | P a g e Western Economic Corridor and Regional Enhancement Program (WeCARE)

Receiver Point No. Total LAeq (dBA) Vehicle Type Partial LAeq 1 hr (dBA) HTrucks 58.9 Buses 64.2 Motorcycles 64.1 Receiver12" 12 70.5 Autos 54.1 MTrucks 55.9 HTrucks 61.2 Buses 66.6 Motorcycles 66.6 Receiver13" 13 66.5 Autos 50.2 MTrucks 51.8 HTrucks 57.2 Buses 62.6 Motorcycles 62.6 Receiver14" 14 71 Autos 54.6 MTrucks 56.5 HTrucks 61.8 Buses 67.2 Motorcycles 67.2 Receiver15" 15 71.6 Autos 55 MTrucks 57 HTrucks 62.1 Buses 67.7 Motorcycles 68 Receiver16" 16 68 Autos 51.7 MTrucks 53.4 HTrucks 58.9 Buses 64.2 Motorcycles 64.1 Receiver17" 17 69.5 Autos 53.1 MTrucks 54.9 HTrucks 60.4 Buses 65.7 Motorcycles 65.5 Receiver18" 18 72.3 Autos 55.7 MTrucks 57.7 HTrucks 63.1 Buses 68.3 Motorcycles 68.5 Receiver19" 19 69.8 Autos 53.4 MTrucks 55.2 HTrucks 60.6 Buses 65.9 Motorcycles 66 Receiver20" 20 71.9 Autos 55.3 MTrucks 57.2 HTrucks 62.4 Buses 67.9 Motorcycles 68.2 Receiver21" 21 71 Autos 54.2 MTrucks 55.9 HTrucks 61.2 Buses 66.7 Motorcycles 67.7

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Receiver Point No. Total LAeq (dBA) Vehicle Type Partial LAeq 1 hr (dBA) Receiver22" 22 72.3 Autos 55.7 MTrucks 57.7 HTrucks 62.9 Buses 68.3 Motorcycles 68.7 Receiver23" 23 72.6 Autos 56 MTrucks 58 HTrucks 63.1 Buses 68.6 Motorcycles 68.9 Receiver24" 24 69 Autos 52.7 MTrucks 54.4 HTrucks 59.9 Buses 65.2 Motorcycles 65.1 Receiver25" 25 71.4 Autos 55 MTrucks 56.8 HTrucks 62.2 Buses 67.5 Motorcycles 67.5 Receiver26" 26 70.2 Autos 53.8 MTrucks 55.6 HTrucks 61.1 Buses 66.3 Motorcycles 66.4 Receiver27" 27 64.1 Autos 47.7 MTrucks 49.4 HTrucks 54.9 Buses 60.2 Motorcycles 60.3 Receiver28" 28 71.4 Autos 54.9 MTrucks 56.8 HTrucks 62.1 Buses 67.5 Motorcycles 67.6 Receiver29" 29 71.3 Autos 54.8 MTrucks 56.8 HTrucks 62.1 Buses 67.5 Motorcycles 67.5 Receiver30" 30 71.3 Autos 54.8 MTrucks 56.8 HTrucks 62.1 Buses 67.4 Motorcycles 67.5 Receiver31" 31 68.8 Autos 52.5 MTrucks 54.2 HTrucks 59.7 Buses 64.9 Motorcycles 64.8 Receiver32" 32 72 Autos 55.6 MTrucks 57.8 HTrucks 63.1

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Receiver Point No. Total LAeq (dBA) Vehicle Type Partial LAeq 1 hr (dBA) Buses 68 Motorcycles 68.1 Receiver33" 33 62.4 Autos 46 MTrucks 47.8 HTrucks 53.3 Buses 58.4 Motorcycles 58.6 Receiver34" 34 71.9 Autos 55.4 MTrucks 57.4 HTrucks 62.7 Buses 67.9 Motorcycles 68 Receiver35" 35 65.6 Autos 49.3 MTrucks 51 HTrucks 56.4 Buses 61.7 Motorcycles 61.7 Receiver36" 36 71.5 Autos 55 MTrucks 57 HTrucks 62.3 Buses 67.6 Motorcycles 67.8 Receiver37" 37 69.8 Autos 53.6 MTrucks 55.6 HTrucks 61.1 Buses 65.8 Motorcycles 65.9 Receiver38" 38 70.6 Autos 54.1 MTrucks 56.1 HTrucks 61.3 Buses 66.7 Motorcycles 66.9 Receiver39" 39 64.2 Autos 47.9 MTrucks 49.6 HTrucks 54.9 Buses 60.3 Motorcycles 60.3 Receiver40" 40 67.2 Autos 50.9 MTrucks 52.7 HTrucks 58.2 Buses 63.3 Motorcycles 63.2 Receiver41" 41 68.3 Autos 52 MTrucks 53.7 HTrucks 59.3 Buses 64.5 Motorcycles 64.3

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284. Table 6.10 presents the modelling results of noise prediction by receiver. Figure 6.1 describe the noise level prediction.

Figure 6.1: Result Output of TNM

Table 6.12 Predicted noise level with relation to receivers

Increase Existing Predicted over Receiver Latitude Longitude Description LAeq LAeq 1h existing 1h (dBA) (dBA) (dBA) Receiver1 23.142813 89.237226 Mosque 72 72.4 0.4 protected Receiver2" 23.143674 89.234578 68 66.7 -1.3 Monument Receiver3" 23.14457 89.21049 boys’ hostel 71 70.5 -0.5 Receiver4" 23.14442 89.20411 Mandir 77 68.2 -8.8 Chachra Bazar Receiver5" 23.14509 89.20054 69 66.6 -2.4 mor Receiver6" 23.14983 89.19571 petrol pump 69 69.7 0.7 Receiver7" 23.15869 89.19446 mosque 68 70.1 2.1 Receiver8" 23.16667 89.19345 Church 71 67.6 -3.4 Receiver9" 23.17553 89.19162 Boys hostel 69 69 0 LGED Receiver10" 23.17883 89.19107 70 63.3 -6.7 Bhabhan Receiver11" 23.18016 89.19116 Mosque 71 68 -3 Receiver12" 23.18242 89.19051 Medical 72 70.5 -1.5 Receiver13" 23.18967 89.18429 Bazar 69 66.5 -2.5 Receiver14" 23.19582 89.18028 Canteen 72 71 -1 Receiver15" 23.19782 89.17904 Mosque 71 71.6 0.6 Receiver16" 23.19931 , 89.17687 Mosque 68 68 0 Receiver17" 23.21591, 89.16613 School 68 69.5 1.5

ESIA of Jashore-Jhenaidah Road Corridor 124 | P a g e Western Economic Corridor and Regional Enhancement Program (WeCARE)

Increase Existing Predicted over Receiver Latitude Longitude Description LAeq LAeq 1h existing 1h (dBA) (dBA) (dBA) Churamonkathi Receiver18" 23.21688, 89.16597 69 72.3 3.3 UC Receiver19" 23.21688, 89.16617 Mosque 70 69.8 -0.2 Degree Receiver20" 23.24453, 89.16652 71 71.9 0.9 College Receiver21" 23.25027, 89.16565 Library 69 71 2 Receiver22" 23.3009, 89.15463 School 68 72.3 4.3 Receiver23" 23.30224, 89.15312 mosque 65 72.6 7.6 Highway police Receiver24" 23.30546, 89.15131 61 69 8 station Receiver25" 23.33513, 89.14276 Rice mill 66 71.4 5.4 Receiver26" 23.33674, 89.14267 Bus stop 58 70.2 12.2 Receiver27" 23.35604, 89.14266 Mosque 64 64.1 0.1 Receiver28" 23.47512, 89.1424 Madrasha 66 71.4 5.4 Receiver29" 23.39408, 89.13613 Sugar Mill 69 71.3 2.3 Receiver30" 23.41563, 89.13539 Post office 70 71.3 1.3 Receiver31" 23.42458, 89.13776 Madrasha 77 68.8 -8.2 Receiver32" 23.43494, 89.1358 Mandir 77 72 -5 Receiver33" 23.43514, 89.13687 School 78 62.4 -15.6 Receiver34" 23.47793 89.1438 Union Council 72 71.9 -0.1 Receiver35" 23.47761 89.14345 Bank 71 65.6 -5.4 Agro food Receiver36" 23.48558 89.1489 70 71.5 1.5 Industry Receiver37" 23.49003 89.15075 Filling Station 69 69.8 0.8 Receiver38" 23.49439 89.15476 Bazar 68 70.6 2.6 Receiver39" 23.5117 89.16616 Laudia bazar 65 64.2 -0.8 Receiver40" 23.51327 89.16709 Filling Station 66 67.2 1.2 Training Receiver41" 23.51543 89.16709 69 68.3 -0.7 Institute

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285. A barrier analysis has been done. Figure 6.2 presents the modelling results of barrier analysis. Table 6.11 represents the results of barrier analysis.

Figure 6.2: Noise Barrier Analysis

Table 6.13: Results of Barrier analysis and proposed barrier with length and materials

Type of Proposed Proposed height of the barrier, Receiver Latitude Longitude receptor length (m) material and density Receiver1 23.142813 89.237226 Mosque 100 protected Receiver2" 23.143674 89.234578 75 Monument Receiver3" 23.14457 89.21049 boys’ hostel 150 Receiver4" 23.14442 89.20411 Mandir 150 Receiver7" 23.15869 89.19446 mosque 100 Receiver8" 23.16667 89.19345 Church 100 Receiver9" 23.17553 89.19162 Boys hostel 100 Receiver10" 23.17883 89.19107 LGED Bhabhan 100 Receiver11" 23.18016 89.19116 Mosque 100 Receiver12" 23.18242 89.19051 Medical 250 2.6, Aluminum sheet, 1.59mm Receiver15" 23.19782 89.17904 Mosque 100 Receiver16" 23.19931 , 89.17687 Mosque 100 Receiver17" 23.21591, 89.16613 School 250 Receiver19" 23.21688, 89.16617 Mosque 100 Receiver21" 23.25027, 89.16565 Library 100 Receiver22" 23.3009, 89.15463 School 250 Receiver23" 23.30224, 89.15312 mosque 100 Receiver27" 23.35604, 89.14266 Mosque 100 Receiver32" 23.43494, 89.1358 Mandir 150 Receiver33" 23.43514, 89.13687 School 150

ESIA of Jashore-Jhenaidah Road Corridor 126 | P a g e Western Economic Corridor and Regional Enhancement Program (WeCARE)

Type of Proposed Proposed height of the barrier, Receiver Latitude Longitude receptor length (m) material and density Training Receiver41" 23.51543 89.16709 200 Institute

Mitigation Measures ❖ The Diesel Generator (DG) sets used in the project shall have acoustic enclosures and should conform to the CPCB stipulated standards.

❖ Regular maintenance of the machinery, equipment and vehicles shall be carried out to minimize the noise levels. All machinery, equipment and vehicles shall have a definite maintenance schedule and maintained by the contractor.

❖ Night time construction activity shall be prohibited in case settlement/habitations are located within 500 m of the construction site.

❖ In order to limit the ambient noise levels near the sensitive receptors, noise barriers have been recommended at 11 most warranted locations. The details of the noise barrier design are provided in Table 6.12. Noise barriers do not completely eliminate noise, but rather reduce overall noise levels. Effective noise barriers typically reduce noise levels by 5 to 10 dB, which reduces the loudness of traffic noise by as much as one-half. Noise barriers shall be constructed in advance (Prior to commencement of road construction works) at every sensitive receptor like Schools, Hospitals which have been identified for providing the noise control measures.

❖ During the road construction near the sensitive receptors, appropriate traffic diversions are to implemented including the deployment of uniformed traffic wardens with reflective hand battens.

❖ Road construction schedule near sensitive receptors like schools and hospitals shall be informed to the concerned authorities well in advance. All works near sensitive receptors shall be adequately well planned and works shall be completed in shortest possible time, with minimal inconvenience to users of sensitive receptors locations. If warranted, steel barricades shall be used to minimize the inconvenience to the road users as well as occupants of the sensitive receptors.

❖ Environmental measures such as construction of noise barriers etc., shall be constructed for the identified sensitive receptors, well in advance of commencement.

Table 6.14: Details of Noise Barrier provided at sensitive receptors

Mitigation Sl. No Description Chainage Side Impacts Remarks Measures 1 School 108+868 LHS Yes Noise Barrier 25 m L, 3m H, 300mm T 2 School 129+110 LHS Yes Noise Barrier 25 m L, 3m H, 300mm T 3 School 143+430 LHS Yes Noise Barrier 25 m L, 3m H, 300mm T 4 School 104+020 RHS Yes Noise Barrier 25 m L, 3m H, 300mm T 5 School 110+115 RHS Yes Noise Barrier 25 m L, 3m H, 300mm T 6 School 113+800 RHS Yes Noise Barrier 25 m L, 3m H, 300mm T 7 College 135+570 LHS Yes Noise Barrier 30 m L, 3m H, 300mm T 8 College 115+950 RHS Yes Noise Barrier 30 m L, 3m H, 300mm T

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Mitigation Sl. No Description Chainage Side Impacts Remarks Measures 9 Clinic 134+700 RHS Yes Noise Barrier 20 m L, 3m H, 300mm T 10 Clinic 143+560 LHS Yes Noise Barrier 20 m L, 3m H, 300mm T 11 Clinic 116+700 RHS Yes Noise Barrier 20 m L, 3m H, 300mm T

6.3.4 E&S risks and impacts relating to Community Health and Safety (ESS 4)

6.3.4.1 Transport and accessibility 286. The project road is 48.7 km in length and intersected by major and minor junctions. The road will act as haul road for transporting construction materials along with construction activities will result in blocking of dirt track and access restrictions across the roads, which will cause nuisance to local road users (road users and pedestrians). Adding to aforementioned impacts, the site setting i.e. narrow roadway width will provide limited option for maneuvering, but will depend on contractor working procedures that is not yet known. During construction stage, there could be need for creating temporary access to Contractor’s camps/establishments. Details of the exact locations and numbers would be known only after contractor is mobilized at site.

287. There are major settlements en-route this corridor, including major settlements such as Kaliganj, Barobazar, Palbari Mor etc. The following potential safety risks and impacts are likely due: i. Road excavation, use of vibratory equipment, construction debris handling and disposal etc. during construction.

ii. high likelihood of direct exposure to increased construction related traffic and equipment especially at road sections traversing settlement area with limited carriageway/roadway width, and sensitive receptors such as schools, religious place, health centre/hospitals

iii. high dust levels from earthworks/tree cutting, high noise and emission level from traffic congestion and idling of vehicles.

iv. influx of migrant workers could potentially cause local discomfort or potential conflicts with local people.

Mitigation measures: • The ESMP, prepared as part of ESIA includes broad guidelines and considerations required for the preparation of CESMP (guidelines provided in appendices). Management of such impacts will be the responsibility through the contracted construction agency. Prior to starting construction, the contractor will prepare and submit the Contractor ESMP (CESMP) to RHD for review and acceptance prior to commencement of work. The CESMP shall be reviewed, periodically (but not less than every six (6) months), and updated in a timely manner, as required, by the Contractor. The C- ESMP that will include OHS plan, Water and Waste Management Plan, Influx management Plan, Workers camp management plan, CHS Plan, Traffic and road safety management Plan, among others in accordance with the GoB & WB workers Accommodation guidelines.

• Traffic Calming Measures: At the locations with no adequate scope for improvement such as blind curves, settlement/built-up areas, school, safety for road users are provided by traffic signage and road markings are listed below applicable for both construction and operation period:

ESIA of Jashore-Jhenaidah Road Corridor 128 | P a g e Western Economic Corridor and Regional Enhancement Program (WeCARE) a) Sharp Curves b) Convex mirrors

i. W-Beam Crash Barrier at curve location

ii. Triple Chevron sign boards

iii. Speed restrictions – Speed limit, No overtaking and Blow horn signage

iv. Rumble Strip markings

Figure 6.3: Traffic Calming measures at Blind Curves/Hair Pin Bends c) School zones

i. Informatory signage for School zone ahead on either side of traffic directions.

ii. Road Markings of Pedestrian crossing at the school entry gates. Informatory signage for indicating the same.

iii. Rumble strip marking – 2 sets ahead of Pedestrian crossing markings. Informatory signage for the same.

Figure 6.4: Traffic Calming measures at School zones

ESIA of Jashore-Jhenaidah Road Corridor 129 | P a g e Western Economic Corridor and Regional Enhancement Program (WeCARE) d) At Built-up locations

i. Informatory signage for Built-up ahead.

ii. Speed limit signage for Vehicular movements in Built-up areas.

iii. Place Identification signage

iv. Restriction signage for cautioning the road user to abide Traffic rules.

Figure 6.5: Traffic Calming measures at School zones

6.3.4.2 Infrastructure and services 288. At time of preparation of this report, design is revisited to achieve encumbrance free stretches of road. During construction stage, there is likely to be temporary disruption to services. As the community are the end users of service provided by these utilities, the adoption of a well-planned approach for utility shifting and coordination with utility department is important to ensure minimal disruption to services.

289. During the construction phase, there will also be a demand for electricity, water and health facilities. Specific details on these demands are not currently known, however it is assumed that contractors will use both the electricity grid and generators on site. Conflict may arise with the community if influx of workers and or the nature of civil works cause stress on existing infrastructure and natural resources such as water.

6.3.4.3 Transport, Accessibility and Health 290. The nature of civil work will cause access restrictions across the road and as a result will cause nuisance to local road users. Disruption in movement as a result of the civil works, would cause inconvenience to local communities as access would be affected temporarily. During construction stage, there could be need for creating temporary access to Contractor’s camps/establishments (depending on camp location). The project interventions will also expose communities to health and safety risks from increased traffic during construction along the corridor and transport routes. Traffic management plan would need to be put in place to address these challenges. Specifically, the community may face high likelihood of direct exposure to increased construction related traffic and equipment especially at certain road sections including sensitive receptors such as schools, religious place, health center/hospitals. Moreover, high dust levels from earthworks,

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noise and increased emission level from traffic congestion and idling of vehicles may become prevalent in project areas. Influx of migrant workers could potentially cause local discomfort or potential conflicts with local people. Mitigation measures

• The ESMP, prepared as part of ESIA includes broad guidelines and considerations required for the preparation of CESMP. Management of such impacts will be the responsibility through the contracted construction agency. Prior to starting construction, the contractor will prepare and submit the Contractor ESMP (CESMP) to RHD for review and acceptance prior to commencement of work. The CESMP shall be reviewed, periodically (but not less than every six (6) months), and updated in a timely manner, as required, by the Contractor. The C- ESMP that will include OHS plan, Water and Waste Management Plan, Influx management Plan, Workers camp management plan, CHS Plan, Traffic and road safety management Plan, among others in accordance with the GoB and WB guidelines.

• Traffic Calming Measures: At the locations with no adequate scope for improvement such as, settlement/built-up areas, school, safety for road users are provided by traffic signage and road markings

• Drivers and pedestrians alike share the responsibility of keeping themselves and others on the road safe.

6.3.4.4 Infrastructure and services 291. There may be utility services that are present on the existing corridor. During construction stage, there is likely to be temporary disruption to services. As the community are the end users of service provided by these utilities, the adoption of a well-planned approach for utility shifting and coordination with utility department is important to ensure minimal disruption to services. Also, during the construction phase, there will also be a demand for electricity, water and health facilities. Specific details on these demands are not currently known, however it is assumed that contractors will use both the electricity grid and generators on site. The project’s additional water and energy demand will stress existing infrastructure and water sources and could potentially cause of conflict with community, though during construction phase only. 292. Infrastructure improvements should add a variety of safety measures, including more medians and redesigned roads allowing for better pedestrian/bicycle traffic flow.

6.3.4.5 Hazardous and non-hazardous wastes 293. The Project will generate both solid non-hazardous and hazardous wastes throughout the construction phase. The anticipated non-hazardous wastes types include excavated material, construction material, Municipal Solid Waste, waste waters. While hazardous waste may include used oil, empty drums or replaced parts of the construction machinery, used battery, chemical for concreting like admixture etc. There are potentially a number of risks to human health and the environment that may be associated with the handling, storage and disposal of waste, both on and off-site. Incorrect handling and storage could result in possible cross contamination of air, soil and water resources; as well as direct and indirect effects on human health. Environmental pollution with organic and non-organic waste generated from project activities may occur due to uncontrolled disposal and inadequate management of waste during road construction and operation of the camps for construction workers. Discharge of untreated waste waters can result in pollution to soils, water bodies and have adverse effects on human health, flora and fauna and surface and groundwater.

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294. Natural calamities like floods and earthquakes cannot be overlooked as Bangladesh is at risk of both. Since, such events would have potential health and safety hazard to personal or work force or labor or community in vicinity and may get stranded at operational sites.

295. During the complete construction phase, used batteries are likely to be discarded, which are to be disposed of in accordance with the battery management rule. The estimated generation of hazardous waste during the construction waste is given table 6.13.

Table 6.15: Estimated Hazardous waste during Project Construction Phase

Grease and Cotton waste Equipment Type and Tank capacity frequency Quantity other Misc No. (0.4 Kg per Capacity in litres 6 months in litres waste service) (10 %) Dozer D-50-A15 - 200 2 15 4 120 12 3.2 Cum/hr Cap. Motor Grader - Engine 2 15 4 120 12 3.2 output above 150 KW Cap. Long arm Hydraulic 6 15 4 360 36 9.6 Excavator - 1.00 Cum Vibratory Roller (2 Tandem + 1 Vibro) - Minimum 8-10T 3 12 4 144 14.4 4.8 static Weight Pneumatic Road Roller - 2 10 4 80 8 3.2 200-300KN Cap. Smooth Wheeled Roller - 8- 2 15 4 120 12 3.2 10T Cap. Tipper - 5.5 Cum Cap. 30 15 4 1800 180 48 Water Tanker - 6 KL Cap. 5 15 4 300 30 8 Tractor-Trolley - 50HP Cap. 5 10 4 200 20 8 Rock Excavator/Ripper - 60 2 12 4 96 9.6 3.2 Cum/hr Cap. Hot Mix Plant (Batch Type) with electronic controls 1 15 4 60 6 1.6 and vibratory screens - Minimum 60 to 90 TPH WMM Mixing Plant - 1 15 4 60 6 1.6 Minimum 60 TPH Stone Crushing Plant - 175- 1 15 4 60 6 1.6 200 TPH Cap. Paver Finisher Hydrostatic with sensor control - 100 1 15 4 60 6 1.6 TPH Cap. Paver Finisher Mechanical for WMM Work - 100 TPH 1 15 4 60 6 1.6 Cap. Bitumen Pressure Distributor - 1750 Sqm/Hr 1 10 4 40 4 1.6 Cap. Power Broom - 1250 1 15 4 60 6 1.6 Sqm/hr Cap. Loader - 1 Cum Bucket 2 15 4 120 12 3.2 Concrete batching and mixing plant - 15 to 20 1 15 4 60 6 1.6 cum/hr. Cap. Mini smooth wheeled roller 4 12 4 192 19.2 6.4 - 3-5T Cap.

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Grease and Cotton waste Equipment Type and Tank capacity frequency Quantity other Misc No. (0.4 Kg per Capacity in litres 6 months in litres waste service) (10 %) Air Compressor - 170-250 8 10 4 320 32 12.8 cfm Cap. Plate Compactor 4 15 4 240 24 6.4 Transit Mixer - 3-4.5 cum 10 15 4 600 60 16 per hr Cap. Cranes 60-80 T – capacities, with telescopic arm of Min 2 15 4 120 12 3.2 25 m length 97 5392 539.2 155.2

296. During the construction phase, the generation of municipal solid waste is estimated 72 kg per day, as shown in following table which is to be stored and disposed off safely.

Table 6.16: Estimated Solid waste Generation during Project Construction Phase

Quantity Solid Waste Category Nos Kg per day Average Lean Kg (Peak) Supervision staff 50 0.25 12 12 6 2 Non local at camp site /Migrant 240 0.25 60 60 30 11 Total Municipal Solid Waste in Kg during Construction phase 72 72 36 13 Organic Waste (40%) 29 In organic Waste (60%) 71 Mitigation Measures: 297. The hazardous waste generated at camp sites is to be collected in steel drums and stored in a segregated roofed area and periodically disposed at approved waste disposal facilitates by RHD. The discarded batteries shall be disposed only through authorized recyclers from RHD.

298. The camp site shall have compost pits for treating organic waste and separate bins for collecting the inorganic waste, which shall be disposed at nearest pourashava disposal sites. All workforce camps and camp sites shall be access controlled to prevent the entry of stray animals including wildlife for scavenging of waste.

299. Waste management and the minimization of potential impacts during construction will depend on the implementation of appropriate procedures, protocols and monitoring of materials being delivered, handled and stored prior to disposal.

6.3.4.6 Hazard and Vulnerability 300. The vulnerability status of these two districts as a whole is moderate in terms of floods, and earthquake. However, the impact due to construction of 48.7km long project road itself does not significantly alter the vulnerability status of the district as a whole. Given site investigation observed and identified the risk due natural calamities like earthquake. Since, such events would have potential health and safety hazard to personal or work force or labor or community in vicinity and may get stranded at operational sites. Mitigation Measures: 301. This include

ESIA of Jashore-Jhenaidah Road Corridor 133 | P a g e Western Economic Corridor and Regional Enhancement Program (WeCARE)

• In order to ensure the safety of work force at operational sites, as well as safety of the personnel at camp site, an Emergency Response Plan shall be prepared and followed, whenever the situation warrants. • All work force irrespective of levels are to be provided with training to respond in an emergency situation and periodic mock drills will be conducted to ensure the preparedness to respond any emergency situations. • The communities on regular interval shall be informed appropriate information, as well as changes in emergency preparedness and response activities.

6.3.5 Related on land & assets (ESS 5) 302. The project intends to finance widening of Jashore-Jhenaidah from 2-lane to 4-lane road. The nature of the intervention is linear and will require land acquisition. In total 106.29 and 148 hectares of land will need to acquire for the Jashore-Jhenaidah part of the project. Land acquisition will lead to loss of land for both title and non-titleholders and cause disruption in income and livelihood streams for individual and groups of people. During construction stage land acquisition is anticipated to be required to establish construction camps, material stack yards, hot mix plants & machinery and road expansion. These requirements will be fulfilled through government sources or taking the land on lease from the willing parties or purchasing private lands. With the development of the road, avenues for economic activities and opportunities will be created.

303. Impacts on land and assets arising pre-construction stage activities will require be addressing and mitigating through a mix of measures of compensation, assistance and relocation arrangements. For this purpose, a Resettlement Action Plan will be developed that will contain details of such mitigation provisions. The mitigation provisions includes:1) payment of compensation at replacement cost will be paid as per the provisions of GoB and WB ESS;2) Structure replacement cost will be calculated as per the Basic Schedule of Rate;3) Each affected family shall be given a one-time "Resettlement Allowance";4) one time rehabilitation grant for reconstruction of affected assets;5) One time subsistence assistance in cash for displaced families;6) one time transportation allowance for shifting the assets for displaced families;7) Training for skill development. This assistance includes cost of training and financial assistance for travel/conveyance and food.; 8) one-time cash grant as vulnerability allowance; and 9) Reconstruction of community structure and common property resources, will be done in consultation with community;10) compensation for temporary impact.

304. The RAP and entitlement matrix will be prepared keeping in view actions proposed under the Stakeholder Engagement Plan. In addition, in cases of impacts on livelihood, rehabilitation through appropriate skill training/financial counselling would be required as well. Additionally, concerns and needs of vulnerable groups will be addressed through a mix of measures that includes additional assistances as part of R&R measures. Besides other location specific measures, as stated in the ESMP, will be devised during the construction stage such as provision of temporary access to facilitate movement, access ramps at bus shelters for the physically challenged etc.

305. The impacts arising due to construction over land use cannot be completely avoided. It can only be minimized by adopting the following measures: i. Waste lands belonging to Government or non-agricultural lands belong to private or community shall be chosen for establishing construction camps material stack yards, hot mix plants & machinery, debris or muck disposal sites. If landfill site or previously used sites are available along the road, the same sites shall be preferred, and no new site shall be opened up for all establishment needed during project period.

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6.3.6 Relating to Bio-diversity & Living Natural Resources (ESS 6)

6.3.6.1 Impact on Flora 306. The site clearance activities for road construction will involve removal of road side vegetation and felling of trees. The results of the baseline survey indicate that project corridor is relatively less diverse due to human intervention. The ecological investigations have indicated that there are no rare, endangered and threatened species with in the corridor nor environmentally-sensitive areas.

307. In view of the environmental/ecological concerns, the removal of invasive species and replantation of suitable local vegetation types will NOT employ any chemicals.

308. A total of 3312 trees has been enumerated within existing right of way though not all are likely to be affected due to proposed road improvement. These trees, however, are just lining the along the road sides and are not part of any forest ecosystems. Thus, impacts on forests ecosystems are not anticipated.

309. The number of trees felled is expected to be about 3312, which will be determined through a joint enumeration survey with the department of forests, GoB. As per the current procedure of department of forests, GoB tree enumeration has to be conducted jointly with the department of forests after the marking of the centre line of the proposed road improvement plan. Thus, the number of trees which will be required to be felled for road construction is not known at this stage.

310. While according the permissions for tree felling, the forest department will stipulate planting of 3 saplings for every tree cut and maintenance of the same for five years with 70% survival rate. The species wise list of trees with in the project corridor of impact is given in Table 6.15.

Table 6.17: List of Plants in the Project Area

Common Name Scientific Name English Name Ata Annona squamosa Bullock’s heart Akashmoni Acacia aurculiformios Akanda Calotropis procera Swallow wort Ishw Armol Hemidesmus indicus Indian sarasaparilla Ashok Saraca indica Ashoka Aurjun Terminalia arjuna Aurjun Amra Spondias pinnata Wild mango Am Mangifera indica Mango Babla Acacia nilotica Bashak Adhatoda vasica Malabar Nut Tree Bamboo Bambosa spp. Banana Musa sapientum Bel Aegle marmelos Wood apple Bet Calamus rotung Banar Lathi Cassia fistula Indian laburnum BoknaNeem Melia azadirach Boroi Zizyphusm auritiana Bot Ficus benghala nsis Banyan tree Chatim Alstonia scholaris Chatian Chalta Dellenia indica Coconut Cocos nucifera

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Common Name Scientific Name English Name Debdaru Polyalthia longifolia - Dhundul Luffa 136eregrine136l Sponge gourd Dalim Panica granatum Pomegranate EpilEpil Leucaenaleucocephala Eucalyptus Eucalyptus citriodora Gab Diospytos 136eregrine River ebony Jarul Lagerstroemia speciosa Giant crepe-myrtle Jolpai Elaeocarpus robustus Olive Kalpanath/Kalo megh Andrographis paniculata Creat Karamcha Carissa carandas Karuanda Kamranga Averrhoa carambola Carambola apple Kathal Artocarpus heterophyllus Jackfruit Koroi Albizzia procera Porrot tree Kodbel Feronia limonia Lebu Citrus aurantifolia Lemon Litchi Litchi chinenss Mehedi/Mendi Lawsonia inermis - Mehogoni Swietenia mahagoni Mochi Ganda/Mochkanda Pterospermum acerifolium Hatipaila Nayantara Vinca rosea Pri winkle Nishinda Vitex negundo Five leaved caste tree Papaya Carica papaya Papaw tree Payara Psidium guajava Guava Racta Jaba Hibiscus rosa-sinensis Rose of china Radhachura Peltophorum pterocarpum Copperpod Raktadrun Leucas sibiricus Racta Chandal Pterocarpus santalinus Red sanders Sal Shorea robusta Segun Tectona grandis Teak Shimul Bombax ceiba Shishu Dalbergia sisoo Sofeda Manilkara zapota Sapota Tentul Tamarindus indica Tamarind Venna Ricinus communes Zamrul Syzygium samarangense Ziga Lannea coromandelica Mitigation Measures 311. In order to limit the impacts on the flora due to the road construction, the following measures are considered:

312. Compensatory Plantation is to be taken up either along the project corridor or at places identified by the department of forests, RHD in order to compensate for the tree felled. At least 3 saplings shall be planted for every tree felled or as per the stipulation of the mentioned in the permission for tree felling provided by the Department of Forest, Government of Bangladesh. With this compensatory plantation measures, the tree cover lost could be regained in 5 to 7 years and thus the impacts could get mitigated.

313. Only local species, which are less water consuming and approved by the forest department shall be used for plantation. Normally, all such afforestation will be undertaken by the department of forest and maintained for three years as a deposit work. Therefore, cost provision for Compensatory Plantation is included in ESMP Budget.

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314. In order to limit the propagation of invasive species, firstly all such invasive species with in the corridor of impact and/or right of way shall be removed/cleared and replanted with local species. The department of forests, RHD has framed a procedure for removal of invasive species and replanting of local species.

315. Normally, all such activities will be undertaken by the department of forest and maintained for three years as a deposit work. Therefore, cost provision for corridor plantation is included in ESMP Budget.

6.3.6.2 Impacts on Fauna 316. There is no National Park or wildlife sanctuary with in 10km from the project corridor or any habitats of known biodiversity within the project corridor. The biodiversity investigation along the project corridor has not indicated presence of Monitor Lizard (Varanus bengalensis) and common peafowl (Pavo cristatus) comes under Schedule-I (part-II) category of Wildlife Protection Act, 1972. The habitats and ecosystems in the project area support various types of animals as given in Table 6.19. The impacts of the proposed project over faunal species are given below- Action Effect Impact Construction Habitat Loss Habitat is converted into road construction. Local impacts on populations, potential impacts on meta-populations. Increased landscape subdivision, especially from linear constructions, resulting in reduced connectivity and increased isolation. High risk for long term biodiversity loss. New habitat Road structures constitute attractive habitat for many species. Favorable for generalist and disturbance tolerant species, unfavorable for species with specific habitat requirements, with certain exceptions especially concerning plants and invertebrates. Road and railway habitat also function as conduits for dispersal. Highly uncertain consequences. Physical structure in Linear landscape Alteration of habitat size, increased and the landscape elements changes in connectivity lead to species specific responses; avoidance or adaption with uncertain consequences; enhanced or reduced colonization rates and movement capacity in terrestrial and aquatic ecosystems. If perceived as a barrier, isolation of populations increases and have overall negative consequences on biodiversity. Change of Alteration of hydrological processes: runoff, recharge, erosion hydrological and sedimentation. Alteration of microclimatic conditions. patterns Impacts may accumulate over time with increased risk for long term deterioration of aquatic habitat and biodiversity loss. Land use change Transportation networks provide socioeconomic incentives for different kinds of land use. Indirectly a driver for habitat loss and fragmentation thus increasing risk for biodiversity loss. Utilization and Road mortality Reduced population densities at local scales, uncertain management consequences at meta-population scales. Evidence for road mortality as population sinks for some species. Introduction of Linear elements often function as conduits for dispersal. Vehicles exotic species can function as vectors for exotic species, significantly increasing colonization ranges and rates. Some species have been

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Action Effect Impact categorized as invasive and sometimes threats to native species, but consequences are overall highly uncertain. Disturbance Altered noise levels, light pollution, visual disturbance, increased human access and activities. Reduced species richness and abundance in road adjacent habitat. Impacts on many biodiversity components even though negligible or positive consequences for some species. Choice of management regimes crucial to certain biodiversity components. Chemical Local contamination of heavy metals and chemicals to air, water contamination and soil. Pollutants may accumulate within biomass and remain within terrestrial and aquatic ecosystems. Regional precipitation of dust and airborne pollutants with impacts on recipient ecosystems and on human health. Pollutants may accumulate within biomass and remain within ecosystems. Uncertain consequences.

317. Primary and secondary mode was adopted for identification of fauna. Mitigation Measures • The camp sites and work force camps shall be access controlled and well-lit to avoid/prevent entry of wild animals. • No pet animals shall be allowed to be raised / kept within the camp sites or work sites, which in turn may attract the wild animals like leopard. • All work force shall be oriented to keep calm and walk away from the scene, in case, wild animals are sighted either during work hours/night time. • Work force shall be strictly instructed not to harm / kill wild animals under any circumstances • Work force shall be strictly prohibited like of wild animals like wild boar etc., either for consumption or for pleasure. • The Work force shall be strictly prohibited from entering in to forest areas under any circumstances. • The Construction camp and work force camp sites shall not be established in the vicinity/nearby forest areas. At least 500m distance shall be kept from such areas under unavoidable circumstances. • The construction work shall be restricted to day hours only, while working established in the vicinity/nearby forest areas and work shall not be carried out in the late evening hours/night hours /early mornings.

6.3.7 Tribal/Indigenous Population (ESS 7) 318. The surveys indicated the presence of only one tribal household across the 48.7 km corridor. This household has been living in the project area for the last 40 years and speaks Bangla (the local language). The HH does not have an identity which is distinct from others and neither does it follow or practice any separate customary/, cultural/economic/social or political institutions which is different from what is practiced or followed by the locals in the project area. Hence the household is strongly integrated in the project area and does not meet the characteristics outlined in ESS 7. Mitigation Measures 319. Hence no differential provisions will be required to address the impacts on these households. Impacts on the household shall be treated through the provisions outlined in the Resettlement Action Plan.

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6.3.8 Related on Impacts on Cultural Heritage (ESS 8) 320. The alignment of the project road does not have any ancient monuments and/or archaeological site(s); Thus, no impacts are foreseen on ancient monuments and archaeological sites due to the construction of road project. However, the impact assessment survey has identified madrasas and a few graves in the project impact area. Mitigation Measures 321. Madrasahs, graves, etc. that will be physically affected will be resettled and included in the RAP. Chance find procedures will be incorporated in the ESMP and chance find clauses will be incorporated in work contracts with contractors.

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7 ENVIRONMENTAL AND SOCIAL MANAGEMENT PLAN

Introduction 322. ESMP is an instrument for implementing the mitigation plan for the proposed Project. The plan provides guidance regarding environmental and social issues/parameters, location, frequency and means of management and mitigation. An Environmental and Social Management Plan (ESMP) specifies the means through which adverse environmental and social impact of the project associated with pre-construction, construction and operational activities of the project are either avoided or mitigated. This ESMP, will be referred to and tailored when preparing Project specific plans during implementation based on environmental and social screening.

Objectives 323. The objective of ESMP is to manage environmental and social risk and impacts based on mitigation hierarchy. In this connection following will be implemented: a. Monitor the actual impact of the Project on environmental and socioeconomic receptors; b. Implement mitigation measures for any unexpected impact or where the impact level exceeds that anticipated in the ESIA; c. Ensure compliance with legal and community obligations including safety on construction sites; d. Appraise the adequacy of the ESIA with respect to the project’s predicted long-term impacts on environmental and socio-economic structure; e. Evaluate the effectiveness of the mitigation measures proposed in the ESMP and recommend improvements, if and when necessary; f. Compile periodic accident data to support analyses that will help minimize future risks;

PRE-CONSTRUCTION ACTIVITIES Pre-Construction Activities by Project Implementation Unit (E)

324. Prior to the Contractor mobilization, the PIU will ensure that an encumbrance free project site/sites is handed over to enable the start of construction. The RoW clearance involves 1) removal of trees 3) relocation of private/common property resources, 4) compensation of affected families and 5) shifting of utilities.

Pre-Construction Activities by Contractor

325. The pre-construction stage involves mobilization of the Contractor, activities undertaken by the Contractor pertaining to the planning of logistics and site preparation necessary for commencing construction activities. The activities include; 1) Procurement of construction equipment / machinery such as crushers, hot mix plants, batching plants and other construction equipment and machinery 2) Identification and selection of material sources (quarry and borrow material, water, sand etc.) and debris disposal locations 3) Planning traffic diversions and detours, including arrangements for temporary land acquisition for Construction camps. 4) Preparation of C-ESMP which include, OHS plan, Water and Waste Management Plan, Influx management Plan, Workers camp management plan, CHS Plan, Transport (or road safety) management Plan, Quarry/borrow area management plan, and Site restoration Plan among others in accordance with the GoB and WB guidelines. All such plans prepared by contractor will be reviewed and approved by the RHD, prior to commencement of construction works.

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CONSTRUCTION STAGE

Construction Stage Activities by the Contractor

326. Construction stage activities require careful management to avoid environmental impacts. Activities that trigger the need for environmental measures to be followed include 1) Implementation of site-specific mitigation/management measures suggested 2) Monitoring the quality of environment along the construction sites (as air, noise, water and soil). There are several other environmental issues that have been addressed as part of good engineering practices, the costs for which have been accounted in the engineering costs. They include improvement of major & minor junctions, roadside drainage, provision of additional cross drainage structures or raising the road height in low-lying stretches, provision of bus stops, provision of landslide/erosion prevention measures etc.

Operation Stage 327. Monitoring the environmental attributes during the initial years of operation of the road shall be carried out by the PIU (RESC)/Contractor as defined in the monitoring plan.

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ESMP

Project Stage Mitigation Management Measures Responsibility & Location Pre-construction Stage (RESC/RHD) Land Acquisition and Land acquisition will lead to loss of land (106.29 hectares of land at Jhenaidah and 148 DC/ MoL/ RHD/ RESC clearance of Private hectares of land at Jashore) for both title and non-titleholders and cause disruption in structure income and livelihood streams for individual and vulnerable groups of people. Therefore, Environmental and Social Management Plan had been developed and Resettlement Action Plan will be developed when the final alignment and designs are decided. The payment of compensation and removal of private assets will be carried out in line with the RAP. Encroachers and squatters (those mostly live near Haibatpur) will be paid compensation in line with the agreed entitlement matrix along with titleholders. The RAP will ensure that adequate vulnerable support allowances are allocated to vulnerable groups and information on any livelihood restoration strategy designed in consultation with the community. The ESMP and RAP will be reviewed, consulted and disclosed within the country and websites of the World Bank, RHD and LGED before the commencement of civil works. Further shops and structures may need to be relocated due to land acquisition. The affected business owners will be compensated for the cost of identifying viable alternative location, lost net income, cost of transfer. Economically displaced person who faces loss of assets will be compensated for such loss at replacement cost. Economically displaced person will be provided opportunities to improve or atleast restore their means of income earning capacity, production level and standard of living. Risks of GBV Consultation with the local community and contractors and labour working in the project. Relevant NGOs may also be utilized to tackle challenges related to GBV. An information campaign along with training sessions can be designed to increase sensitivity. A GBV Risk mitigation plan will be developed to mitigate/minimize the challenges related to GBV Relocation of Community There will be an impact on common property resources (including, religious places, RHD/ RESC/ Relevant ministries or Utilities and common retaining walls and compound walls etc) due to project activities. agencies Property Resources

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RHD will relocate or rebuild all community utilities and properties listed in the tables below but not limited to hand pumps, govt building & mosques/madrasas/temple/schools will be build/relocated before construction of road as per provisions listed in the RAP and ESMP. This will be carried out in consultation with the community.

The RHD will coordinate with respective user agencies for shifting of utilities in a timely manner avoiding disruption to construction schedule.

Within the RoW CPRs Chainages (m) (Right) Chainages (m) (Left) Mosque 103+000, 109+323, 114+160, 105+374, 112+970, 115+533, 115+015, 117+950, 131+300, 121+280, 129+730, 141+270, 138+700, 141+000, 145+105, 143+520, 143+233, 146+470, 146+045, 148+070, 151+050 149+400, 151+700 College 135+570 115+950, School 108+868, 129+110, 143+430 104+020, 110+115, 113+800, Clinic 134+700 Madrasah 109+323 Bank 109+495 116+216, 116+840, 143+600 Fire Service 134+660 Training Institute 104+100 Graveyard 129+720,148+215 Agro food factory 107+960, Temple 109+760, 113+850, 121+380 Eidgah 131+790 141+270, 151+700,138+715 Health Complex 143+560 116+700 Post Office 116+070 122+850 Hut / Bazar 104+495, 106+815, 109+232, 115+850, 122+785, 127+360, 128+580, 128+800, 134+660, 137+830, 142+340, 146+400, 148+080 Orphanage 143+480

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Mobile Tower 130+650, 130+655 138+600 Jashore 142+390 Cantonment ATM Booth 142+950 UP Office 109+000, 116+130, 117+080, Market 138+610 River 109+250, 135+880 Medical centre 143+370 Police Station 128+520 LGED Office 143+800 Boy’s Hostel 143+170 Church 145+120

Pre-Construction Activities by Contractors/Consultants Orientation for Contractors Contractors are required to be oriented with the requirement of ESMP and ESS requirement of WB. This will include: • Obligations under contract to submit and preparation of Contractor Environmental and Social Management Plan • Regulatory compliance requirements • Grievance redress mechanism for both social and environmental issues • Various plans required under C-ESMP related to Occupations Health & safety, traffic and road safety, community health and safety, hazardous and non- hazardous waste, camp site management, emergency response, blasting, borrow area, muck disposal, restoration etc. • Labor management procedures • Community health & safety aspects at workplace and Reporting requirements etc. under the project. • Stakeholder Engagement Plan Contractor shall appoint one Environmental Officer, Social-cum-Community Liaison Officer and one Health and Safety Officer, both of whom shall solely be responsible for implementation of all

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ESMP provisions in close co-ordination/consultation with Environmental and Social Specialist in the RESC. Crushers, Hot-mix Plants and Jashore cantonment, Mobarakganj Sugar Mill, rivers (Chitra, Bhairab, Bishkhali, RESC/ RHD/ Contractors: Batching Plants Location Begobati), and sensitive areas like hospital, schools, houses, commercial buildings, All Asphalt hot mix plant, rock mosques are located near the road section. All construction plants are to be sited crushing plants sufficiently away (minimum 100 m) these places.

The Contractor shall submit a detailed layout plan for all such site establishments and approval of Environmental/social Specialist shall be necessary prior to the establishment. Site specific protection measures required at such location will be considered to minimize associated environmental and social risk.

Arrangements to control dust pollution through provision of wind Screens, water sprinklers, and dust extraction systems will have to be provided at pollutant sources in all such sites. For dust suppression, water sprinkling will be done minimum three times a day.

Specifications for crushers, hot mix plants and batching plants will comply with the requirements of the relevant emission control legislation.

Consent for the Establishment and Operation from RHD shall be obtained by the Contractor before establishment and operation of crushers, hot mix plants and batching plants. A copy of these permissions should be submitted to the PMU/RESC and RHD

The contractor shall carry out monitoring of these plants as per Monitoring Program in ESMP and will carry out necessary servicing/repair/maintenance to comply with permissible standards set out in GoB and WB ESF. Borrow Areas All the Borrow area in this ROW belongs to RHD (except where land acquisition will be RESC/ RHD: required), the contractor will obtain a prior approval from respective government Along the alignment, River, ponds department/authorities. The environmental and social specialist of the PMU will and roadside borrow pit site areas inspect every borrow area locations prior to approval. The PMU should include the

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‘Request for Inspection’ form for approving opening and restoration of borrows area from the environmental and social angle.

The Contractor will not start borrowing earth from selected borrow areas until formal agreement is signed between landowner and Contractor and Borrow Area management and redevelopment plan is submitted and approved by PMU. The operation of borrow area shall strictly adhere to approved borrow area management and redevelopment plan.

Labor Requirements The Contractor preferably will use unskilled labor drawn from 3 local upazillas along RESC/ RHD/ Contractors the right of way (Jashore Sadar, Kaliganj and Jhenaidah Sadar) to give the maximum benefit to the local community. Contractor to be guided by the LMP. Arrangement for Temporary The Contractor as per prevalent rules will carry out negotiations with the landowners RESC/ RHD/ Contractors Land Requirement for obtaining their consent for temporary use of lands for construction camp/ borrow areas/Debris Disposal Area etc.

The contractor shall identify temporary land for construction camp/ borrow areas/Debris Disposal Area away from sensitive locations where population presence is high. Orientation of Implementing The PMU jointly with RESC shall identify target audience for capacity building of project RESC/ RHD/ Contractors Agency and Contractors key stakeholders on implementation of project’s ESMP. The PMU and RESC shall organize orientation sessions and regular training sessions during all stages of the Project. This shall include on-site training (general as well as in the specific context of a sub-project). These sessions shall involve staffs of RESC (involved in the implementation of ESMP), PMU and Contractors. Construction Stage Construction Camp Locations Contractor’s Environmental/Social staff in consultation and with requisite approvals RESC/ RHD/ Contractors: from local elders/important individuals and/or private land owners shall identify All construction camp and suitable lands, which can be used as material stack yards and work camp sites for contractor operations areas establishing macadam mix plants, hot mix plants and storage of construction materials by the contractor during construction phase. The contractor will submit to PMU the lease agreement with private/community/government owner for setting up campsites

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at suitable locations along road alignment and shall mandatorily restore to its previous state after completion of road construction works.

The contractor shall submit location specific lay-out plan of all temporary establishment with details of facilities proposed for approval of PMU. No temporary establishments shall be operated without consent of PMU.

The primary data indicates that there are some barren and uncultivable lands along the Right of Way (after crossing Jashore Cantonment towards Jhenaidah). These places shall be the given preference, while selecting and establishing work camp sites. The selected land shall not warrant significant change in landforms or terrain, to make it suitable for establishing work camp sites/store yards. In case, land had been earlier used for establishing work camp site and meets the above requirements, same shall be given preference.

If private land(s) are identified for borrowing, no site clearing operations shall commence without a written lease agreement. The agreement with landowner shall clearly state the lease duration, compensation for the agreed lease period, site restoration plan as desired/required by the landowner and any other condition mutually agreed upon between contractor and landowner.

Requisite consent to establish and consent to operate shall be obtained from RHD. All stipulated consent conditions by RHD shall be strictly adhered and complied by contractor. The work camp sites shall be access controlled with fixed entry and exit points.

The dust levels at the work camps sites is to be controlled through regular sprinkling of water through similar mobile tankers deployed at operational areas for road construction. Bitumen mix plants, Batch mix plants deployed for road construction shall conform to regulatory norms/requirements. The site shall be cleared from all remnants of construction and debris and site restored to its previous state, prior to handing the site to the owner. The work camp sites shall mandatorily have designated

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paved areas with shades/roof for storage of used oils/lubes in plastic/drums, prior to their final disposal in approved disposal locations

Provision of one mobile toilet of 2-seater capacity (1 man and 1 woman with separate entrances) shall be stationed at a suitable place within 100 metres from each operational area. The mobile toilet shall have at least 1000 litres overhead water storage, well always maintained and in usable condition. Bottom tanks shall be regularly cleaned, and overhead tank replenished as per requirement. Work force shall be oriented to use mobile toilets and avoid using public toilets and/or nearby open places/parks.

Every operational area shall be provided with one mobile drinking water kiosk and placed at a suitable place within 100 metres from work site.

All work force shall be provided with suitable type of accommodation, if required and local labor or can return to their normal places of residence. Pooled transportation facilities as may be required, shall be provided by contractor. If establishing workforce camps become utmost necessary, then same shall be established away from the settlement areas and away from bridge sites and or any other water body. The camp site shall be restored to its previous state or as agreed upon with the landowner prior to establishing the workforce camp.

The workforce camps shall be provided with all basic facilities like water supply, cooking gas facility, sanitation facilities including provision of mobile toilet (of adequate seating capacity for men and women separately) shall be stationed within the workforce camp. The mobile toilet shall be periodically replenished with fresh water for ablution purposes and wastewater shall be emptied through suction tankers and carried to the nearest municipal sewage treatment facilities. Alternatively, septic tank cum soak pit arrangements of adequate capacity shall be provided.

No wastewater from the camp/work force site shall be discharged directly without any treatment into any surface water channels or drain, which eventually join surface water bodies.

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The camp sites shall have 4 numbers of septic tanks Dredging sand from local • Material sourcing will be thoroughly assessed in the updated and final ESIA based at RESC/ RHD/ Contractors: rivers for construction the detailed design stage of J-J road. Along the entire corridor material • Contractors will be prohibited from opening new areas in local Rivers for extracting and/or sourcing sands, including areas in local rivers that remain in relatively good natural conditions and areas that support fish of conservation importance. • Community adjoining local rivers will be mobilized in the monitoring of contractors. • All contractors will be required to submit their Construction Materials Sourcing Plans to the PMU, CSC and the World Bank for prior approval before carrying out material extraction. No material extraction will be done by any of the Contractors until the Materials Sourcing Plan is approved by the PMU, CSC and the World Bank. • The PMU and CSC will regularly monitor material extraction to ensure proper implementation of the Materials Sourcing Plans. Accessibility The Contractor will provide safe and convenient passage for vehicles, pedestrians and RESC/ RHD/ Contractors: livestock to and from roadsides and property accesses connecting the project road, Along the entire corridor providing temporary connecting road.

The Contractor will also ensure that the existing accesses will not be undertaken without providing adequate provisions. After completion of the work damaged accesses will be restored by the Contractor. Planning for Traffic Temporary diversions will be required at Chachra Mor, Murali Mor, Churamonkati, RESC/ RHD/ Contractors: Diversions and Detours Barobazar, Satmile, Kaliganj Bazar, Salabara, and Al hera Mor. These are to be All construction areas constructed with the approval of the Resident Engineer and Environmental/social Specialist of PMU. Detailed “Traffic and Road Safety management Plans” will be prepared by the Contractor and submitted to Environmental Specialist and Resident Engineer of PMU for approval seven days prior to commencement of works on any section of road. The traffic management and control plans shall contain details of temporary diversions, traffic safety arrangements for construction under traffic, details of traffic arrangement after cessation of work each day, safety measures for night-time traffic and precaution for transportation of hazardous materials and arrangement of flagmen.

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The Contractor will ensure that the diversion/detour is always maintained in running condition, particularly during the monsoon to avoid disruption to traffic flow. The Contractor will also inform local community of changes to traffic routes, conditions and pedestrian access arrangements with assistance from PMU and RESC. The temporary traffic detours will be kept free of dust by sprinkling of water three times a day and as required under specific conditions (depending on weather conditions, construction in the settlement areas and volume of traffic). Transporting Construction Contractor will maintain all roads (existing or built for the project), which are used for RESC/ RHD/ Contractors: Materials and Haul Road transporting construction materials, equipment and machineries as précised. All ▪ At all work sites, in the impact Management vehicles delivering fine materials to the site will be covered with tarpaulin and fitted corridor, including at cut areas. with tail board to avoid spillage of materials. ▪ Water bodies, wetlands and River site areas along the All existing roads used by vehicles of the Contractor or any of his subcontractor or alignment suppliers of materials and similarly roads, which are part of the works, will be kept clear ▪ All construction camp and of all dust/mud or other extraneous materials dropped by such vehicles. Contractor Contractor operations areas, will arrange for regular water sprinkling as necessary for dust suppression of all such such as batch plants and roads and surfaces. If a community/village road is to be used as a haulage road then maintenance yards drivers and other involved workers will be sensitized by imparting training (quarterly) about road safety and driving behaviour and “How to deal with community”.

Community will be consulted by Contractor to fix the timings of road usages and should avoid peak hours. First Aid Facilities and All labor shall be provided with safety instructions daily, depending upon the work, for RESC/ RHD/ Contractors: Documenting Safety at all which they are likely to be deployed for the day/shift. Labor shall be provided with PPEs All work sites and particularly at Construction and Operation at no cost and ensure that same is always being used by work force, while at work. In Construction camps sites case of the damaged or lost PPEs, same shall be replaced without any cost to labor. Labor shall be instructed to report, irrespective of small or major or fatal injury to the supervisory staff and all such incidents shall be documented, and ensure such incidents are not repeated by taking adequate precautions. All Supervisory staff shall be provided with mobile phones for better communication across all operational areas, in case of emergency or otherwise.

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All labor shall be instructed to report, irrespective of small or major or fatal injury to the supervisory staff and all such incidents shall be documented, and ensure such incidents are not repeated by taking adequate precautions.

All Supervisory staff shall be provided with mobile phones for better communication across all operational areas, in case of emergency or otherwise.

The contractor shall make available a standby vehicle for emergency purpose for transportation in case of accident with serious injuries at site. Any accident with fatalities shall be reported promptly to PMU and RHD and will take measures to compensate the affected person in accordance with existing regulation.

First aid facilities and free emergency care shall be provided to all workforce, irrespective of their rank/level and no cost shall be recovered from them on this account.

The contractor shall deploy a medical practitioner at camp site for project duration to attend to health issues/first aids and shall conduct regular health check-up of all staffs and workers employed in project.

The contractor will also make arrangement with local hospitals (Jashore and Jhenaidah Sadar Hospital, Kaliganj UpaZilla health Complex and local privet clinic to provide treatment to the labours.

Further, no wages shall be cut for period of absence as a result of injury – The contractor shall mandatorily have Contractor All Risk (CAR) policy to cover workers of main contractor and as well as all sub-contractors and third party. All work site shall have first aid kits and details of major/nearby hospitals displayed prominently in local language, in case of emergency and/fatalities to work force and/or public, as a consequence of operations. The supervisory staff shall be provided with wireless communication system (mobile telephones for better communication at operational area and also with other operational area within same substation area, in case of emergency or otherwise. For supervision staff, contractor shall provide rented

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residential accommodation with water, sanitation and allied facilities for comfortable stay. The project will provide employment opportunities to both skilled and unskilled largely to the local people and also urban poor. All work force sourced from local areas can be expected to return to their places of residence after work shift hours. Pooled transportation facilities wherever required shall be provided to workforce as a welfare measure. Occupational Health and The Contractor will comply with all the precautions as required for ensuring the safety RESC/ RHD/ Contractors: Safety of Labors of the workmen as per the LMP. All work sites and particularly at The Contractor will make sure that during the construction work all relevant provisions Construction camps of GoB and WB ESSs are adhered to. The Contractor will comply with all regulations regarding safe scaffolding, ladders, working platforms, gangway, stairwells, excavations, trenches and safe means of entry and egress.

All workforce deployed shall be governed by labor management procedures under RHD.

The Contractor will not employ any person below the age of 14 years for any work.

The Contractor will also ensure that no paint containing lead or lead products is used except in the form of paste or readymade paint.

The Contractor will mark ‘hard hat’ and ‘no smoking’ and other ‘high risk’ areas and enforce non-compliance of use of PPE with zero tolerance. These will be reflected in the Construction Safety Plan including work hazard analysis and risk assessment to be prepared by the Contractor during mobilization and will be approved by PMU and RESC.

To promote and encourage a Safety culture, senior most engineers in Contractors and consultants’ teams shall wear helmets and safety jackets The contractor shall provide to all work force deployed at work sites Protective footwear, protective goggles and nose masks to the workers employed in asphalt works, concrete works, crusher etc. Welder’s protective eye-shields to workers who are engaged in welding works. Earplugs to workers exposed to loud noise, and

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workers working in crushing or compaction. Facemasks for use to the workers when paint is applied in the form of spray or a surface having lead paint dry is rubbed and PMC rapped.

It shall be made mandatory to wear them at work site. The PPEs shall be provided at no cost to workforce and shall be replaced once in three months. Any damaged/lost PPEs shall be replaced with no cost to workforce.

Visitors/officials to work sites are to be provided with PPEs (hard hats and safety shoes) and shall be briefed ongoing operations on that specific time and related safety requirement at work site including safe distances to keep during the site visit.

Work force shall be subjected only to standard work shifts/hours. Overtime allowances, if applicable/warranted shall be paid with ceiling limits. Working beyond such ceiling limits shall be discouraged, even if, so desired workforce or contractor. Workers Orientation and All work force of the Contractor shall be subjected to an orientation program, which RESC/ RHD/ Contractors: Sensitization Training familiarize them with work requirements, safety practices at work, safe distances to All work sites and particularly at keep from earth moving equipment, first aid facilities, emergency response, on-site Construction camps sanitation facilities and practices to be adopted, rights and privileges of workforce among others.

Orientation shall also include concern for safety of public around operational areas as well, first aid facilities, emergency care and response shall be provided to all workforce. Traffic and Safety The contractor prior to start or opening of any work zone shall prepare a ‘Traffic and RESC/ RHD/ Contractors: Road Safety Management Plan’ and submit to PMC for approval. ▪ All work sites ▪ All construction areas The contractor shall ensure traffic diversions are in place, to minimize the ▪ Along the entire corridor inconvenience to the existing road users during the road construction phase. Wherever required, adequate number of uniformed traffic wardens with reflective batons shall the deployed to manage the traffic for the entire construction phase.

Road construction schedule near sensitive receptors like schools and hospitals shall be informed to the concerned authorities well in advance. All works near sensitive

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receptors shall be adequately well planned and works shall be completed in shortest possible time, with minimal inconvenience to users of sensitive receptors locations. If warranted, steel barricades shall be used to minimize the inconvenience to the road users as well as occupants of the sensitive receptors. Adequate traffic diversions near sensitive receptors shall be planned with adequate number of uniformed traffic wardens with reflective batons shall the deployed to manage the traffic, to ensure safety and minimal inconvenience to users of sensitive receptors location.

For unobstructed visibility to road users and drivers, the contractor shall perform dust suppression measures like regular sprinkling of water shall be carried out with more precaution near sensitive receptors and all work sites to ensure dust levels kept to minimum.

The contractor shall clear the roadway by promptly removing debris from landslide and ensure safe passage of traffic and road users.

While undertaking, road construction works near the natural water bodies and/or water sources along the project road, steel barricades shall be used to completely avoid trespassing of the construction labor and to avoid/prevent spills of the construction waste (solid or liquid) into the water body. Extreme care shall be taken to ensure that no damage occurs to such natural water bodies and/or water sources along the project road due to the road construction works. All work forces shall be specifically oriented to strictly follow these instructions. Information Signs and The Contractor as part of ‘Traffic Management and Road Safety Plan’ will provide, erect RESC/ RHD/ Contractors: Hoardings and maintain information /safety signs, traffic control devices, flagmen, hoardings All work sites written in English and local language (Bangla), wherever required or as suggested by the Environmental/Social Specialist of PMU.

Risk from Electrical The Contractor will take all required precautions to prevent danger from electrical RESC/ RHD/ Contractors: Equipment(s) equipment and ensure that - All work sites

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No material will be so stacked or placed as to cause danger or inconvenience to any person or the public.

All necessary fencing and lights will be provided to protect the public in construction zones. All machines to be used in the construction will conform to the local laws, will be free from patent defect, will be kept in good working order, will be regularly inspected and properly maintained to the satisfaction of the Environmental/Social specialist of PMC. Landscape and Topography Two type of changes are expected: Design Consultants/PIU Change in topography due to construction-related structures such as interchanges, ▪ Throughout the alignment, at bridges, embankments etc.; and Visual changes to topography. intersection sites. Improper design would lead to water, air and noise pollution during construction and ▪ At sensitive receptor sites operation phases ▪ Major chainages are 135+570, 115+950, 134+700, 143+560 etc.

▪ The aesthetic elements (such as plantation) should be incorporated in the design. ▪ Large filling and deep cuts would be avoided when possible with the proper alignment planning. Indigenous plants those can grow well under local climatic conditions would be planted to quickly recover the original landscape and vegetation at the cutting roadsides. Vetiver grass is recommended to use for the slope stabilization. ▪ The intersections would be properly designed so as it can be conformable with the existing landform topographically to the extent possible. ▪ Service and utility facility within project with washroom provision should provide wastewater and sewer treatment provision. ▪ Design physical noise barriers to maintain noise level within standard at sensitive receptor points (e.g. school, religious places, hospital, etc.) beside the alignment. ▪ Design speed control mechanism to regulate noise and vibration generated due to over speed of vehicles.

Natural Calamities (Flood, The project road is not under threat to devastating flood. A detail flood study has been Design Consultants/PIU: Cyclone/Storm Surges) done and the output recommendations have been included in the engineering design Throughout the alignment, of the project to assure an adequate flood release capacity by providing sufficient bridges, and culverts. culverts and bridges along the alignment.

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Tree Cutting and Wildlife ▪ As per the detailed survey total 3312 trees are needed to be cut during the PIU, MoEFCC, and CSC, FD /DC: construction of the road. Along the alignment. Especially in ▪ Prior notice to the owners of the trees and ensure proper compensation to the Kaliganj bazar area. affected people according to the Resettlement Action Plan; and ▪ Prepare a Tree Plantation Plan along with ESMP showing specific location and timeline for tree plantation. ▪ If a tree of rare species is growing within the ROW and is required to be removed, it will not be felled but uprooted and transplanted in close consultation with the Forest Department. ▪ During clearing of the vegetation, the security of the wildlife species must be ensured. ▪ While clearing vegetation it must be ensured that no wildlife (snakes, mongoose, fox, squirrel and other wildlife species) injure and/or die. ▪ Harming and/or killing of any types of wildlife by the workers of the project must be prohibited. ▪ In case of appearance of any endangered/threatened wildlife species respective regulatory authority must be informed as early as possible. ▪ Provide proper layout of construction camp ▪ clearly mark work area to prevent unnecessary or careless clearing, ▪ Optimum utilization of the site and existing infrastructures ▪ Construction of additional temporary infrastructures should be minimum ▪ Minimize soils movement ▪ Minimize cutting tree and vegetation ▪ Provide adequate stabilization protection works against the bank erosion and sedimentation as per design ▪ Ensure adequate supervision and monitoring ▪ Change of Local ▪ Design of diversion and approach road have to be designed in a way that does not PIU, BIWTA, BWDB, CSC, Design Hydrology/Drainage bring any short/long term hydrological change and/or drainage congestion. Consultants: Congestion ▪ Wastes have to be disposed in controlled manner at designated site only according Bridges and embankments as well to the characteristics of the waste. as at culvert construction sites. ▪ For construction of surface drainage, avoid discharge point to sensitive environment and avoid any disruption of surface runoff ▪ All earthworks must to be conducted during dry season to

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▪ Carefully design and control all wastes and manage the use of petroleum products. ▪ Maximum extent possible to avoid problems from runoff. ▪ Take all precautions to prevent entering of wastewater into streams, watercourses, Setting of drainage channels, culverts, sedimentation ponds, etc. Water Bodies and Fisheries ▪ Several water bodies are located along the road section J-J as shown in the table PIU/ DC/ NGO: below: Along the alignment, River, ponds ▪ Proper compensation to the affected people who will lose their culture fisheries and roadside borrow pit site areas ponds; ▪ Flow of water in the rivers must be undisturbed as possible; ▪ Erosion and siltation have to be prevented at bridge and culvert construction site; ▪ Consider protection measures during the design when working at the Bhairab, Chitra and Begobati River. ▪ Fallow lands can be prepared into fish ponds through excavation work. ▪ Farmers can be encouraged to practice of integrated fish farming (e.g. fish farming in the paddy field).

Within the RoW Water bodies Chainages (m) (Right) Chainages (m) (Left) Hatchery 115+280, 140+350 Pond 128+300 112+350 Ditches 138+300,134+400,134+870,138+580 131+270 River 109+250, 135+880

In order to minimize the production loss of fish, production capacity in the existing fish enriched ponds in the CoI can be enhanced through excavating the ponds Technical Capacity to Inability of Contractor and RHD to implement the IEE and it ESMP resulting in a PIU, and Construction Supervision undertake all environmental breakdown of safeguards implementation. Consultant (CSC): work RHD/CSC to conduct a one day RHD/PIU to conduct a one day briefing and training for Contractor’s and RHD staff on briefing and training for IEE and ESMP implementation, surveys and data recording contractors and RHD staff on ESIA and ESMP implementation, surveys and data recording

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Construction Stage Social Impacts Loss of land due to Assessment of loss -Joint survey with others if required on a case by case basis and RESC/ RHD/ Contractors degradation resulting from due payment of compensation to landowner as per RAP provisions (in terms of rate project activities determined and valuation done)

Cracks in structures or Advance notice to community on road construction activity. The notice will be served RESC/ RHD/ Contractors damage due to construction through posters and leaflet. Estimation of loss case by case basis. works as a result of project Process to be followed shall involve: interventions If the structure is partially damaged and after assessment if found unviable for habitation which leads to full demolition of structure, If the structure is partially damaged and viable. Compensation to structure owner as per RAP provisions if full structure is damaged case by case basis. Estimation will be done as per latest valuation without deprecation. Labor charges etc. should be topped up for arising the damaged cost. The same amount may be paid to the affected person or the project authority will arrange and pay the agency for rectification of the structure to the satisfaction of the affected person. Each individual case should be documented with photograph etc. Disruption to services such Advance 7 days’ notice trough poster and leaflet to the community of disruptions and RESC/ RHD/ Contractors/ as water supply, power alternate arrangements. AGENCIES supply Restore the services within 10 days of effect. Provide alternative source of supply Disruption to access from 7days’ advance notice through poster and leaflet before start of work. RESC/ RHD/ Contractors houses and shops to roads; Provide alternative access before disruption Restore permanent access as in where in basis

Differential impacts on 7 days’ advance notice through poster and leaflet before start of work. RESC/ RHD/ Contractors vulnerable and Impacted disadvantaged population will be treated case by case basis by provision of disadvantaged population temporary access and other assistance as identified

Dust emissions during Advance notice to farmers RESC/ RHD/ Contractors construction leading to Precautionary measures like water sprinkling during construction at predetermined impacts on crops and trees frequency.

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Regular monitoring through Health and Safety officer Regular verbal and discussions-based communication with the community Likelihood of increased Adequate road signage/road marking/rumble strip/glow sign board to be provided. RESC/ RHD/ Contractors accidents due to road Road safety educations. widening (including at social Regular consultation with school children and sensitization sensitive locations such as Community level consultations schools, hospitals); Prior intimation in school and communities living in the vicinity for safety measures.

Possibility of gender-based To address this, the Project has prepared a GBV risk mitigation plan by Project RESC/ RHD/ Contractors violence arising from influx Appraisal. It shall comprise: of migrant labor Code of Conduct for signing by project workers

Integrate GBV into existing IEC strategy/materials, GRM, safety talks, toolbox meeting and regular trainings.

Community consultation and identification of GBV focal points within the community.

Training of labors on occupational health and safety issues.

Mapping of Service Providers for GBV prevention and Response

Identify Hot Spots for GBV within the project include construction work and labor camps alongside local communities, schools, vocational training centres and, migrant laborers residing in rented accommodations within the villages.

These areas need to be clearly identified and closely monitored throughout the project cycle. Labor Influx from outside the Prepare and Implement Labor Influx Management Plan by Contractor – that shall be RESC/ RHD/ Contractors district prepared prior to commencement of civil works Educate Labor supplier contractor in all labor laws, behavioural change communication in labor management through IEC process as part of LMP

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Likelihood of spread of Coordinate with State STDs/AIDS control society to collect dissemination material. RESC/ RHD/ Contractors/ MHFW(?) HIV/AIDS and STDs among Training to migrant labor and community construction workers and roadside community. Making available condoms etc at vending machines at convenient locations

Community based meetings, consultations in camp, distribution of leaf let, IEC communication, posters, banners,

Programme convergence with State AIDs control society. installation of Condom vending machines at Labor camp Ancient and Historical Project road corridor does not have any Ancient and Historical Monuments and RESC/ RHD/ Contractors/ Monuments and Chance therefore no measures are warranted. Hence cultural heritage expert is not required Ministry(various) Finds to be deputed by RESC.

All fossils, coins, articles of value of antiquity, structures and other remains or archaeological interest discovered on the site shall be the property of the Government and shall be dealt with as per provisions of the relevant legislation.

The Contractor will take reasonable precautions to prevent his workmen or any other persons from removing and damaging any such article or thing.

He will, immediately upon discovery thereof and before removal acquaint the Environmental /Social Specialist of PMU of such discovery and carry out the PMUs instructions for dealing with the same, waiting which all work shall be stopped.

The PMU will seek direction from GoB through RHD before instructing the Contractor to recommence the work in the site. Landscape/ Potential impacts include: Cutting trees and dismantling of existing infrastructure will PIU, and Construction Supervision: Topography cause landscape change. Permanent acquisition of various types of land to build road Embankment areas of the embankment will cause landscape change. The following are the mitigation strategies proposed alignment area as well as at all construction camp area. ▪ Ensure minimal acquisition of agricultural land as possible and ▪ Proper landscaping.

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▪ Construction camps should be constructed at suitable place to minimize this impact. ▪ Vegetation clearing has to be at minimum level as possible. After completion of road construction, trees shall be planted along sections of road near the populous residential areas to improve landscape along the road. ▪ All the affected areas will be restored to their original levels. Loss of Topsoil ▪ Minimize the extent of disturbance activities to minimize impacts to soil outside the CSC/ Contractor: ROW. Embankment areas of the ▪ The stockpile slope to be no steeper than 2 (H):1 (V) to reduce surface runoff and proposed alignment area as well as enhance percolation through the mass of stored soil. at all construction camp area. ▪ Minimize erosion potential and weed species invasion by establishing a healthy plant cover. ▪ Keep soil storage periods as short as possible. ▪ Locate topsoil stockpiles outside drainage lines and protect stockpiles from erosion. ▪ Construct diversion channels and silt fences around the topsoil stockpiles to prevent erosion and loss of topsoil. ▪ Use stripped topsoil to cover all disturbed areas and along the proposed tree plantation sites. ▪ Mitigate construction-related soil compaction in tree plantation areas by ripping the soil to loosen its structure prior to the spreading of topsoil. ▪ Limit equipment and vehicular movements to within the approved construction zone. Fertile soil (or top soil) shall be distributed free to local people who need it for their own purpose. The residuals shall be reused to form the ground around the interchanges, the areas along the road within the acquired land, or recover the vegetation in some affected areas due to the road project. Soil Erosion ▪ The Contractor is required to reuse the excavated soil as much as possible unless the CSC/ Contractor: soil is considered not suitable for filling. At all work sites, in the impact ▪ The Contractor shall plan his works to minimize surface excavation works during the corridor, including at cut areas. rainy season where practicable. ▪ Precautions to be taken at any time of year when rainstorms are likely, actions to be taken when a rainstorm is imminent or forecast, and actions to be taken during or after rainstorms shall be developed by the Contractor. Particular attention shall be

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paid to the control of surface runoff during storm events, especially for sites located near steep slopes. ▪ Slope protection measures through turfing and bioengineering work; ▪ In rainy season, prior to construction of roadbed, culverts will be completed with drainage system. The storm water interception and drainage system should be constructed before construction of side slopes. ▪ Riprap or rock material should be used to embed the surface of the road side slopes. Planting at the surface of the road side slopes is also recommended. Retaining structures such as gabions, cribs, or other types of green barricades and grid work should be used to batter back against the cutting slopes. ▪ At the sections involving high filling, the construction of road should be scheduled to avoid rainy season. If cannot, drainage system will be improved to ensure that storm water be drained smoothly and quickly, and the working surface will be covered. ▪ The overall slope of the works areas and construction yards shall be kept to a minimum to reduce the erosive potential of surface water flows. ▪ The earthwork sites where exposed land surface is vulnerable to runoff, etc. shall be consolidated and/or covered. ▪ The material stockpile sites shall be far away from surface water bodies and areas prone to surface run-off. Loose materials shall be bagged and covered. Open ditch shall be built around the stockpile sites to intercept wastewater. If necessary, retarding basins shall be constructed to remove sands and other solids in storm water before it reaches the downstream rivers. ▪ Open stockpiles of construction materials (e.g. aggregates, sand and fill material) of more than 50 m3 shall be covered with tarpaulin or similar fabric during rainstorms. Measures shall be taken to prevent the washing away of construction materials, soil, silt or debris into any drainage system. ▪ At the start of site establishment, perimeter cut-off drains to direct off-site water around the site shall be constructed and internal temporary drainage works and erosion and sediment control facilities shall be implemented. ▪ Cut-off drains should be built near sensitive areas to catch rainwater before it reaches the critical areas, and diverging drains should be built to avoid excessive concentration of rainwater flow. Concrete dissipation structures should be built to slow down storm water in drains, and hence reduce its downstream erosive potential.

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▪ Channels, earth bunds, netting, tarpaulin and or sand bag barriers shall be used on site to manage surface water runoff and minimize erosion. ▪ All exposed earth areas shall be completed and revegetated as soon as possible after earthworks have been completed. If excavation of soil cannot be avoided during the rainy season, or at any time of year when rainstorms are likely, exposed slope surfaces shall be protected by temporary drainage measures. ▪ The overall slope of the works areas and construction yards shall be kept to a minimum to reduce the erosive potential of surface water flows. ▪ Minimize soils movement ▪ clearly mark work area to prevent unnecessary or careless clearing, ▪ Rehabilitation of site through plantation, turffing etc. ▪ Reduce the length of slope of runoff to reduce erosion velocity. Where not possible, use stone paving to control erosion ▪ All culvert and drain outlets should be carefully designed and located so that they will not erode the area downstream of the release point ▪ Proper selection and management of quarry site ▪ Rehabilitation of quarry site after completion of work ▪ Provide sediment trap ▪ All culvert and drain outlets should be carefully designed and located so that they will not erode the area downstream of the release point ▪ Proper selection and management of quarry site ▪ Rehabilitation of quarry site after completion of work ▪ Compensatory plantation ▪ Bare earth should be graded and seeded as soon as after completion as possible Provide adequate stabilization protection works against the bank erosion and sedimentation as per design Soil Contamination ▪ Ensure that dredge materials do not contain heavy metals exceeding the Contractor/CSC: international standards by testing prior to using it; At all work sites, in the impact ▪ Outflow from hydraulic fill should have max. retention time to enhance settling at the corridor, including at cut areas. reclaimed site; ▪ Handling of bitumen, fuel and chemicals at designated site in the construction yards only;

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▪ The movement of construction vehicles, machinery and equipment will be restricted to the corridor or identified route. ▪ The unusable, non-saleable, non-hazardous construction waste shall be disposed off in properly delineated places. ▪ The compacted land is restored for agricultural use. ▪ The construction vehicles shall be fueled or repaired/serviced at the designated place with proper arrangement of waste collection and disposal. The arrangement will include, cemented floor with dyke around for fuel storage and filling as well repairing of construction equipment. ▪ Soil contamination by bitumen, fuel and chemical storages shall be minimized by siting them on an impervious base within an embanked area and secured by fencing. The base and walls of the embankment shall be impermeable and of sufficient capacity to contain of the total volume of stored fuels and chemicals. The disposal of waste asphalt shall be made in approved locations such as not at natural depressions and shall not be within the ROW. Unless located in areas with impervious soils, encapsulation with pre-laid impervious liners including walls and capping is required with the objective to prevent water percolating through the waste materials and leaching toxic chemicals into the surrounding soils. Air Pollution and Dust ▪ The ambient levels of CO, NOx, SOX, PM2.5, and PM10 may increase during construction Contractor/CSC: phase is mainly caused by: (1) flying dust produced from mixing lime and soil, (2) At all work sites, in the impact material stock grounds, (3) Emission, leakage/ spillover of materials/spoils during corridor. transportation, (4) dust from temporary roads and unpaved road surfaces. ▪ Flow of particulate matter from uncovered construction materials carrying vehicles; and Emissions of air pollutants/GHGs from asphalt plant, machines/engines and firing for bitumen melting.

Potential Mitigation strategies include:

▪ Earth, rock or debris shall not be deposited on public or private land as a result of Contractor’s operations, including any deposits arising from the movement of construction plant or vehicles.

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▪ Provide water spray vehicles to water the unpaved ground, storage piles and other areas where airborne dust may originate. The water spray operation should be carried out in dry and windy day, at least twice a day (morning and afternoon). ▪ Special covering will be used at construction sites to control dust emission. ▪ Trucks transporting construction materials should meet allowable exhaust gas emission standards and should be carefully covered. ▪ Site for stockpiling soils and sand should be located far more than 500m from the populous residential areas. ▪ All soils excavated from the land surface during the works to construct road foundation shall be transported as soon as possible to the sites for reuse or disposal. ▪ Concentration of construction machinery and vehicles near the populous residential areas should be avoided. ▪ Measures to control air pollution at concrete batching plant, asphalt melting stations, etc. 1. Concrete batching plants, crushing plant sites and their ancillary areas shall be frequently cleaned and watered to minimize any dust emissions. 2. Dry mix batching shall be carried out in a totally enclosed area with exhaust to suitable fabric filters. 3. A suitable air pollution control system shall be installed and operated whenever the batching plant is in operation. 4. All stockpiles of sand and aggregate within the batching plant site shall be enclosed on three sides with geotextile sheets (if they are greater than 20 m3), and shall be enclosed on three sides with walls extending above the stockpile and 2000 mm beyond the front of the stockpile (if they are greater than 50m3). 5. The asphalt melting station should be equipped with flue gas control device, operation of asphalt melting will be in enclosed mode; cement and concrete will be mixed within an enclosed structure. 6. Cement and other such fine-grained materials delivered in bulk shall be stored in closed silos fitted with a high-level alarm indicator. The high-level alarm indicators shall be interlocked with the filling line such that in the event of the hopper approaching an overfill condition, an audible alarm will operate, and the pneumatic line to the filling tanker will close.

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7. All air vents on cement silos shall be fitted with suitable fabric filters provided with either shaking or pulse-air cleaning mechanisms. ▪ Measures to control air pollution at construction site: 1. Use temporary barriers to control dust around the construction sites near the populous residential areas. 2. All vehicles shall have their engine turned off while parked on the site. 3. Construction machinery should be located as far as possible from the construction site boundary. 4. Areas within the construction site where there is a regular movement of vehicles shall have a hard surface and be kept clear of loose surface material to the satisfaction of the PIU. 5. Construction roads should be paved with gravel or asphalt to reduce generation of air-borne dust and mitigate impacts to residential areas. 6. All roads within the construction sites and roads leading to the sites shall be sprayed by using water bowers with spray bars, hose pipes etc. to control dust to the satisfaction of the PIU. Noise and Vibration ▪ The Contractor shall abide by the provisions of the Specifications of Contract Contractor CSE AND DOE: regarding environmental protection and DoE regulations (≤60 dB levels at mosque, Sensitive sites within 100 m of school, populated area and other sensitive sites). ROW in the vicinity of the sensitive ▪ The Contractor shall at its own expense take all appropriate measures to ensure that receptors. work carried out (including works by sub-contractors), whether on or off the site, will not cause any unnecessary or excessive noise. ▪ Construction activity near residential areas should be scheduled in daytime only, and the noisy equipment should be prohibited from night operation. During construction in daytime, the construction site should be fenced. ▪ The Contractor shall select, use and maintain his plant and equipment, and adopt such methods for construction that the maximum vibration levels, measures on any building or structure outside or within the site limits, do not exceed the permitted levels specified in British Standard 5228-2:2009. The above are limits for vibrations. ▪ The Contractor shall be responsible for repairing any damage caused as a result of vibrations generated from or by the use of his equipment, plant. ▪ Although construction shall be banned in nighttime some may still occur for technical and other reasons (e.g., bridge piles required continued, around clock concrete

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pouring). If the work is occurred in the night time and near villages and other residential areas, which would result in particularly significant impacts, the Contractor shall submit to the PIU a noise statement including full and comprehensive details of all powered mechanical equipment proposed for use during night time hours 21:00 to 06:00 hours and the proposed working methods and noise level reduction measures. The noise statement shall include detailed noise calculations to demonstrate the anticipated noise generation. Special measures (such as use of noise barriers) shall be proposed if excessive noise and vibration is anticipated. The noise statement shall be submitted to the PIU at least seven days before the planned start of any works. No work shall be carried out until the PIU has notified the Contractor in writing of his consent based on the noise statement submitted in relation to such work. Such consent of the PIU shall not in any event relieve the Contractor of its obligations under the Contract or GOB law. ▪ Restriction of rock drilling to the shortest period possible. ▪ All powered mechanical equipment used in the works shall be effectively sound reduced using the most modern techniques. Equipment shall be selected with due consideration for having lowest noise levels and ensuring that this equipment is regularly maintained to keep such levels during its operation. ▪ All equipment, engines and motors shall be equipped with proper silencers or mufflers during construction. ▪ Positioning air compressors for various construction plant / caisson foundations on rubber sheets. ▪ Construction equipment should be well maintained to keep it in a best operating conditions and lowest noise levels. ▪ The Contractor shall ensure that all equipment engines and motors are equipped with proper mufflers. ▪ Restrict long heavy vehicles and speed in the areas near the populous areas. ▪ Transportation of construction equipment and materials on existing roads shall be carefully designed to minimize adverse impact on residents, as well as traffic on the existing road. The transportation vehicles should be required to slow down and banned from horning when passing populous residential areas.

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▪ The use of temporary noise barriers, or acoustic screens or enclosures shall be properly examined at the road sections close to the populous residential houses to shield residences from road traffic noise. ▪ After completion of road construction, native tree species shall be planted along sections of road near the populous residential areas to mitigate impact of traffic noise to residents living along the road. ▪ For workers who must work with excessive noisy machines such as piling, explosion, mixing, etc., earpieces should be provided for noise control and workers protection. ▪ Use of low sound emitting machineries during construction ▪ Create noise barrier ▪ Avoid sensitive receptor as much as possible. ▪ Use new and well-maintained machines. Surface Water Quality ▪ The Contractor shall comply with the national legislation and other regulations Contractor CSE AND DOE: currently applied in Bangladesh as they relate to water pollution control. Along the alignment and ▪ Avoid activities that may cause pollution to surface water of the major 2 rivers bridges/culverts locations Bhairab and Chitra. If unavoidable, take necessary permission prior to start work from the competent authority. ▪ Protection of the water environment shall be recognized as a key constraint for any construction work. The Contractor shall devise and arrange methods of working to minimize water quality impacts to the satisfaction of the PIU. ▪ The Contractor shall at all times ensure that all existing water courses and drains within, and adjacent to, the Site are kept safe and free from any debris and any excavated materials arising from the Works. ▪ For construction of the bridge piers bundled site boundaries shall be established to prevent any wastewater discharging directly to the water body environment. ▪ The earthwork sites where exposed land surface is vulnerable to runoff, etc. shall be consolidated and/or covered; ▪ The Contractor shall ensure that rain run-off from the construction sites is not deposited directly into any watercourse or the coastal environment. ▪ All drainage facilities and erosion and sediment control structures shall be regularly inspected and maintained to ensure proper and efficient operation at all times and particularly following rainstorms.

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▪ Wastewater shall be collected, re-used and/or disposed of off-site after oil/grease removal and settlement of suspended solids. Sediment tanks of sufficient capacity, constructed from pre-formed individual cells of approximately 6-8 m3 capacities shall be used at all sites for settling waste-waters prior to disposal. ▪ Construction wastes shall be collected and re-used wherever possible. Otherwise should be disposed in the small deposit area invulnerable to surface run-off, along with soil erosion prevention measures. ▪ The material stockpile sites shall be located far away from water bodies and areas prone to surface run-off. If some must be placed near bridge construction sites, the stockpiles should be surrounded by interception ditches or retaining structures to prevent the erosion and materials into the water bodies. The loose materials should be bagged and covered. ▪ The fuel storage and equipment maintenance yard should have weather/rain protection and should be on concrete pads to prevent dripping and leaking oils from entering the water bodies via surface runoff. All spoil soil disposal sites should only be allowed in the dedicated areas where will be erosion control measures and landscaping plan following the disposal operations. ▪ For construction of bridges, there should be strict waste control plan to restrict discharge or dumping of any directly discharge of wastewater, slurry, waste, fuels and waste oil into the water. All these materials should be collected and disposed at the banks. The slurry and sediment should be pumped to the banks for disposal and should not be allowed to discharge to the rivers directly. ▪ Drainage from vehicle maintenance areas, plant servicing areas and vehicle wash bays shall be passed via a petrol interceptor prior to discharge. ▪ The Contractor shall ensure that no tools or machinery are washed in any water source or areas that drain into an existing watercourse or to the coastal environment. ▪ The Contractor shall weekly check all equipment for prevention of oil and or lubrication leaks and ensure that all equipment oil and lubrication replacements are performed only in bounded maintenance and repair areas. ▪ Prepare a separate Site-Specific Management Plan before starting the bridge construction work at Bhairab and Chitra river.

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Groundwater Quality ▪ Pumping of groundwater should be from deep aquifers of more than 300 m to supply CSC, DoE, Contractors: arsenic free water. Safe and sustainable discharges are to be ascertained prior to Throughout the alignment, selection of pumps. especially where the pile placed to ▪ Tube wells will be installed with due regard for the surface environment, protection depths ≥ 30 m, and where any new of groundwater from surface contaminants, and protection of aquifer cross wells were dug. contamination. ▪ All tube wells, test holes, monitoring wells that are no longer in use or needed shall be properly decommissioned. ▪ Install monitoring wells both upstream and downstream areas near construction yards and construction camps to regularly monitor the water quality and water levels. ▪ Protect groundwater supplies to adjacent lands. Drainage and Congestion ▪ Prepare a program to prevent/avoid standing waters, which PIU will verify in advance Contractor/ CSC: and confirm during implementation. Throughout alignment earthworks ▪ 3 major bridges and 59 culverts/minor bridges have to be constructed with sufficient inspection at all work camps and vertical clearance; Diversion over the waterways during construction of bridges and major construction sites such as culverts shall be made in such a way that does not cause any localized drainage bridges and embankments as well congestion; as at culvert construction sites. ▪ Proper slope protection (normal conventional reinforced concrete retaining walls and mechanically stabilized earth) on the embankment shall be ensured; ▪ Regular cleaning of channels to avoid choking; ▪ Provide alternative drainage for rainwater if the construction works/earth-fillings cut the established drainage line. ▪ Rehabilitate road drainage structures immediately if damaged by contractors’ road transports. ▪ Build new drainage lines as appropriate and required for wastewater from construction yards connecting to the available nearby recipient water bodies. ▪ Construct wide drains instead of deep drains to avoid sand deposition in the drains that require frequent cleaning. ▪ Provide appropriate silt collector and silt screen at the inlet and manholes and periodically clean the drainage system to avoid drainage congestion. ▪ Protect natural slopes of drainage channels to ensure adequate stormwater drains. Regularly inspect and maintain all drainage channels to assess and alleviate any drainage congestion problem.

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Vegetation ▪ Make selective and careful pruning of trees where possible to reduce need of tree Contractor/ CSC: removal. Along the alignment, trees cutting, ▪ Control noxious weeds by disposing of at designated dump site or burn on site. camp areas and River site areas ▪ Clear only the vegetation that needs to be cleared in accordance with the plans. These measures are applicable to both the construction areas as well as to any associated activities such as sites for stockpiles, disposal of fill and construction of diversion roads, etc. ▪ Don’t burn off cleared vegetation – where feasible, chip or mulch and reuse it for the rehabilitation of affected areas, temporary access tracks or landscaping. Mulch provides a seed source, can limit embankment erosion, retains soil moisture and nutrients, and encourages re-growth and protection from weeds. ▪ Return topsoil and mulched vegetation (in areas of native vegetation) to approximately the same area of the roadside it came from. ▪ Avoid work within the drip-line of trees to prevent damage to the tree roots and compacting the soil. ▪ Minimize the length of time the ground is exposed or excavation left open by clearing and re-vegetate the area at the earliest practically possible. ▪ Ensure excavation works occur progressively and re-vegetation done at the earliest. ▪ Provide adequate knowledge to the workers regarding nature protection and the need of avoid felling trees during construction. ▪ Supply appropriate fuel in the work camps to prevent fuel wood collection. Terrestrial Fauna ▪ Setting up and implementation code of conducts to workers, including no catching or Contractor/CSC: hunting fish and wildlife, and no consumption of wildlife products. Along the alignment, trees cutting, ▪ Provision of environmental training with information on the importance of biological camp areas and River site areas diversity, and its relationships with sustainable development. ▪ Limit the construction works within the designated sites allocated to the contractors. ▪ Minimize the tree removal during the bird breeding season (February-July). If works must be continued during the bird breeding season, a nest survey will be conducted by a qualified biologist prior to commence of works to identify and located active nests. ▪ Minimize the release of oil, oil wastes or any other substances harmful to migratory birds to any waters or any areas frequented by migratory birds.

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▪ Provide adequate knowledge to the workers regarding protection of flora and fauna, and relevant government regulations and punishments for illegal poaching. Aquatic Species ▪ Provision of environmental training with information on the importance of biological Contractor/CSC: diversity, and its relationship with sustainable development. Water bodies, wetlands and River ▪ Ensure the riverine transports, vessels and ships are well maintained and do not have site areas along the alignment oil leakage to contaminate river water. ▪ Do not dump wastes, be it hazardous or non-hazardous into the nearby water bodies or in the river. ▪ Wastewaster from construction site should not be directly discharged to water courses without quality control measures. ▪ Use pingers upstream and downstream to chase away aquatic species; ▪ Monitor area for these creatures to ensure they are well away from the piling site – scare them away if they are two closes to the site using pingers. Fisheries ▪ Oil and chemical storage should be placed safe distance from the rivers. There shall Contractor/CSC: not be any storage of waste or polluting substances within the ROW (Bhairab and Water bodies, wetlands and River chitra rivers). site areas along the alignment ▪ Do not dump wastes, be it hazardous or non-hazardous into the nearby water bodies or in the river. ▪ Inspect any area of a water body containing fish that is temporarily isolated for the presence of fish, and all fish shall be captured and released unharmed in adjacent fish habitat. ▪ Ensure the earth filling is done in dry season to avoid killing of the floodplain and many borrow pit fishes. ▪ Avoid construction activities during breeding/spawning season Loss of Agricultural ▪ Ensure the approval from National Land Use Committee presided by honorable Prime Contractor/CSC: Production Minister to avoid any conflict with National Land Use Policy, 2001. Throughout the alignment ▪ Demonstrate measures for changing cropping pattern to compensate the loss of crop production including development of demonstrating plots. ▪ Provide training program for the farmers and technical support to them. They should get employment opportunity on a priority. ▪ Fertile land where two or more crops grow at present or the land which has such potentiality, that land could be avoided. Non-agriculture khash land should be considered on a priority if non-agriculture khash land becomes available.

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▪ Top soils of adjacent land could be preserved as these are most fertile and suitable for crop production. ▪ Install drainage system to drain out excessive water during rainy season. Irrigation and drainage system should be installed and reconstructed for a sustainable agricultural production. ▪ Shallow and deep tube well could be used for irrigation to cultivate Boro rice and Rabi crops. Winter cropping area may be increased by installing of deep tube wells. ▪ Agricultural production could be compensated by increasing cropping intensity through introduce of short durational crops, hybrid seeds, HYVs, improved technologies etc. ▪ All fallow land could be cultivated properly. Marginal land like wide ‘ails’, bank of ponds, roof of semi pucca building may use for cultivation of different vegetables. ▪ The farmers could be made financially better off by crop diversifying (Maize, potato, sweet potato, mustard, groundnut, green gram, lentil etc.), vegetable and fruit crop which is much more labor intensive than rice production directly involves women and can employ many more marginal farmers and landless as laborers. ▪ Enhanced inter cropping may result in more crop production. ▪ Movement of heavy vehicles and machineries should be confined within the right of way; if necessary, a minimum strip of land can only be used. ▪ Precaution should be maintained to keep soil erosion and flight of dust at a minimum level, wetting of soil may be helpful. ▪ Ensure maximum possible cleanliness of construction activity. ▪ There might have a provision of cattle pass at a regular interval of 5km, each width should be enough for cattle movement and agricultural machinery movement. Pollution from Wastes ▪ Update the waste management plan (Annex J) for various specific waste (reusable Contractor/CSC: waste, flammable waste, construction debris, food waste etc.) prior to commencing All construction camp and of construction and submit to PIU for approval. contractor operations areas, such ▪ Make available MSDS for chemicals and dangerous goods on-site. as batch plants and maintenance ▪ Place a high emphasis on good housekeeping practices. yards ▪ Conduct separate waste collection and promote recycling and reuse. ▪ Appropriate disposal of non-recyclable waste according to rules ▪ Hazardous waste should be treated under the related regulation Maintain landscape, aesthetic appeal

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▪ Designs for the works must be compatible with the surrounding environment ▪ Prepare the Debris Disposal Plan, ▪ Remove all construction and demolition wastes on a daily basis, ▪ The site must be kept clean to minimize the visual impact of the site, ▪ Manage solid waste according to 3R policy, Reduce Reuse, and Recycling, ▪ Ensure disposal to designated areas. ▪ Contractors should ensure proper disposal of waste. ▪ Provide a garbage disposal service such that no garbage and food waste is dumped in the contractor’s yard or work camp at any time. There should be no litter or food scraps dumped anywhere but in appropriate bins that are collected and cleaned at least weekly. Construction Waste Disposal ▪ Organize disposal of all wastes generated during construction in an environmentally Contractor/CSC: acceptable manner. This will include consideration of the nature and location of All construction camp and disposal site, so as to cause less environmental impact. Contractor operations areas ▪ Transport waste of dangerous goods, which cannot be recycled, to a designated disposal site approved by DoE. Vehicles transporting solid waste shall be covered with traps or nets to prevent spilling waste along the route ▪ Train and instruct all personnel in waste disposal practices and procedures as a component of the environmental induction process. ▪ Provide absorbent and containment material (e.g., absorbent matting) where hazardous material is used and stored and personnel trained in the correct use. ▪ Provide protective clothing, safety boots, helmets, masks, gloves, goggles, to the construction personnel, appropriate to materials in use. ▪ Make sure all containers, drums, and tanks that are used for storage are in good condition and are labelled with expiry date. Any container, drum, or tank that is dented, cracked, or rusted might eventually leak. Check for leakage regularly to identify potential problems before they occur. ▪ Minimize the production of waste materials by 3R (Reduce, Recycle and Reuse) approach. ▪ Segregate and reuse or recycle all the wastes, wherever practical. ▪ Prohibit burning of solid waste. ▪ Provide reuse containers at each worksite. ▪ Request suppliers to minimize packaging where practicable.

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▪ Avoid the use of material with greater potential for contamination by substituting them with more environmentally friendly materials. Maintain all construction sites in a cleaner, tidy and safe condition and provide and maintain appropriate facilities as temporary storage of all wastes before transportation and final disposal. Construction Yards ▪ The construction camps shall not be located within or nearby the sensitive cultural Contractor/PIU: structures and shall not be within 100 meters distance from the existing settlements All construction camp and or might be selected after consultation with local people. Contractor operations areas, such ▪ Conducting special briefing and/or on-site training for the contractors and workers as batch plants and maintenance on the environmental requirement of the project to understand the environmental yards requirements of the proposed project and implementation of mitigation measures. The crushing plants, asphalt hot mix and batching plants will not be located in environmentally sensitive cultural sites, productive land or existing settlements. ▪ The construction camps shall not be located in sensitive areas and shall be sheltered or sited within hoardings. Water and good sanitation facilities should be provided for the camps. Solid waste and sewage shall be managed according to the national regulations. ▪ The sites for construction camps and associated facilities shall be reinstated by the Contractor just after completion of construction works. Debris, construction wastes, vegetation or other materials shall not be burned on the site. Health and Vector Borne ▪ Undertake check and cleaning at all sites and areas where clean conditions should Contractor/CSC: Disease exist. All work sites and particularly at ▪ Provision of potable water, sanitary toilet facility and hygienic accommodation for Construction camps workers at camp sites. All potable water supplies will be tested quarterly. ▪ Provision of First-Aid facility for them. Ensure that these facilities are cleaned and disinfected regularly. Inspect for stagnant water and puddles every 3 days, including stored construction materials such as tyres and old oil drums–empty to prevent water ponding. Traffic Management Plan The project is mainly the reconstruction of existing road which has heavy traffic volume Contractor/CSC: at present, bearing the important economic exchanges in Dhaka to Khulna highway, All work sites National highway (N7), so traffic maintain is the highlight of the project. According to the conditions of other reconstructed or widened roads under construction in

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Bangladesh, segmental or semi-segmental construction shall be adopted. The road cannot be blocked completely, and a detailed traffic maintain scheme should be developed before construction.

▪ Prepare and submit a traffic management plan to the PIU for his approval at least 30 days before commencing work on any project component involved in traffic diversion and management. ▪ Include in the traffic management plan to ensure uninterrupted traffic movement during construction: detailed drawings of traffic arrangements showing all detours, temporary road, temporary bridges temporary diversions, necessary barricades, warning signs / lights, road signs etc. ▪ Traffic management shall be undertaken in coordination with the local traffic police department; ▪ BRTA traffic rules and regulations should be strictly followed. Divert traffic to follow alternative routes to avoid traffic jams. ▪ Provision to be made for passing traffic during construction. Road Accidents ▪ In Traffic Management Plan, the road safety measures such as speed breakers, Contractor/CSC: warning signs/lights, road safety signs, zebra crossing, flagman etc. should be All construction areas included to ensure uninterrupted traffic movement especially at nearby the educational (Schools, colleges, Madrasah etc.), cultural structures (mosques, graveyards, prayer ground etc.) and health complex which are located at the existing road sides as well as at road crossing points during construction stage; ▪ Provide signs at strategic locations of the roads complying with the schedules of signs contained in the Bangladesh Traffic Regulations; ▪ Restrict truck deliveries, where practicable, to day time working hours; ▪ Restrict the transport of oversize loads. ▪ Operate road traffics/transport vehicles, if possible, to non-peak periods to minimize traffic disruptions; ▪ Enforce on-site speed limit; Install and maintain a display board at each important road intersection on the roads to be used during construction. Tree Plantation ▪ Undertake a Tree Plantation Program such that for each tree cut three are planted Contractor/CSC: (3312) and all dead trees to be replanted.

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▪ If possible, shifted homesteads may be compensated through providing seedlings. All along the alignment, and ▪ Especial care should be taken for biodiversity rich areas during construction. according to a tree replanting plan Operation Stage Monitoring Operation The RESC will monitor the operational performance of the various mitigation/ RESC/RHD/Contractors Performance enhancement measures carried out as a part of the project.

Changes in Land Use Pattern Necessary hoardings will be erected indicating the availability of ROW and legal RESC/RHD/Contractors charges for encroachment of RoW. Budgetary provisions are to be made to control the ribbon development along project road. Construction Period Undertaken a Complete construction area inspection. Contractor/ RHD: Decommissioning The entire length of the road

Landscape and topography It can be mitigated by tree plantation along the proposed Corridor. It would also serve Contractor/ RHD: as physical barrier between the road and the existing settlements as well as future Along the entire corridor developments. On the other hand, aesthetic beauty plays an important role. The construction of new structures such as bridges and culverts as well as new carriageway with road side plantation will improve the aesthetics view of the project area Air Quality ▪ The road and bridge surface should be maintained periodically to limit dust generated Contractor/ PIU: from the aged asphalt layer. Along the entire corridor ▪ Black smoke producing old engine driven vehicles’ movement shall be prohibited. Noise and Vibration ▪ Construct physical noise barriers to maintain noise level within standard at sensitive Contractor/RHD: receptor points (e.g. school, religious places, hospital, etc.) beside the alignment. Along the entire corridor ▪ Use of hydraulic horn has to be prohibited and use of horn in front of sensitive areas shall be controlled. ▪ Tree Plantation will not only help to protect the village from the noise impact but also clean the air, improve landscape and eco-system. This option shall be applied at all road sections near the populous areas. Trees shall be planted along the road section near the populated areas, and in the space between the ROW and the slope. In order to effectively mitigate the impact of noise, trees shall be planted in strip with its length covering the populated area plus 100m more at both sides of the populated area.

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Water Pollution Surface and ▪ Slopes protection measures and periodic maintenance of the road’s slopes have to RHD: groundwater be ensured; To be determined during detailed ▪ Construction of sanitary public toilet and Arsenic free drinking water structures (e.g. design period for baseline deep tube well); establishment and as well as ▪ Cross slopes and longitudinal drainage will be constructed to ensure faster removal during construction period of storm-water/road runoff; ▪ Sedimentation ponds and oil separators will be provided to avoid contamination by run-off and oil spills, especially drainage will be provided for oil spills near water channels to prevent any contamination; ▪ Drainage and collection structures on the road project, particularly in areas near the river and irrigation canals, shall be designed such that spills of hazardous materials shall not result to contamination of these water courses. Road Accident and Safety ▪ By enforcing speed limits and imposing penalties on the traffic violators will ensure RHD: the road safety. Along the entire corridor ▪ Traffic signs will be provided to facilitate road users about speed limits, rest areas, eating establishments etc. Warning messages will also be displayed at appropriate locations to aware drivers about likely accidents due to over speeding. ▪ All the lanes, median, sharp bends will be reflectorized to facilitate travelers in the night time. ▪ Proper lighting arrangement on the proposed highway will be done at required places. ▪ The BRTA rules should be followed strictly in every relevant case. ▪ Sidewalk and necessary safe road crossing facility should be provided at and near the cultural, religious, educational or other places where people has frequent movement. Split Communities ▪ Underpass and overpass for local residents and local vehicles are designed. The RHD: locations of underpasses/overpasses have been carefully determined based on Along the entire corridor existing and future condition of local areas, and result of consultation with local communities. ▪ The cross structures combining with the SMVT Lane would help to mitigate impact of the highway to local resident’s movement.

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Table 7.1: Environmental and Social Monitoring Plan

Monitoring Method Responsible Organization Environmental and Social Duration and Issues Monitoring Parameters Location Implement Supervise Frequency 1.0 PRE-CONSTRUCTION PHASE 1.1 Land Acquisition and # of PAPs: # of PAPs Along the project’s alignment As per RP PIU/Deputy PIU and Resettlement compensated as per RP; and Commissioner Construction Resettlement of PAPs as per (DC)/NGO Supervision the procedure of RP. Consultants (CSC) 1.2 Agriculture Production Losses/reduction in Along the project’s alignment As per RP PIU/DC/NGO PIU and CSC Loss harvest/production.

1.3 Removal of Commercial # of structures removed Along the project’s alignment As per RP PIU/DC/NGO PIU and CSC Structures according to RP; safe removal/or relocation; and Handling and transport of debris. 1.4 Removal of Physical # of physical cultural and Along the project’s alignment As per RP PIU/DC/NGO PIU and CSC Cultural and Other community structures Community Structures relocated in stages, after consultation with local communities; compensation for dismantling and relocating these sites according to RP. 1.5 Tree Cutting # of trees cut; # of trees re- Within ROW along the alignment During tree felling FD/ PIU /DC PIU, MoEF, and planted and maintained. and site clearing CSC operations 1.6 Labour Standard Standards specifically Construction site and labour camp Once as contract PIU, and Construction RHD incorporated into the documentation is Supervision Consultant contract documents either as being prepared (CSC) clauses or by appending this EMP to the contract.

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Monitoring Method Responsible Organization Environmental and Social Duration and Issues Monitoring Parameters Location Implement Supervise Frequency 1.7 Influx of outside labor Local hiring policy; # of local Construction site and labour camp During the pre- PIU, and Construction RHD vs. outside hires construction period Supervision Consultant (CSC)

2.0 CONSTRUCTION PHASE Dredging and Dredged Cd, Cu, Zn, Hg, Pb, As, PCB Proposed dredging sites Once Contractor CSC Materials 6 locations (approx.) Air Pollution and Dust PM2.5, PM10, SO2, NOx, Residential/Populated/Cultural areas Quarterly Contractor CSC near to construction site along the alignment. In particular, the following locations must be given priority for AQM- School, college, hospital; major bus station areas; and major road intersection points. 4 locations Noise and Vibration Measurement of noise level Bridge site, sensitive spots (school, Quarterly Contractor RHD in dBA and vibration in college, mosque, hospital) and velocity construction yard 8 locations Surface Water Quality pH, temperature, EC, DO, At three (03) major surface water Quarterly Contractor CSC and DoE Turbidity, bodies, including at one location from Bhairab, Chitra, and Begobati River each. 3 locations Tree Plantation # of Trees planted and Along the project’s alignment Periodic at the end of RHD/Contractor/ EU, CSC and FD maintained. the construction of NGO each road section. Accidents/incidents at the # and types of Along the J-J road direct impact area, Throughout RHD/Contractor RHD, CSC construction site accidents/incidents; construction sites, including worker’s construction and measures effected; # of camps reported within 24 fatalities hours by contractors to the PIU and PIU to the Bank

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Monitoring Method Responsible Organization Environmental and Social Duration and Issues Monitoring Parameters Location Implement Supervise Frequency OPERATION PHASE Air Quality PM2.5, PM10, SO2, NOx Most busy traffic points Twice per year for Contractor RHD operating Years 1, 3 2 Locations and 5. Noise and Vibration Measurement of noise dB(A) Bus Stoppages/cultural sites along the Twice per year for Contractor RHD and vibration in velocity, alignment operating Years 1, 3 acceleration 4 Locations and 5. Road accidents/incidents # and types of Along the corridor Within 24 hours from RHD RHD accidents/incidents reported the occurrence of and recorded per day accidents/indicents

The above monitoring table will be updated in the ESIA at the detailed design stage. The frequency of the monitoring may be changed if required or demanded by the CSC or RHD and any complains given by the local people on any specific environmental issues.

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Institutional Arrangements for ESMP Implementation 328. The Environment and Social Circle (RESC) was established under the technical wing of the RHD in 2005, and it has the mandate for managing Environment and Social Dimensions of all RHD development projects. The RESC employs 15 staff members and is comprised of two divisions (i) Environment Division; and (ii) Resettlement Division. The RESC will be responsible for overall implementation and monitoring of the ESMP implementation.

329. To enhance capabilities, RESC staff can be sent on exposure visits to other projects which are currently complying with WB ESS including Resettlement and Rehabilitation (R&R) programs. The training would also cover techniques of conducting participatory rural appraisal for micro planning, conducting census and socio-economic surveys, dissemination of information, community consultation and conducting of monitoring and evaluation. The institutional assessment chapter provides details on the structure of RESC and its strengths and shortcomings.

Environmental and Social Monitoring Cost Estimation 330. Most of the mitigation measures require the contractors/project authority to adopt good site practice, which should be part of their normal procedures already, so there are unlikely to be major costs associated with compliance.

331. Mitigation that is the responsibility of RHD and contractor’s will be provided as part of their management of the project. The cost estimation for Environmental Mitigation Measures and Monitoring is given in the following. The total monitoring cost for the project is calculated as BDT 14,418,600 including the remuneration of Contractor’s Environment, Health and Safety Officer. The total duration of the engagement of these experts will be decided as per the requirement of the project after getting approval from the PIU. It is also estimated that approximately 2% of the total project cost will be considered as the mitigation measures of several environmental and social impacts which will be calculated during the detailed design stage. The below Table 7.2 only calculated the environmental and social monitoring cost. Table 7.2: Environmental & Social Monitoring Cost

Task Total Total Monitoring Items Unit Cost/Unit No. Unit Cost

1.0 Pre-construction Period Technical Capacity to undertake all 1.1 No. 100000 1 100000 environmental work (Workshop) 2.0 Construction Period (38 months) 2.1 Dredging and Dredged Materials No. 40000 6 240000 2.2 Soil Contamination No. 25000 24 600000 2.3 Air Pollution and Dust No. 25000 40 1000000 2.4 Noise and Vibration No. 5000 160 800000 2.5 Surface Water Quality No. 20000 30 600000 2.6 Groundwater Quality No. 10000 20 200000 2.7 Aquatic Species No. 20000 42 840000 2.8 Pollution from Wastes Lump-sum 500000 Construction Waste Disposal (Waste water, Oil, 2.9 Lump-sum 500000 Hazardous Waste etc.) 2.10 Occupational Health and Safety (OHS) Month 5000 38 190000 2.11 Community Health and Safety Month 2000 38 76000

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2.12 Health and Vector Borne Diseases Month 2000 38 76000 2.13 Traffic Congestion Month 5000 38 190000 2.14 Tree Plantation Lumpsum 500000 The Construction Period Environmental 2.15 Prepared by EHSO 0 Completion Reporting Other Expenses during Construction Period Water Spray for dust suppression Month 80000 38 3040000 Transportation (for Environmental Monitoring) Month 10000 38 380000 Reporting and Report Production No. 2000 40 80000 Remuneration of EHSO Month 80000 38 3040000 3.0 Operating Period (Yrs. 1, 3, and 5) 3.1 Air Quality No. 25000 12 300000 3.2 Noise and Vibration No. 5000 12 60000 No. 20000 18 360000 3.3 Water pollution (surface and groundwater) No. 10000 6 60000 MONITORING COST Pre Construction Period 100000 Construction (38 Months) 12852000 Operating Period (Yrs. 1, 3 and 5) 780000 Total 13732000 Contingency Costs @ 5% of total 686600 Grand Total: 14418600

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8 Institutional Framework

Introduction 332. The main implementing agencies of the project will be the Roads and Highways Department and the Local Government Engineering Division (LGED). The coordination and monitoring of the implementation of the project interventions will take place through various committees at the divisional, district and Upazila level. RHD will be responsible for implementing the widening and traffic safety improvements of the western corridor from Jashore-Jhenaidah-Bonpara-Hatikumrul corridor and Bhomra-Sathkhira-Navaron corridor totalling about 260km of regional roads. LGED will undertake the rehabilitation and improvements of priority rural roads and market infrastructure in seven districts in the Western Region. The current ESIA is focused on the interventions related to the components under the RHD. Specifically, this ESIA concentrates on the Jashore Jhenaidah road section.

333. RHD is an agency of the Road Transport and Highways Division of the Ministry of Roads, Highways and Bridges. This department is responsible for the construction and maintenance of major roads network, including national highways, regional highways and district roads. As an implementing agency of the WeCARE, RHD will be responsible for the environmental and social assessments (ESAs), and the formulation and implementation of the environmental and social management plans (ESMPs) of major road projects in the program and these projects will undergo the EIA process under the ECA/ECR. During the entire project cycle, RHD will undertake internal reviews as well as monitoring and evaluation of its road projects.

334. Compliance with the Environmental and Social requirements established in the ESMP will require a sustained intra and inter-agency coordination effort among key agencies, consultants and other project-related stakeholders. The RHD will establish a PIU which will be tasked to oversee the implementation and management of project-related activities.the, The Key organizations and staff involved in environmental and social management of the project are as presented in Figure 3.1. The following section defines the key responsibilities of the agencies involved in delivering the various aspects of the project.

Figure 8.1: Institutional Framework

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Institutional Responsibilities

8.2.1 Ministry of Road Transport and Bridges (MoRTB) 335. MoRTB is the Executing Agency of the Project and will have the overall responsibility of ensuring that the environmental and social safeguard requirements of the project are satisfied through the Road and Highways Department. The main responsibilities of the MoRTB are to: • Ensure that the project, regardless of financing source, complies with the provisions of the ESMP, World Bank ESS and GoB laws and policies

• Ensure that project implementation complies with government environmental policies and regulations;

• Ensure that project environmental and social management is implemented and reported to the Steering Committee and the financing agency as required.

8.2.2 Inter-ministerial Steering Committee 336. A Steering Committee with representatives from related Ministries and Government agencies will be established during implementation This committee will facilitate the coordination of various agencies under the ministries to manage the environmental and social dimensions of the project

8.2.3 Roads and Highways Department 337. The Roads and Highways Department (RHD), is the main project implementing agency and it is responsible for the execution of the environmental and social safeguards for this project. Although not directly involved in the day to day monitoring activities, RHD will have oversight on the monitoring activities carried out by the CSC and contractor through PIU and will report to MoRTB.

8.2.4 Environment and Social Management Unit 338. The Environment and Social Circle (RESC) was established under the technical wing of the RHD in 2005, and it has the mandate for managing Environment and Social Dimensions of all RHD development projects. The RESC employs 15 staff members and is comprised of two divisions (i) Environment Division; and (ii) Resettlement Division. Figure 1 presents the organogram of the RESC.

8.2.5 RHD Environment and Social Circle

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339. While the RESC was established 15 years ago, its primary function is limited to approving environment and social safeguard documents, and it has no involvement in monitoring and managing environmental and social dimensions of their projects. The organogram presented in figure 1 indicates that this unit is currently staffed by engineers with no in-house presence of environment or social experts. Consultants are hired to prepare safeguard documents for donor and GoB projects, the reports prepared by the consultants are then vetted by the RESC for approval of the chief engineer and finally the MRTB. DoE is responsible for approving environment-related assessments. RHD will hire (1) Environmental Specialist, (1) Land Acquisition and Resettlement Specialist, (1) Social Development Specialist/Stakeholder Engagement Specialist, (1) Gender Specialist, (1) Health and Safety Specialist to support the PIU in implementing the ESCP. A Project Management Consultant (PMC) will be engaged with sufficient E&S staffing

340. RHD suffers from shortcomings in relation to compliance and management of social safeguard issues, and these shortcomings become exacerbated in donor-funded projects. The following highlights some important experiences and shortcomings face by RHD in donor projects: • RHD has successfully complied with the provision of RAP and GAP. It has also been modestly successful in incorporating feedback in project design and implementation mechanism. • NGOs are hired to implement the various social safeguard plans that RHD designs with the help of consultants and donor agencies. However, there are often significant delays in hiring NGOs. An upshot of the delayed hiring of NGO means that they are not able to focus on distinctive segments of the affected individuals such as vulnerable groups. Therefore, the role of NGOs become limited to aiding in the land vacating process by ensuring rapid disbursement of compensation so the civil works can start. PAPs are not often informed about the resettlement and rehabilitation programs available for them despite RHD disclosing such information at the project site. Improvement in compliance, along with a change in attitude in relation to social safeguard issue, has been observed in the RHD. • Members of the RESC is not represented at the field level during implementation. Currently, they have no role in designing ToRs. Their role is limited to reviewing ESIA and resettlement documents. Design and supervision consultants are responsible for overseeing compliance, and they report directly to the PIU. Local RHD office has no role in project implementation.

8.2.6 Project Implementation Unit 341. The Project Implementation Unit will be established under the RHD and will include an Environmental and Social unit (ESU). The ESU will consist of one Executive engineer, one sub- divisional engineer and two assistant engineers to monitor environmental compliance. Similarly, the social unit will comprise of one Executive engineer, one sub-divisional engineer and two assistant engineers who will be tasked with ensuring and monitoring compliance related to the social dimensions of the project. The ESU will be responsible for overseeing the monitoring activities conducted by the CSC on behalf of RHD. It will also be monitoring the activities of the contractor through the activities of PIU. The main activities of the ESU with regard to environmental and social safeguards are: • Planning and implementation of ESMP

• Ensuring that the social and environmental protection and mitigation measures in the ESMP are incorporated in the Construction Environmental and Social Management Plan (CESMP);

• Ensuring that the CSC commits and retains dedicated staff as social and environmental managers to oversee CEMP implementation

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• Supervision and monitoring of the progress of activities of the consultants and contractors for the implementation of different components of ESMP

• Provide guidance to PIU, CSC and contractors in conducting subsequent monitoring and reporting and in undertaking corrective options

• Responsible for modifications to the ESMP when unforeseen changes are observed during implementation.

• Ensure submission of periodical environmental and social management and monitoring reports to the steering committee and co-financers through RHD;

• Submit semi-annual monitoring reports on ESMP implementation for co-financiers review through RHD;

• Ensure the establishment and implementation of an environmental and social management system;

• Implementation of environmental monitoring measures (such as environmental quality monitoring, tree plantation, landscaping, wildlife monitoring) during the O/M stage of the Project.

• Promote improved social and environmental performance through the effective use of management systems;

• External communications with other government, semi-government and non-government organizations, universities, research institutes in the country on the matters of mutual interest related to environmental management and filming of activities to be carried out under the project development.

8.2.7 Construction Supervision Consultant (CSC) 342. The CSC functioning under the RHD will be directly responsible for contract administration and day-to-day project supervision including environmental and social management. The CSC will consist of an environmental and social unit with 1 environmental expert and 1 social expert. The CSC will advise the RHD and the PIUs on ESMP implementation and monitor the work of the contractors in the field. The consultants will also help the PIU to prepare quarterly progress reports which are to be submitted to the RHD, who in turn will submit semi-annual reports to co- financier for review. The CSC will, inter alia, be responsible for the following: • Engage international/national environment specialists to ensure proper implementation of EMP provisions;

• Undertake regular monitoring of the contractor’s environmental performance, as scheduled in the EMP;

• Conduct periodical environmental audits;

• Prior to construction, review and approve CEMPs/method statements prepared by the contractors;

• Supervise site environmental management system of the contractors, and provide corrective instructions;

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• Monitor the implementation of the CEMP and review the environmental management and monitoring reports prepared by the contractor;

• Review and report on CEMP implementation by the contractor.

343. Overall, CSC is responsible for ensuring the proper and timely implementation of all their tasks specified in the ESMP.

8.2.8 Contractor 344. An ESMP has been prepared to mitigate Project’s environmental and social risks and impacts. It includes mitigation measures, monitoring plan, capacity building, responsibilities and reporting system and budget. In addition, the ESMP provide measures to address GBV issue at project level. The ESMP obligates the contractor, upon mobilization, to prepare the C-ESMP, which shall be approved prior to the commencement of construction activities. The Contractor’s CESMP shall includes OHS plan, Water and Waste Management Plan, Influx management Plan, Workers camp management plan, CHS Plan, Traffic management and road safety management Plan, Quarry/borrow area management plan, Procedure to compensate for damages caused to structures while using heavy machineries, and Site restoration Plan among others in accordance with the GoB and IFC & WB workers accommodation guidelines. All such plans will be reviewed and approved by the PMU of RHD prior to commencement of construction works. The approved C-ESMP shall be reviewed periodically (but not less than every six (6) months), and updated in a timely manner.

345. The contractor will be primarily responsible for preparing implementing the CESMP. Each contractor will be recommended to have one Environmental Specialist and one Occupational, Health and Safety (OHS) Specialist and one Social Specialist who will be working in close coordination with the environmental staff of CSC and PIU. The main functions of the contractor with regard to environmental and social management and monitoring are to: • Prior to the start of construction, prepare the CESMP and other method statements and management plans according to requirements of ESMP and get them approved by CSC.

• Recruit qualified environmental and social safety officers (ESO) to ensure compliance with environmental and social contractual obligations and proper implementation of CESMP;

• Provide sufficient funding and human resources for proper implementation of CESMP;

• Prepare monthly reports related to environmental and social management and monitoring for review and verification by the CSC;

• Prepare and implement an Environmental Management system according to the requirement specified in ESIA/ ISO 14001.

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Capacity Assessment

8.3.1 Experience of RHD in Managing World Bank’s ESS related Challenges

8.3.1.1 Occupational Health and Safety 346. RESC evaluates risks related to environmental and resettlement dimensions of the project. They are not responsible for managing labor and H&S issues. Health and Safety considerations have not been prioritized and institutionalized within RHD. As a result, health and safety management activities are rarely visible in GoB projects. The critical challenges related to H and safety standards of GoB projects are presented in Annex B.

8.3.1.2 Community Health and Safety 347. RHD's road projects do not carry out studies to identify risks on community health and safety, except for road safety. Hence, there is no record of the RHD in (a) addressing community health and safety aspects of their projects or (b) collaborating with MHFW for enhancing or managing community health as a result of RHD's interventions.

348. EIAs of road projects in RHD does not include road safety. However, RHD has established the Road Safety Division. This division has been conducting a formal road safety audit on selected spots of the national highway in the recent past under different projects. It is developing standard road designs to improve road safety. RHD has also been implementing and conducting accidents remedial measures and road safety training courses for its engineers.

8.3.1.3 Land Acquisition and Resettlement 349. RHD is primarily involved with the construction and maintenance of National Highways (NH), Regional Roads and Zila Roads. RHD collaborates with both GoB and DONOR funded projects. However, in recent times the majority of the RHD projects are DONOR funded and have been more substantial than the LGED projects. These projects are linear in nature, and hence in most cases, they bypass more than one district or administrative areas.

350. In almost all the projects land acquisition is required, and compensation needs to be provided to the PAP. However, the nature of the compensation (both in terms of the criteria of eligibility to receive compensation and the compensation package) depends on whether the interventions are GoB or donor-funded. In GoB funded projects, RHD pays compensation for loss of assets to the legal owners through DC and do not have any provision of providing support for resettlement and rehabilitation. However, in DONOR funded projects, RHD provides R&R support to all the PAPS irrespective of their legal status on top of the compensation for lost assets to the legal owners. Employing National and International consultants RHD prepares RAPs and other frameworks/plans related to social safeguard issues like Gender, SEC etc. to comply with Donors requirements. The Project hires NGO to implement the RAP and other safeguard related plans as required.

351. The top-up compensation and other R&R facilities are delivered to the PAPs by RHD through an INGO. INGOs initiate the process of payment to the PAPs and ensure that all the compensations/support are received by the PAPs before vacating the land for the contractor. They are usually appointed before mobilization of the construction contractor to the field. Assigned RO, usually of SDE level, maintains liaison with DC office through the INGO. INGO also facilitates DC office as well as PAPs in preparing related documents and aids in unofficially expediting the process. A monthly progress report is prepared by the INGO and submitted to CRO regularly, and

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they continue to work beyond the implementation of the infrastructure of the project (work beyond the timeline of infrastructure implementation of the project) to address the outstanding activities related to social safeguard (SS) issues. Other NGOs are also appointed to implement other frameworks/plans like GAP/SEVDP/LRSP at different times of the project cycle depending on project design.

352. As discussed earlier, RESC was established to monitor and manage social and environmental risks for all RHD projects. The current scope of work and resources available to RESC is very limited with respect to social safeguard issues. All the SS related plans or frameworks (mainly the LAP and RAP) prepared for DONOR funded project goes through three rounds of vetting. Initially, the documents are analyzed by RESC, and subsequently, it is passed on to the CE, and finally, it is forwarded to MRTB for approval. However, in this process, no technical advice/comments on the plans/framework are provided. RESC is not involved during the various project implementation phases. RESC's capacity and resources need to be strengthened through a variety of ways including hiring Social Safeguard specialist and by developing its own safeguard guidelines and by improving the capacity of staff so that they can perform field-level monitoring and oversee the PIU/implementing activities.

8.3.1.4 Stakeholder Engagement 353. RHD ensures engagement of stakeholders in all the development partner-funded projects throughout the project cycle. The engagement starts with a consultation in a participatory fashion at the initial stages of planning. From the output of the initial consultations, the requirement of framework/plans like RAP/GAP/SECDP/LRSP is identified, and the necessary steps are taken. Based on the findings of these initial consultations, Focus Group Discussions (FGDs) are conducted to address and understand the impacts on and needs of special groups like vulnerable HH, women, disabled, SECs, small business community and other marginalized groups etc. All the outputs are recorded and shared with the stakeholders to obtain feedback. Information obtained through the consultation sessions is incorporated into the project design and compensation packages to the extent feasible. Hence local social and cultural values are accounted for, thereby promoting inclusive development. The INGO disseminates the entitlements (matrix) as designed in the RAP through group meetings and by distributing booklet written in Bangla. The stakeholders are also involved in different committees.

8.3.1.5 Labor Management 354. Responsibility related to health & safety issues is allocated to any unit/circle under technical service of RHD at the central level. There are deficiencies in policy, organizational commitment and relevant standard and guidelines for occupational health safety management for road development projects. In donor-funded projects, DSCs assists in the monitoring and supervision of health and safety compliance issues.

355. RHD’s environmental and Social Circle (ESC) should be responsible for the implementation of EHS safeguards. Along with an environment and social division, a separate division under RESC for labor and their health & safety could be established for the implementation and monitoring of labors’ working conditions and their health and safety measures. The current scope of work and resources of ESC is very limited. It has no/limited role or linkage with PIU during the project implementation. Thus, ESC's capacity and resources need to be strengthened. RHD should have its own EHS guidelines and skilled staffs so that they can oversee the implementation of H&S measures and PIU/contractor’s activities.

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356. Department of Inspection and Factories Establishment (DIFE) under MOLE is mainly responsible for monitoring and enforcement of labor management, workplace safety and health, and protection in various industrial sectors. DIFE has the mandate but no current involvement in road development projects. However, DIFE's current capacity and resource are limited; it has only 23 regional office and 314 inspectors around the country. Thus, the scope of work for DIFE could be extended as an enforcement/regulatory agency for road development projects. All organizations/institutes/contractors should comply with existing rules/laws and have a license from DIFE/MoLE, which require to submit the relevant documents, including labor and OHS management plan.

357. Department of Environment (DoE)is responsible for protecting communities and the environment from any adverse impacts during the implementation of development works. Although there is no clear governance for managing community health and safety for development projects, the DoE could play an important role to integrate community health and safety as a mandatory part of ESIA for any development projects and evaluate the potential community health and safety risk and impacts and mitigative measures while issuing environmental clearance certificates. Some challenges and existing shortcomings of DoE and DIFE and is provided in ANNEX B.

8.3.1.6 Internal Environmental and Social Safeguard System 358. The RHD hasn’t developed its own Environmental and Social Management System. Although it has attempted to develop its Environmental Guidelines, it has mainly relied on ad hoc PIUs/PMUs to manage environmental and social risks of projects from screening to monitoring. And, notwithstanding its long existence and experience in various donor-funded projects, the RESC which is divided into Environmental and Resettlement Division, currently does not have any role in the implementation and/or monitoring of environmental and social safeguards in the field, even in case of donor-funded projects. The lack of internal monitoring and control is also visible in terms of occupational health and safety aspects of road projects. RHD does not currently coordinate or have active linkages with DIFE and DoL or MHFW.Manpower

359. The RHD PIU engineers have received training on procurement, environmental and social management during various stages of the project cycle (donor-supported or GoB). However, capacity building of engineers of the Environmental and Social Circle has received less attention. The SE, EEs, AEs, SAEs and SDEs of the circle have come from primarily civil engineering backgrounds. However, most of them are not acquainted of environmental standards (DoE guidelines and protocols, EIA process, World Bank Policies or the new ESSs). RHD has not invested in building the technical capacity of this circle. RHD has no social safeguard specialist in the central and local level. RHD has SEC under technical service at the central level. The resettlement or social safeguard related responsibilities are not allocated based on personnel skills, expertise and specific qualifications. Staffs with resettlement responsibility in SEC have very limited/no relevant training on SS compliance. No effort has been made to enhance its own capacity, knowledge and expertise through a rigorous training program or recruitment of staffs with specific qualifications. SEC also doesn’t have field level supervisor to monitor SS compliance issues. RHD has no health and safety unit/division at the central and local level. RHD has an environment and social circle under technical service at the central level. The E&S related responsibilities are not allocated based on personnel skills, expertise and specific qualifications. Staffs with E&S responsibility in the environmental and social circle have very limited/no relevant training on E&S compliance. No effort has been made to enhance its own capacity, knowledge and expertise through a rigorous training program or recruitment of staffs with specific qualifications. SEC also doesn’t have field level supervisor to monitor EHS compliance issues. RHD needs to hire safeguard specialist both

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central level dedicated unit and skilled individual responsibilities under Xen of divisional offices. The SEC of RHD is perceived as a section where engineers are less interested in getting appointed to. There is no provision of incentives, relevant training (local and international), and lucrative careers opportunities for staffs who shows better performance in social safeguard management in respective projects. On the other hand, staffs have low morale to work in SEC of RHD due to limited scope of work and no project-level involvement.

8.3.1.7 Budget Equipment and Means 360. Resources are allocated separately for environmental safeguard management and reflected in the contractual bidding documents for the World Bank and other DONOR supported projects. However, the procurement department which prepares the bidding documents are more inclined to use a lump-sum estimate for EMP and not what is estimated from the EIA. This results in budgetary allocation, which may not be commensurate to the impact mitigation measures. The budgetary provision is absent in GoB funded projects. This is the reason why environmental safeguard implementations are not visible in GoB projects. RHD usually do not have environmental monitoring equipment (air quality noise monitoring equipment) and laboratory facilities (Water quality monitoring) and depend on external sources (DoE, consulting firms, technical institutions etc.) to conduct environmental monitoring. Even DoE and other environmental monitoring institutions at the local level may not have enough resources or capacity to carry out those monitoring. Therefore, often RHD has to contract out these services to institutions in Dhaka. This causes delays in processing and affects carrying out relevant tasks in a timely fashion throughout the implementation of the project. (What about social safeguard measures)

8.3.1.8 Staff Recruitment and Capacity Building at RHD 361. Capacity-building should be focused on strengthening the Environmental and Social circle. The target audience is engineers who are the potential RO/DCRO/CRO of future projects. Training could be provided on ESIA, World Bank Environment and Social Standards, ESMP compliance and monitoring, resettlement and gender mainstreaming, occupational health and safety etc. Table 8.1: Capacity Building

Target Group Subject(s) Method Time Frame Planning and Construction Stage All concerned Environmental and Social Lectures Before beginning PIU/RHD Overview: of the project staff Environmental regulations, implementation and national of the project standards, process of impact assessment and identification of mitigation measures, importance of EMP & monitoring, and monitoring Engineers, field Implementation of ESMPs: Workshops Before the officers, Basic features of an ESMP, and construction contractors, planning, Seminars begins supervision designing and execution of consultants, social and environmental mitigation and

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including inspectors of enhancement measures, regulatory agencies monitoring and evaluation of environmental conditions – during construction and operation Environmental Environmentally Sound Seminars, Before the Engineers, field Construction Lectures construction officers, Practices: and Site contractors, Waste management and visits supervision minimization in consultants construction, pollution control devices and methods for construction sites and equipment, Environmental clauses in contract documents and their implications, Environmental monitoring during construction Project staff Social awareness: Lectures, Before the dealing in Monitoring Workshops construction social/lands consultants/organizations and begins matters specializing in social Seminars management and monitoring can provide training on social awareness and land acquisition and resettlement issues Environmental Monitoring Environmental Lectures, During initial engineers, field Performance during Workshop phases of officers, Construction: and site construction contractors, Monitoring, Air, Water, Soil visits supervision Erosion, consultants Noise, and effect on wild life and fisheries, Evaluation and Review of results, Performance indicators and their applicability, possible corrective actions, reporting requirements and mechanisms Contractor’s Occupational Safety and Workshops During initial staff, Health: and phases of construction Monitoring consultants/ seminars construction organizations specializing in occupational, health and

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safety issues can provide training on this issue Construction Occupational health, waste Lectures and During initial labourers handling and sanitation at Workshops phases of construction construction sites/construction camps Construction Gender awareness, gender- Lectures and During initial labourers based violence Workshops phases of construction Construction Safe work practices Lectures and During initial labourers Workshops phases of construction During Operation Phase Environmental Long-term Environmental Workshops During engineers, field Issues in and implementation officers, Project Management: seminars of the project contractors, Designing and implementing environmental surveys for ambient air, noise, biological and water quality, data storage, retrieval and analysis, contract documents and environmental clauses, risk assessment and management, contingency planning and management and value addition General public Wildlife protection and Seminars, Construction and and bridge environmental workshops operation stage users protection awareness programme

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