Bangladesh Case Study

Public Disclosure Authorized
E691
GOVERNMENT OF BANGLADESH Volume 7
MINISTRY OF LOCAL GOVERNMENT, RURAL DEVELOPMENT & CO-OPERATIVES
LOCAL GOVERNMENT ENGINEERING DEPARTMENT

Rural Transport Improvement Project
Case Study for Sample Sub-projects

(Volume-I: Main Report)
March 2003
GWEP GPY
WSW4- _ -;suwq
Rltral Transport Improvement Pt oject Case Study Findings of Sample Sub-projects
TABLE OF CONTENTS
CHAPTERl: INTRODUCTION .................. 5

11 Introduction ............ ............................. ........... ..... 5
12 Project Background . .. . . .5
1 3 Project Objectives and Scope ........................ .. ........ 5
1 4 Context and Purpose of the Environmental Analysis ..................................... 5
1.5 Project Description. ............ ....................................................... 6
15 1 Context of the project (Geographic, economic, social, and temporal) ............ 6
152 Description of the Components of the Project 7
1 6 Approach and Methodology of the Case Study . ....
.. .. ..... ... 7
CHAPTER 2:CASE STUDY FINDINGS . ... 11
21 Introduction ... .... 11
2.2 lSt Year Feeder Roads. . ................ 11
..............................................................................
2.2.1 Sources of Impacts ................. .. .................. .. . ..........
11
2.2 2 Identification of the Key Environmental Issues of the Roads . . 11
2.2.3 Road Widening and/or Height Raising. . ....... . ........... ... . 12
2.2 3 1 Roadside Agricultural Land-loss 12
2 2 32 Impact on roadside ponds ....... 12
2 2 3 3 Impact on natural wetlands/fish habitats . . 13
2 2.3.4 Impact on fisheries of roadside ponds . ...... . 13
2.2 3 5 Impact on forest . ..... 14
2 2 3 6 Impact on vegetation .................. ................ . ......... ....... 14
2 2 3 7 Impact on slope stability of the embankment . ... ... 14
2.2 3 8 Impact on natural drainage . .......... ...... 15
2 2 3.9 Impact on irrigation canals ............... . . ....... 15
2 2 3 10 Impact on navigation and boat communication . . 16
22 4 Earthwork ......... ... 17
2.2 4 1 Loss of topsoil of agricultural lands ...... 17
2.2 4 2 Erosion and siltation . ................. 17
2 2 4 3 Water pollution . 18
2 2 4 4 Dust nuisance ...... 18
225 Bricks and Aggregates . ....... 19
2 2 5 1 Impact on agricultural lands 19
2 2.5.2 Loss of topsoil ....................... ..... .. ............. . 20
2 2 5 3 Impact on firewood .... . ... 20
2 2 5 4 Impact on human health 21
22 6 Rehabilitation of Road Structures.. .. ........... . ...... .21
2 2.7 Impacts of Environment on Roads ......... . ........................ .. ................ .............. 21
2 2 7 1 Flood control and drainage . . ..... . ........... ........ ..... 21
2 2 7.2 Regional hydrology and flooding ................. ............. .. 22
2 2 7 3 Erosion and siltation ... . ..... .............. . . 22
2 2 7 4 Pavement drains .. .... 23
2 2.8 Induced Impacts from Road Improvement ... 23
2 2 8 1 Road transportation .................. .............. . . .............. 24
2 2.8.2 Commercial and service facilities ................. ... .......... 24
2.2.8.3 Impact on landuse ........ .. ........................ ...... ... 24
2 2 8 4 Impact on land ownership . ....... ....... . . 25
2 2 8 5 Impact on landscape ..................... ... ....... 25
Pr-
Rural Trais.port I nmprovemenit Project Case Study Findings of Sample Sub-piojects
2.3 Rural road type- (RR1)

1 Improvement ....................................................... 26
2.3.1 Sources of Negative Impacts ...................................................... 26
23 2 Identification of the Key Environmental Issues of the Rural Roads and.... .... 26
Recommendations for Their Mitigation .................. ......................... ....... ......26 2...
6.................
2.4 Periodic Maintenance of Feeder Roads ......................... . ..................................... 27
2.4 1 Context of the Impacts ................... ....... ....27.....................................
27
24 2 Correction of Shoulders and Slopes ...... ...... .. . .. 27
24.2.1 Impact on agricultural lands .... ... . .. .I.............. .... 227
2 4 2 2 Impact on roadside ponds .. .. ............. . . 27
2 4 2 3 Impact on the Sloe stability ....... . ..... ............... 28
2 4 2 4 Storm water drains ... ...... .... 28
2 4 2 5 Impact on landscape ............ . ... .. ......... ... . 28
24 3 Earthwork ... ....... 28
2.4 31 Loss of topsoil. .. .......... 28
2 4 3 2 Erosion and siltation .......................... ........ 28
24 3 3 Water pollution... ........................... ........... ....... 28
2.4 3 4 Dust nuisance . ...... . ..... 28
2 44 Bricks and Aggregates ........................... . . .. ........ ......... . .28
2 4 4 1 Impact on agricultural lands ...... . .............. .......... 28
2 4 4 2 Impact on topsoil . ................................... ... ... .9......... 29 2.............
2 4 4 3 Firewood ............... ............................. 29
2 4 4 4 Hum an health ............ ............. . ..... 29
2.4.5 Impacts of Environment on Road .......... .... ........................... ................. 29
2 4 5 1 Regional hydrology and flooding ......... 29
2 4 5 2 Erosion and siltation .................... .. ........................ . ..... 29
2.4.6 Induced Impacts from Road Maintenance ...................... I..... ................... ....29
2 4 6 1 Road transpoilation ..... . ........ . .......... 29
2.4 6 2 Commercial and service facilities ........ .. .... .... 29
24 6 3 Land ownership ........... .. .. ... ..... 30
2.b4 64 Landuse .... . . ...... .... 30
2 4.6.5 Landscape ........ 30
........
2.4 7 Key Issues .... ....................... .. .................. ............. .... ........ 3.............
30
2 5 Construction of Major Bridges .................. . ..
........................................... 3..............
30
25 1 Baseline Condition, and the Key Issues and Mitigation Measures Associated 30
25 2 key Issues Associated with Sample Major Bridges . 30
253 Riverbank stability at the proposed bridge locations . .. 31
254 Stability of bridge approach road ................ ......... . 31
255 River navigation and boat communication ........ ......... I.. 32
2 5.6 Agricultural lands ................................ .. .. ..... 32
2 6 Construction of Small Structures on Rural Roads ........................... ................. . 32
261 Baseline Condition, and the Key Issues and Mitigation Measures Associated 32
26 2 Summary of key issues of small structures on selected Rural Roads 33
2 6 2.1 Navigation and boat communication ........ ...............................
......... 33
2 6 2.2 Stability of the approach roads of the sample structures 34
2 6 2 3 Agricultural lands ......... ....................................... .. ............. ......... .34
34.................
2.7 Growth Center Market (GCM) Improvement ............. ........ .. ....... 34
2.7.1 Brief Overview of General Environment of GCMs ................................ ...... 34
2 7.2 Some important and relevant issues relating to the developmenVimprovement of the sample GCM
35
2 7 2.1 Khas land availability.. ........... ... . . ............. 35
2 7 2.2 Connectivity of the GCMs ....... . . . .... 35
2 7.3 Existing Environmental Condition of the Sample GCMs .. ........... . 36
Rural Transport Inmprovement Project Case Study Findings ot Sample Sub-piojects
2.7.3.1 Water supply for drinking and sanitation use . 36

2 7.3 2 Sanitary latrines ..... ...................................................... ...... ................. .. 37
2 7 3 3 Solid waste management ....... .. . .............. . .. 38
.........
2 7 3 4 Slaughter waste management ... ......... ............. ..... 39
2 7 3 5 Storm water drainage ....... .......... . ... ... .. ...... .............. 40
2 7 3 6 Drainage of tubewell water/sullage drains ......................................................... ... 41
2 7 3 7 Erosion of the sample GCMs . . . .. ...................... .42
2 7 3 8 Water pollution. ........ .. I.. . ............... .... .43
274 Technological Options of the Environmental Elements of GCMs.. .. .. ....... . 44
2 7.5 Proposed barrel composting for solid waste management in GCMs of RTIP ....... 46
2 7.6 Guidelines for Estimate of Environmental Services and Their Location Suitability ...... ..46
2.7.7 Operation and Maintenance Aspects of GCMs .................. .... ............ .
....... 47
2 8 Construction of GhaUJetty at Riverbank ..... ..............
...................... ..... 50
281 Baseline Condition and the Key Issues Associated with Ghat Improvement 51
2 82 Aspects of the Ghat Improvement ...... ........ ............. .. 5...........................
52
2 82 1 Riverbank stability . ........................ . ..... 52
2 8.2.2 Navigability of the river ............ . .. . .................. 52
2823 Traffic volume. ........ . 53
2 8 2 4 Khas land l......i..
availability .. ....... . ...... . .................................. 53
2 8 2 5 Environmental service facilities ........ ...... ... .......... .. 53
2.8.2.6 Road connectivity ........................ ...... .............. ... ............. .... . 53
CHAPTER 3: ENVIRONMENTAL SCREENING AND CATEGORIZATION OF SAMPLE
SUB-PROJECTS .62
31 Introduction ............................................ . ....
........ 62
32 Screening Procedure and Categorization of Sub-projects ......... ............... .......... ....62
33 Sample Sub-projects Categorization .................. ......... ........... ...I.... ....63
6................
CHAPTER 4: CONCLUSION AND RECOMMENDATION .68
4 1 In tro du c tio n . .......... . ....... ......................... .............. . ............ . .. 68
4 2 Conclusions and Recommendations ........ ............. ....... ............. . ...... 68
8...
4 2.1 1st Year Feeder Roads ................... ............... .8............... . ........ 6
68
4 22 Rural Road Type-1 Improvement ...... ...................... ............ ......... .. ....... ..... 6..
69
423 Periodic Maintenance of Feeder Roads . . 70 .....
4 24 Construction of Major Bridges ...... .... .. ......... . .......... 71

4 25 Construction of Small Structures on Rural Roads. ............. . ...... .... ........ 72
4.2.6 Growth Center Improvement.. .. . 73
4 27 Construction of Ghats . ... . . 74
List of Tables
Table 11 Sample size of sub-projects under different categories of the RTIP 5
Table 1 2 Description of the project components, proposed interventions and perceived benefits under each of the components 9
Table 2 1 Summary of the key findings of the sample major bridges 30
Table 2 2 Summary of the key issues of sample small structures on selected Rural Roads 33
Table 23 Summary of the water supply situation of the sample markets 36
Table 2 4 Summary of the sanitary latrine situation of the sample markets 37
Table 2 5 Summary of the solid waste generation amount and management system of the sample markets 38
Table 2 6 Slaughter waste quantity and existing practice of their management 39
Table 2 7 Slaughter waste quantity and existing practice of their management 41
Table 2 8 Existing drainage condition of the tubewell water of sample GCMs 42
Table 2 9 Existing potential risk of the sample GCMs associated with erosion of river/canal bank 42
Table 2 10 Existing water pollution of the sample GCMs associated with improper management of solid wastes and slaughter wastes 43
Table 211 Technological options of environmental elements of the GCMs 44
3
Rura Il'ransport Improveimient Project Case Study Findings of Sample Sub-ptojects
Table 2 12 Guidelines for the estimate of environmental utilities requirement and identification of their location suitability 46
Table 2 13 Environmental Issues, their Impacts during Operation and Maintenance (O&M), O&M issues and recommendation for their improvement
50
Table 2 14 Summary of the key findings of the sample GCMs 51
Table Al Environmental settings of the ll year roads 54
Table A2 Executive Summary of environmental impacts from 11 year FRB road improvement of RTIP 60
Table 3 1 Sub-project categorization principles 62
Table 3 2 Summary of the Sample Sub-projects Categorization Findings 63
Table 33 Sub-project categorization scoring sheet for ls' year FRB road of RTIP 64
Table 34 Sub-project Categorization for Sample RR1 Road Improvement Sub-projects 65
Table 3 6 Sub-project categorization of sample major bridges 65
Table 37 Sub-project categorization of sample structures on rural roads 66
Table 38 Sub-project categorization of sample GCMs 67
Table 39 Sub-prolect categorization of sample ghats 67
List of Figures
Fig 11 Prolect Area Map 8
Fig 2 Road improvement interms of widening and /or height raising causing agricultural land-loss identified as key issue 12
Fig 22 Roads requiring pond filling for their improvement 12
Fig 23 Roads identifying wetlands as key issue from their improvement 13
Fig 24 Roads identifying fish-reduction from pond-loss as key issue 13
Fig 25 Roads identifying vegetation clearance from their improvement as key issue 14
Fig 26 Roads identifying slope destabilization at the water body locations as key issue from their improvement 14
Fig 27 Roads identifying obstruction to natural drainage as key issue from their improvement 15
Fig 28 roads identifying affecting irrigation canals as key issue 15
Fig 2 9 Roads identifying navigation and boat communication as key issue 16
Fig 210 Roads identifying impact on landscape as key issue from their improvement 16
Fig 211 Roads having topsoil loss of agricultural lands as key issue from their improvement 17
Fig 112 Roads having erosion and siltation as the key issue from earthwork 18
Fig 213 Roads having water pollution from earthwork as key issue 18
Fig 2 14 Roads having dust nuisance as key issue from earth work 18
Fig 215 Roads having agricultural land-loss from construction of new brickfields identified as key issue 19
Fig 216 Roads having key issue as loss of topsoil from bricks to be used intheir construction 20
Fig 217 Roads having key issue as impact on firewood for brick-burning 20
Fig 218 Roads having key issue from impact on health from brick use intheir construction 21
Fig 219 Roads falling under flood control and drainage prolects by BWDB 22
Fig 2 20 Roads having key issue from impact of regional hydrology and flooding on them 22
Fig 2 21Roads subjected to damage from erosion associated with annual flooding 22
Fig 2 22 Roads requiring side drain and cross-fall on batter slopes as key issue 23
Flg2 23 Roads having improved road accessibility to the commercial and service facilities as key for development 23
Fig 2 24 Roads having key role for poverty reduction by providing improved accessibility to the commercial and service facilities 24
Fig 225 Roads having change inroadside landuse as key issue 24
Fig 2 26 Roads having impact on land-ownership as key issue 25
Fig 2 27 Roads having impact on landscape as one of key induced issue 25
Fig 2 28 GCMs having available khas land for market improvement/development 34
Fig 229 Distribution of GCMs in accordance with their connectivity for transportation of goods 35
Fig 230 Distribution of GCMs in accordance with their number of TWs 36
Fig 231 Distribution of latrines inaccordance with their functional latrine facilities 37
Fig 2 32 Distribution of sample GCMs in accordance with waste generation quantity on hat day 38
Fig 2 33 Distribution of GCMs in accordance with the slaughter waste generation quantity interms of slaughtered cows and goats 39
Fig 2 34 Distribution of GCMs in accordance with their drainage congestion and waterlogging problem 40
Fig 2 35 Distribution of sample GCMs inaccordance with their potential risk associated with riverbank erosion 42
Fig 2 36 Distribution of GCMs in accordance with surface water pollution intheir adjacent ponds/canals/rivers 43
Fig 2 37 Upazila Organogram in respect of market operation and management 47
Fig 2 38 Distribution of sample ghats in accordance with their riverbank stability 50
Fig 2 39 Distribution of sample ghats in respect of waterway traffic volume 50
4
IL-- G-- NE Case Study Findings of Sample Sub-projects
CHAPTERI: INTRODUCTION
1.1 INTRODUCTION
This chapter deals with back-ground of the project, its overall development context and scope, with a focus on
case study for a total of 72 sample sub-projects under different components such as Feeder Road
Improvement, Rural Road Type-1 Improvement, Periodic Maintenance of Feeder Roads, Construction of Major
Bridge, Construction of Small Structures on Rural Roads, Growth Centre Improvement, Construction of Ghats
proposed under the Rural Transport Improvement Project (RTIP). Table 1 1 presents the sample size under
these components In addition, the methodology for environmental analyses for these sub-projects has been
discussed
Table 1.1 Sample size of sub-projects under different categories of the RTIP
Feeder Road Rural Road Periodic Construction Construction Growth Construction
Improvement Type-1 Maintenance of Major of Small Centre of Ghats
(36 15 year Improvement of Feeder Bridges Structures Improvement
Feeder Roads on Rural
Roads) Roads
36 4 4 4 5 13 6
1.2 PROJECT BACKGROUND
The proposed Rural Improvement Transport project (RTIP) is a follow-up project of two earlier IDA-financed
Rural Roads and Markets Improvement and Maintenance Projects RMIMP-1 and RRMIMP-2 that were
successfully completed in June 1997 and June 2002 respectively
Building on the experience and lessons learnt during successful implementation of the these projects and to
further consolidate the benefits achieved from other rural development projects, the LGED, with technical
assistance of the IDA, has initiated project preparation for the proposed RTIP to be implemented in 21 districts
of Bangladesh over a period of 5 years
1.3 PROJECT OBJECTIVES AND SCOPE

In supporting GoB objectives of the growth of the rural economy and poverty reduction, the development
objectives of the project are: (i) to remove physical bottlenecks, improve quality and enhance sustainability of
rural transport and market services, and (ii) to improve local institutional capacity for effective rural infrastructure
investment and efficient rural infrastructure management, including maintenance.
To meet the above development objectives, the project will produce the following main outputs (i) Improvement
of about 1100 km of priority feeder roads (FR) (ii) Improvement of about 800 km of rural roads (RR1s) (iii)
Construction of about 1600 m of major bridges on FRs (iv) Construction of about 15,000m of drainage
structures on Rural Roads (RRs) (v) Periodic maintenance of approximately 1,500 km priority feeder roads (vi)
Improvement of about 150 growth center markets and (vii) Constructions of 45 river ghats (jetties) In addition,
the project incorporates a component of Increased role of local governments and communities in management
and financing of local transport and trade infrastructure
The project will build on experience and lessons learned from the recently completed RRMIMP-2, and will
complement and reinforce its achievements
r/q0l113 Case Study Findings of Sample Sub-projects
1.4 CONTEXT AND PURPOSE OF THE ENVIRONMENTAL ANALYSIS
In consultation with the World Bank and the LGED for environmental management of the project it was decided
to prepare Environmental Assessment (EA) Framework and the particular needs for each component of the
framework for the proposed project so as to meet the requirements of the Bank's applicable safeguard policies
that could be triggered by the project.
Based on Bank's internal environmental and social screening and categorization of the project, it recommended
an Environmental Analysis resulting in an Environmental Management Framework, and Environmental
Management Plans and / or Codes of Practice as the acceptable EA instrument for the project
The stated objectives of the Environmental Analysis are
a) To collect information on existing environmental conditions,
b) To undertake a preliminary evaluation of sub-projects in order to define the focus for the environmental
screening, design and management, and monitoring during implementation, and
c) To carry out an environmental screening of the sub-projects (under each category) to determine the
magnitude of actual and potential impact and to ensure that environmental considerations are given
adequate weight in selection and design of proposed sub-projects
While the first two objectives have been achieved through background studies, the last objective has been met
through undertaking a credible number of sample case studies as shown in Table 1.1 for each project
component. Operationally it means that while relevant national, regional and project area level environmental
issues / concerns / impacts, mitigation / enhancements measures and alternatives are addressed through
Background Studies (see Environmental Analyses Part-1 of EMF), the parameters / dimensions at the sub-
project level are studied through Sample Case Studies.
Based on the findings of the background studies and sample case studies, a comprehensive framework for
environmental management for the whole project during its entire life span including preparation, engineering
design, implementation and operation and maintenance stages has been formulated The environmental
analysis and the Environmental Management Framework conform with the applicable Operational Policies (OP)
and Bank procedures (BP) of the World Bank, the Bank requirements for disclosure, as well as (i)
Environmental Assessment Sourcebook, 1991, and (ii) Roads and Environment A Handbook, 1994
The environmental analysis also conforms with the requirements of the pertinent national, regional or local laws
and / or regulations and standards governing environmental quality, health and safety, protection of sensitive
areas, protection of endangered species (if any), land use control, etc, and including the National Environment
Management Action Plan (NEMAP) for Bangladesh
1.2 1.5 Project Description
1.5.1 Context of the project (Geographic, economic, social, and temporal)

The RTIP, as the name implies, is essentially a rural infrastructure improvement project and is directly
concerned with LGED's core mandate for the provision of improved rural infrastructures in order to support
economic and social development and poverty alleviation in rural areas, within the framework of the
Government Strategy for Rural Infrastructure Development Projects The project will create employment for the
rural poor on infrastructure works, and will contribute to institutional development within LGED and at local
government level
The 21 districts covered by the project are Dhaka, Gazipur, Narayangonj, Narshingdi, Munshigonj, Manikgonj,
Rajshahi, Natore, Naogaon, Nawabgonj, Pabna, Siragonj, Bogra, Joypurhat, Sylhet, Moulavibazar, Sunamgonj,
Hobigonj, Comilla, Brahmanbaria (B Baria) and Chandpur as shown in Fig.1.1 The total project area is
approximately 44,8760 square kilometres and has a population of over 45 million people The physical
environment provides a favorable human habitat with alluvial flood plains having the densest populations The
ICase
___ Study Findings of Sample Sub-projects
relationship between human settlements and the hydrology of the area is an important element underlying this
environmental analysis
The project area is generally bounded by the Jamuna, Brahmaputra and Meghna Rivers, and the Padma River
(Ganges). Most of the project area is low lying, with underlying Pleistocene terraces providing some elevation,
generally following a north-south alignment in the Comilla district and sections of the north and northwest
project area In addition, Sylhet, Comilla (Part) and Sunamganj districts constitute the hilly project districts
Climatic conditions in the project area include a monsoon period between June and October. The monsoon,
combined with snow melt from the Himalayas frequently results in extensive flooding of the project area
between June and October. Rainfall varies between 3,000 mm in the eastern parts of the project area to 1,700
mm in the west. Average annual rainfall is 2,240 mm which is slightly lower than the national average of
2,300mm. Temperatures vary between 260 -330 C in summer and 170 -280 C in winter
1.5.2 Description of the Components of the Project
Table 1 2 presents the description of the project's components, respective interventions and the perceived
benefits from the project
1.3 1.6 APPROACH AND METHODOLOGY OF THE CASE STUDY
The background information for the case study of the sample sub-projects under each component of the project
were collected and analyzed The environmental team of PPC investigated typical sub-projects and major
number of 1st year Feeder Roads and collected information on them Based on the collected information and
background studies, the team prepared descriptive environmental checklists (Annexure-1 through 5) for dealing
with each type of sub-projects, which were used to collect detailed information/data from the field investigations
on sample sub-projects
Under each project district of the sample sub-projects a LGED team was formed of an Assistant/Thana
Engineer, District Sociologist, Community Organizers and a Sub-assistant Engineer The teams were given 3-
day orientation training on the procedure of environmental and social data collection and analyses for samples
as well as on the introduction of the project and its various components, its overall objectives/scopes A typical
team comprises of. The team, with the use of the descriptive checklists collected relevant information and
documented them in the same checklists These collected data along with background information/data were
analyzed for preparation of individual environmental analyses reports (volume 11 Individual Environmental
Analyses Reports of the Sample Sub-projects)
-7
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IL- G e= lcw Case Study Findings of Sample Sub-projects
Table 1 2 Description of the project components, proposed Interventions and perceived benefits under each of the components
Item Improvement of feeder Improvement nural roads type 1(RR1) Penodic maintenance of ConstrucOon of small structures Improvement of Growth Center Constructon of river jetties
roads (FRA / FRB) and and bndges feeder roads on rural roads (SRRs) Markets ghats
bndges
Compone 1100 km of feeder roads About 800km RR1 roads will be The project incorporates 15000 structures of upto 20m About 150 selected growth center About 45 letties / ghats wxill
nt (129 FRB roads totaling improved based upon the participatory penodic maintenance span will be constructed, gap markets will be improved in the be constructed in the project
Descnpti 853km and 29 FRA roads planning involving local bodies and component of about 1500- upto 3m will be covered with project distncts distncts
on totaling 267km) over 5 cost-shanng approach Similar to the km of feeder roads and pipe culvert and above 3m by
years of which 300km FRB FRB Roads, bndges up to 30m span targeted rural roads within box culvert 15 year program
in 1" year 1 year roads do will be constructed No road will be the project area The LGED includes 4000 SRRs to be
not include bndges of span improved under 1 year program with assistance from the implemented based upon
30m or above A total of 38 DSMC will select and participatory planning and
bndges of span 30m or pnontize the sub-projects for community cost shanng
above will be implemented design and implementation approach structures
as large bndges based on an annual penodic
maintenance program
Proposed . Widening of the . No widening will be done but . Pavement Re- * New Construction / Re-location of existing shops and . Construction of ghats
interventi existing road height raising as appropnate will surfacing Replacement / Widening / other structures located on the including rams, waiting
ons embankment to be done Rehabilitation of small khas land proposed for the sheds
standard top width of . Construction of new pavement, . Pavement Shape structures up to 20 m development of the market
FRB/FRA 7 30m and new base layer, 25mm Correction span Construction of intemal roads, * Improvement
raising the bituminous coating, single . Limited Structural * Participatory planning and market pavements, parking maintenance of
embankment above surface dressing as appropnate Pavement Repairs community cost shanng spaces, slaughter sheds, sales approach roads
HFL (highest flood * Construction/rehabilitation of sheds, open sales platforms,
level) at a slope of structures . Major Shoulder paved sales platforms, cattle sales * Construction of facilities
11 5 to 1 2 as . Widening/improvement of Repairs yard, women's markeOng comer, for water supply and
appropnate approach roads towards Cl I tf ad small workshops and artisans sanitation, solid waste
Construction of new roads towards Clnew
earing
structures*
ofme ar stalls, tree plantation, facilities for management,
structures outlet channels to water supply and sanitation electncity, multi-
pavement, new base . Participatory planning arid major drainage including tube wells, toilets along purpose shelters
layer, 25mm community cost shanng structures such as with tic tanksa soak pits.
bituminous coating, Land acquision bdges and large septc tanks and soak pits,
single surface ' adaqiiinculverts soT ae ris ulg ris
dressing as solid waste collection vats
appropnate . Replacement of
. Construction/rehabilita damaged of
tion of structures detenorated road
. Widening/improvemen fumiture
t of approach roads
towards structures
a-^0 G-,- mziCase Study Findings of Sample Sub-projects
Rural 1Transport Improvement Project
Item Improvement of feeder Improvement rural roads type 1 (RR1) Penodic maintenance of Construction of small structures Improvement of Growth Center Constructon of nver jetties /
roads (FRA / FRB) and and bndges feeder roads on rural roads (SRRs) Markets ghats
bndges
Perceive Through improvement of Through improvement of the existing With the implementation of With the construction of the Improvement of the growth centers Construction of lettes/ghats
d benefits the existing poor poor conditioned feeder roads, all the penodic maintenance of small structures on rural roads, through better trading facilities, would provide the landing,
conditioned feeder roads, selected roads would be made fully all the selected feeder roads, the existing gaps of the roads reducing/removing crops and loading and unloading
all selected roads would be weather operational and accessible to these roads would be made will be eliminated, which will spoilage/deterioration (if any), facilities of the boats,
made fully all weather the fast-moving motonzed vehicles fully all weather operational give both motonzed and non- removing the environmental cargoes that will increase the
operational and accessible which will promote the commercial and better accessible to the motonzed vehicles an problems and providing the flow of goods into the nearby
to the fast-moving activittes in the rural areas by fast moving motonzed opportunity of uninterrupted environmental services, will help markets Moreover
motonzed vehicles which increased and better transportation of vehicles, which in turm help communication between increase the trading actvities, construction of the water
will promote the commercial goods and will bnng about the positive increase in the commercial markets, villages and different minimize the health nsk due to supply and sanitary latnnes
acbvities in the rural areas changes in the socio-economic and service activities in the roadside communities that will existing poor environmental will provide some basic
by increased and better conditions of the rural poor respective areas and thus help increase in commercial conditions and thus would needs of the ghat users and
transportation of goods help reduce the poverty of and service facilities of the contnbute to the reducton of the reduce the health nsk
throughout the country and the rural poor areas Moreover it would poverty of the rural poor associated with open
will bnng about the positwe improve environment by defecation and
changes in the socio- reducing/removing drainage mismanagement of wastes
economic conditons of the congeston and water logging Moreover it would
rural poor and would promote imgation reduce/remove crops
spoilage/detenoration (if any)
r_ G13, =DCase Study Findings of Sample Sub-projects
CHAPTER 2:CASE STUDY FINDINGS

2.1 INTRODUCTION
This chapter summarizes the case study findings of the sample sub-projects under different components of the
project. Various key impacts issues of the sample sub-projects under each component of the project have been
discussed along with their sources of the impacts
2.2 1ST YEAR FEEDER ROADS

Individual environmental analysis reports for the lst year FRB roads along with other sample sub-projects have
been presented in a separate volume A summary of the environmental settings of these roads has been shown
in a table attached at the end of this chapter
2.2.1 Sources of Impacts

Bangladesh is a young delta formed with huge amount of sediment deposits from floodwater from upstream
The area mainly comprises of floodplain low-lying fertile land. Road construction on this land requires raised
earthen embankment to ensure all weather access road to vehicular traffics Consequently construction of new
road or improvement of the existing roads causes impacts on landuse, the complex hydrological pattern and
associated environmental resources therein
The roads under Rural Transport Improvement Project would be improved to the standard FRB road, typical
cross section of which has been given in the earlier chapter Typical interventions for improvement mainly
include road widening/height raising which will require extensive earth work; formation of base and sub-base,
top/finish course for the roads which will require brick and stone aggregates; construction/rehabilitation of cross-
drainage structures (bridges, culverts) along with provision for boat passage, (if required) which will change the
overall natural drainage pattern of flood/rainwater As such the road improvement will cause impacts on the
environmental resources/attributes relating to these typical interventions
Once the roads are improved, the environmental setting of the area might get changed and consequently the
changed natural environment will cause impacts on the roads Moreover, the roads themselves will induce
some development in their areas, especially the roadside areas, and these induced developments will have the
impacts on the roads
Thus broadly there are six sources of environmental impacts from road improvement of RTIP as below
* Road widening and/or height raising

* Earth work
* Bricks and aggregates
* Rehabilitation/Construction of structures
* Impacts of environment on roads
* Induced impacts from road improvement
The following sections will describe environmental attributes/resources under each of the above sources and
the impacts on these resources from 36 FRB Road improvement under 1s year program of RTIP
2.2.2 Identification of the Key Environmental Issues of the Roads

Environmental key issue by definition is an issue that has the importance from national perspective as well as
that determines the road durability and has implications on natural resource base inter-linking with several other
environmental issues Identification of the key issues for the proposed road improvement is based on the
following criteria
* Potential to have major impacts

* Any moderate impact which has long term effect
* Any moderate impact which has short term effect but only partially mitigable
Case Study Findings of Sample Stb-projects
* Any minor impact which has cumulative effect and is only partially mitigable
A summary of the key environmental issues associated with the improvement of these roads has been
presented in a table attached at the end of this chapter
2.2.3 Road Widening and/or Height Raising

The following sections describe the key environmental issues from the widening/or height raising of the road
embankment, identified on the basis of the above criteria These are the direct impacts originating from the road
corridor.
2.2.3.1 Roadside Agricultural Land-loss
Improvement of the FRB Roads in terms of its widening and/or height raising (at 1 2 batter slope) will cause
roadside agricultural land-loss since most roads have roadside agricultural lands. It has been identified that out
of 36 roads 34 roads have such key issue as shown in Fig.2.1.
Such agricultural land loss is permanent and irrecoverable and an area of major national concern since demand
for agricultural lands will increase more in the coming years to feed ever-increased population of the country
and since the agricultural lands are likely to convert into other use for supporting this ever-growing population
While it is impossible to avoid the agricultural lands, the mitigation measure is to provide steep slopes for the
embankment by providing improved slope stabilization means to minimize the land-loss
Fig 2.1. Road improvement interms of widening and /or

height raising causing agrcultural landloss identified as
key issue
8%
MRoads having agricultural *
- landloss as key isue O
92%
2 2 3.2 Impact on roadside ponds
While the roads were constructed, soils for the earthen embankment were collected from roadside areas
leaving these borrow areas as ponds, and as such majority of the roads have a large number of roadside
ponds In rural areas these ponds have potential and multi-purpose use including bathing, washing and
pisciculture. Road improvement will require roadside pond-filling impacting their potential uses A reduction in
the pond area from embankment widening and/height raising will not only affect the potential household use of
the pond, but also will reduce the fish-yield affecting the cheap living means of many poor and their fish-diets
Fig.2.2. Roads requiring pond-filing for their improvement
__ f O~~~~~~~~~~Roads reqwsrngpoiid-i,ii,0 ior

49% Xmrovemeni her l
12
'e-W G ____ KM Case Study Findings of Sample Sub-projects
M01 __ Z1..1......_:7.._ -:;__.::: ........ _
This is particularly important in view of the ongoing trend of open water fish-reduction in Bangladesh Out of the
36 roads 19 would have roadside pond-filling as key environmental issue, as presented by Fig.2.2.
It is estimated that by average each of these roads will have impacted on. . m length of the roadside pond
length The impact can be avoided/minimized through widening of the embankment towards opposite side of
the pond and, where such measure is impractical because of horizontal geometric consideration of the road, by
providing earth retaining structure (slope cut-off) at the pond side. This measure will not only save the pond but
will also ensure the durability of road-embankment at the pond location (since at the pond location slope
stabilization of embankment becomes difficult in most cases)
2.2.3.3 Impact on natural wetlands/fish habitats

Majorities of the roads lie on the low-lying floodplain areas, which were once very famous for fish habitats and
aquatic flora and fauna In the course of time these wetlands have disappeared due to rapid change in landuse,
mainly for agricultural use by construction of embankment along the major rivers It is believed that unplanned
rural roads in Bangladesh added to contribute to the acceleration of the landuse change and disappearance of
natural wetlands, which damaged open water fish habitats and aquatic flora and fauna.
Out of 36 roads only 6 roads have the roadside potential natural wetlands and improvement of these roads will
affect the wetlands, though to a very minor extent. Because of the extreme importance of the wetlands in
Bangladesh and their supporting capability of diversified flora and fauna, these wetlands have been identified
as key issues for these six roads The mitigation measures, as suggested for avoiding pond-loss, are equally
applicable in this case.
Fig 2.3: Roads identfying wetlands as key issue from their

improvement
16% ORoads idenifing

keyissue vMedands
from iheir as
F 31I
mprovement
8S4%
2.2.3.4 Impact on fisheries of roadside ponds

Although about 51% of the roads have identified pond filling as the key issues, only 7 roads have identified fish-
Fig 2.4 Roads identifying fish reduction from pond|

loss as key issue
3Roads iedentifying fish

16% reduction ffom pond.
loss as key issues
84%
13
c@ G Case Study Findings of SampIC Sub-projects
reduction from such pond filling as key issue The reason is that cultured fisheries can be substituted by
intensive pisciculture in the remaining ponds or by digging more ponds for pisciculture (specially the borrow
areas)
2.2.3.5 Impact on forest
No road under 1 st year program lies on the forest area However some other roads of RTIP to be undertaken
in
the coming years may lie on the forest area, which may need careful treatment while improving them, by doing
limited widening and/or dropping them for avoiding further forest loss (caused by induced development from
road improvement)
2.2.3.6 Impact on vegetation
Vegetation of roads includes grass, bushes and trees on shoulders and batter slopes of the road embankment
Over 95% of the total length of all the roads go through the rural areas and most of the roads have extensive
vegetation coverage However, it is not necessary that all of the roads throughout their full lengths will require
widening. This means that all roads will not require clearing of vegetation It is analyzed that 16 roads would
have the vegetation clearance as key issue as shown in Fig 2.5
Fig.2.5: Roads identifying vegetation clearence

from their improvement as key issue
Droads identifying
vegetation clearencee from
their improvement as key
57%
Vegetation clearance results in increased soil erosion and slope destabilization of the embankment in addition
to their loosing support for ecology One side widening of the embankment rather than both side widening
would require minimal vegetation disturbance Some important roadside bushes/large old trees can be
preserved by doing limited widening/disturbance to minimize the impact on roadside ecology In addition,
planting diversified trees and bushes/grasses on batter slopes is one of the suggested measures to recover
the
losses
2.2.3.7 Impact on slope stability of the embankment
Slope destability of the road embankments will occur at the pond/canal/ditch locations from their high height
and continuos exposure to water often coupled with wave action during monsoon Slope destability
is an
important area of concern since it affects the road durability A 28 number of roads out of 36 roads would
have
Fig,2.6.Roads identifying slope destabilization at

the w aterbody locations as key issue from their
improvem ent
24 |
L
IRoads identifying slope
destabilization at the waterbody
locations from their improvement
14
O_E GW
C-- DCase Study Findings of Sample Sub-projects
slope destabilization at the pond/canal/ditch locations from their improvement as'shown in Fig.2.6.
Widening of the road towards the opposite side of the waterbodies is a preventive and preferred measure
and
in the case where such is impossible to achieve either from road geometric consideration and/or
from both
sides of the embankment containing waterbodies, slope stabilization by implementation of slope cut-off
wall
and/or special type of erosion protective tall grasses (Binna) along the waterbody location is a
suggestive
measure
2.2.3.8 Impact on natural drainage
Obstruction to natural drainage of floodwater/rainwater would occur from road widening and/or height
raising
that might require, at some locations, partial/full filling of natural drainage channels Out of total
36 roads, 8
roads would cause this type of effect as key issue, as shown in Fig.2.7 Measures suggested
for slope
stabilization of embankment at the waterbody locations would work also as preventive/mitigation measure
in
this case
Fig.2.7: Roads identfying obstruction to natural drainage

as key issue from their improvement
2]roads iden*iying obstrucfon

22% tonatural drainage as key
issue from their
R : improvement
* ;-<
78%
2.2.3.9 Impact on irrigation canals
Only 2 roads out of 36 roads would have the impact on irrigation canal identified as key issue Such
impact will
occur from partial filling of roadside canal that is used for irrigation purpose Preventive/mitigation
measure
suggested for reduction in loss of waterbodies would also work as the solution to this problem
Fig.2.8: roads identifying affecting

irrigation canals as key issue
5% _
,valililiffla U61., Droads identifying afiecting irrigation r'
canals as key issue
95%
15
rio IL- DC__
IE-Z MP Case Study Findings of Sample Sub-projects
Rural Transport lmprovement Project
2.2.3.10 Impact on navigation and boat comniunication
Boat communication is an integral part of the rural culture and sometimes become the only means of
communication/transport during high flood season in rural Bangladesh Obstruction to boat plying by proposed
roads already occurred while they were constructed 9 roads out of 36 roads have navigation and boat
communication as key issue, as shown in Fig 2 9. Providing boat landing facilities at the roads at important
locations as well as required navigation clearance for the large bridges would facilitate the boat communication
and minimize the problem
Fig.2.9:Roads identfying navigation and boat

communication as key issue
D Roads identfying
22% navigation and boat
conrunication as key
kt; ,. , ;,., _ ~~~~Issues
78%
2.2.3.11 Impact on landscape
Change in landscape would occur mainly from the disfigured borrow-pits, clearing of vegetation Taking
roadside features into account, mainly the vegetation of the roads and the borrow-areas, it has been found that
9 roads would have impact on landscape as key issue from their improvement (Fig 2 10) Limited but regular
shaped borrow-pits can be enhancing to improve the landscape rather than being nuisance to it Extensive
roadside vegetation will improve the landscape but it will take 2-3 years depending upon the type of planted
trees and supporting soil characteristics of the area
Fig.2.10:Roads identifying impact on landscape as key issue from

their improvement
0 oadsenidifyngimp on El
24% landscape as keyissue hom iheir
_ 1cr improvement
_ - :
76%
2.2.4 Earthwork
Huge amount of earthwork will be required for road improvement in terms of road widening/or height raising
With the current practice of earth collection by the contractors, earth would likely be collected from the roadside
lands (unless otherwise specified), mainly from agricultural lands, this is due to the fact that it requires almost
no transportation cost of the earth Because of low earth-rate by LGED in the construction cost, contractors
sometimes become bound to collect soil from roadside areas
16
- Case Study Findings of Sample Suib-projects
Eta ..... I_.
Due to earth collection from agricultural lands, associated impacts are the topsoil loss and erosion and siltation
Water pollution in the nearby waterbodies, in terms of increased turbidity, is the secondary impact of it Dust
nuisance also occurs due to handling of earth during construction without any protection measure (watering of
the earth surface)
2.2.4.1 Loss of topsoil of agricultural lands
Topsoil is the invaluable ingredient for agricultural crop yield The present practice for soil collection involves
cutting of agricultural lands with shallow depth, which causes losses of enamours topsoil loss reducing the
quantity of agncultural lands in the area and resulting in the loss of crop production. Fig 2 11 shows a statistics
of the roads that would have topsoil loss as the key issue from their improvement
Fig.2.1 I :Roads having topsoil loss of agricultural lands as

key issue from their improvement
14% C3Roads having topsoii loss ot ED

agricultural lands as key Issue
from their improvement
86%
Such impact can be avoided by collection of earth from barren lands Another option may be to collect earth
from existing borrow areas to convert them into fishponds This will not only minimize the topsoil loss but also
provide additional resources for the rural poor
LGED in its contract document should strictly prohibit the use of agricultural lands for earth collection and
simultaneously should include a transportation cost in the earth rate in the construction cost Farmers should
also be aware of the issue so that they do not provide any agricultural lands for earth collection by the
contractors
2.2.4.2 Erosion and siltation
Erosion occurs from the exposed loose earth-surface (from where soils have been collected) to the
rainwater/flood water during monsoon and mainly due to lack of compaction as well as vegetation coverage
The impact is the siltation in the nearby waterbodies and agricultural lands and water pollution in terms of
increased water turbidity Only 14 roads have the erosion and siltation as the key issue since the areas mainly
lie on the floodplain and receive flooding from river water and rainwater, also their soil characteristics make
them more prone to erosion
This impact can be minimized by proper compaction of the earth surface and doing vegetation on the earth
Fig.1.12:Roads having erosio and siltation as the key issue

from earthwork
_ 38% iORoads having erosio and siltation as

the key issue from earthwork
62%
17
,r_ G D Case Study Findings of Sample Sub-projects
surface soon after earth is disturbed
2.2.4.3 Water pollution
Water pollution occurs from increased water turbidity due to carrying away of eroded soil by water that
ultimately reaches nearby waterbodies Such impact is a potential threat to some fish species It has been
found that 12 roads have water pollution from earthwork as key issue The way of minimizing/avoiding such
pollution is to protect the erosion as well as embank the ponds/waterbodies (where possible) so that eroded soil
can not reach these waterbodies.
Fig.2.13:Roads having water pollution from earthwork as

key issue
32- flroadshavngwalerpollution
!r from Q;
earhwok
s ky ssue
2.2.4.4 Dust nuisance
Dust nuisance occurs due to handling of soils during construction and mainly from lack of watering of earth
surface Such nuisance is also a function of weather condition- in dry season nuisance is more, during rainy
season, because of rain, dust nuisance subsidizes Out of 36 roads 13 roads have dust nuisance as key issue,
because of extensive roadside trees and residential areas that determines the degree of environmental damage
from this issue to the recipients.
Fig.2.14:=Roads having dust nuisance as key issue

from earth work
Droads having dust nuisance as

14%key issue from earth work l
52% 48%
Impact of dust nuisance is on the health of people exposed to dust particles in the air, mainly the poor labors
who have to remain in construction work for a prolong time in a day, and also on the leaves of the roadside
trees getting affected by the disturbance of photosynthesis process. Only frequent and extensive watering of
earth surface during construction can control dust nuisance
2.2.5 Bricks and Aggregates
Due to scarcity of stone aggregates and its high price compared to the brick aggregates, in Bangladesh bricks
are extensively used in most of the construction works including road. In road construction, brick-aggregates
are used in the core of the embankment; while stone aggregates are used in the top surface Improvement of
the roads of RTIP will require huge quantity of bricks for their construction, toe-wall/earth-retaining structures,
brick rip-rap, brick abutments of bridges/culverts This will demand for the increased production of bricks in the
18
,_r __G
Case Study Findings of Sample Sub-projects
brick-fields, and consequently. there will be huge loss of topsoil of agricultural lands since bricks are mainly
made of topsoil of agricultural lands. Also there will be , increased demand for firewood for use in the brick-
fields as firewood is extensively used for burning of bricks in the brick-fields, this will deteriorate the ambient
air
quality of the brick-fields and their surroundings which will affect the health of the workers in the brick-fields
and
the people residing in the surroundings
Health impact from making brick-aggregates is also numerous. In Bangladesh, contractors employ poor women
and their children for making brick-aggregates since they can be low-paid for the work Sometimes these
women bring their small children at the brickyards only for the sake of taking care The impact from dust
particles while making aggregates is severe on this group of people.
2.2.5.1 Impact on agricultural lands

Impact on agricultural lands is mainly from taking of agricultural lands for use as brickfields 19 roads have
been
identified as having potentiality to initiate the brickfield owners to establish new brickfields in
the increased
demand of bricks from RTIP
Fig.2.15:Roads having agricultural landloss from construction

of new brickfields identified as key issue
0 roads having agricultural landloss

from consiructon of new brickfields
49 %` >5 51%
Impacts from such brickfields on agricultural lands are enamours, particularly the topsoil becomes
totally
damaged and lost and the soil does not have any organic content; the micro-bacteria in the soil, responsible
for
the nitrogen fixation and other activities, died It takes several years, depending upon the local environment
(annually flooded flood plain agricultural lands get quick recovery because of regular flooding that flourish
the
soil with the alluvium soil), to recover the damage
It is suggested to optimize the brick-production within the existing brickfields without furthering
for new
brickfields If construction of new brickfields is unavoidable the land for such use must be non-agricultural
barren land taking formal permission from the Department of Environment, and that must be in the
current law
for brickfields of the government The current law does not permit anybody to establish brickfields
using
agricultural lands Another possibility of avoiding the impact is to import rocks from neighboring countries
to
eliminate the demand for increased bricks
2.2.5.2 Loss of topsoil

Loss of topsoil of agricultural lands is from the earth used in the brick making The loss is directly
proportional to
Fig.2.16: Roads having key issue as loss of topsoil from
bricks to be used in their construction
Qoads having key issue as loss of

32% _ topsoil from bncks to be used in
their consiructon
19
Rural Transport limprovement Project
the quantity.of the bricks to be used in the road construction. It has been identified that 25 roads would have
topsoil loss as key issue
The pnmary impact is the reduction of the soil's ability to support the crop-yield due to reduction in organic
content of the soil as well as disturbance of the microbial activity in upper layer of soil As long as bricks are
required for the road construction, minimization/avoidance of the impact is difficult; therefore substitution of the
bricks as construction materials is the only option to avoid this impact. It is suggested to import rocks from
neighboring countries for use as an alternative material to brick.
2.2.5.3 Impact on firewood
Despite the strict prohibition of use of firewood in the brickfields by the law for brickfields, brickfield owners have
been using firewood as the only means for brick burning since long This is because that the coal is not
available everywhere and although a coal mine 'Borapukuria in Dinajpur' has started production of coals in the
country, brick-field owners are not interested in their use because of high cost mainly associated with their
transportation It has been identified that 23 roads would have key issue from the impact on firewood from the
brick use in their construction
The impact on firewood is enamours It accelerates the deforestation process, especially in the Barindra area,
like Rajshahi and Chapai Nawabganj. Due to deforestation, erosion and siltation increases on the regional and
national levels, abnormal fluctuation of temperature and climate change as a long-term effect
Fig.2.17:Roads having key issue as impact on firewood for

brick-bumring
38% _d | g roads having key issue as impact

on firewood for brick-burming
The impact on firewood can be avoided by the strict enforcement of the existing law regarding brickfields and
brick production In this regard, a construction clause to be followed by the contractor can be formulated
elaborating the condition that contractor in any means shall not be permitted to use bricks those burnt by
firewood Rock as an alternative material to bricks can be imported from the neighboring countries that can
minimize the need for bricks and thus reduce the impact on firewood The impact can also be minimized by
extensive tree plantation in the area
2.2.5.4 Impact on human health
Impact on human health occurs from two sources associated with brick use in the construction First, the impact
Fig.2.18: Roads having key issue from impact on

health from brick use in their construction
f Roads having key issue from

impact on health trom brick use in
-- 44 4% their construcbon
59%
20
- e
G Case
rx Study Findings of Sample Sub-projects
on the workers directly engaged in the brickfields from deteriorating ambient air quality due to burning of
firewood and the second, on the labors engaged in making brick-aggregates in brickyards 15 roads have been
identified to have a key issue from impact on health from brick use in the road construction
The impact can be minimized in the same way as suggested earlier Where bricks will have been broken for
making aggregates, the engaged labors must use mask on their mouth and nose in order to prevent fine
particles from entering into
2.2.6 Rehabilitation of Road Structures

Rehabilitation of road structures will result in the impacts mainly of erosion and siltation at the structure
locations and disruption of boat communication (if any) using the opening For st year FRB road there is no
1
large bridge (equal to more than 30m span) and as such there is little opportunities for boat communication
disruption from bridge construction/rehabilitation Only 5 roads have been identified to have a key issue from
erosion and siltation associated with rehabilitation of the road structures and 4 roads from disruption of boat
communication associated with the same.
The scouring/erosion impact is localized but important since structure stability to a large extent depends on the
erosion/scouring characteristics of the site as well as the water opening being provided for the structure. An
underestimate of the water opening will increase in flow velocity, resulting in the local erosion/scouring that may
lead to the ultimate failure of the structure. The impact can be minimized by providing adequate water opening
based upon extreme flooding (design flood) condition and also by construction of RCC abutment instead of the
brick abutment Doing construction work during dry season and keeping provision for boat passages during
flood season can minimize/avoid the impacts associated with erosion/scouring and disruption of boat
communication
2.2.7 Impacts of Environment on Roads

Bangladesh, primarily being a deltaic country, has a lot of influences of its flood on the natural environment and
the road infrastructures Road embankment is the primary barrier to the free passage of floodwater
Consequently issues like flood control and drainage, regional hydrology and flooding, associated erosion and
siltation, and localized rainfall govern the durability of the roads and road structures, to a large extent
2.2.7.1 Flood control and drainage

Road in an area under controlled flood and drainage receives impacts different from those in an
uncontrolled/natural flooding Only 4 roads have fallen within the flood control and drainage projects by BWDB
Consequently they are expected not vulnerable to annual river flooding and/or design flood of the BWDB
projects However as the roads have been designed based upon some design flooding condition, abnormal
flooding within design range is likely not to occur in the protected areas since deign flood of the BWDB
embankment is always higher that that of the RTIP road and thus the roads in these areas are relatively in safe
side compared to the remaining roads of other areas
21
C 9M GP e Study
DCase Findings of Sample Sub-projects
Fig.2.19: Roads falling underflood control and draiange

projects by BWDB
11% 3 roads falling under flood

-~~~~~~ ~~control and draiange projects
by BWDB
89%
2.2.7.2 Regional hydrology and flooding
Only 16 roads have key issue from regional hydrology and flooding since they are directly exposed to annual
flooding
Fig.2.20:Roads having key issue from impact of regional

hydrology and flooding on them
|l roads having key issue from

impact of regional hydrology and
57% 430/ flooding on them
57%
Durability of the roads exposed to annual floodwater is an important area, which needs special attention in
terms of providing additional measures to withstand the forces associated with annual flooding
Erosion and siltation associated with regional hydrology and flooding is an important issue that determines the
road durability to a large extent and that needs a special attention while designing and implementing the roads
12 roads have been identified to be vulnerable from erosion of the annual flooding
Fig.2.2lRoads subjected to damage from

erosion associated with annual flooding
5 roads subjected to damage from

32% ~~~erosion
associated with annual
flooding
68
22
___jS G Case Study Findings of Sample SLib-projects
The roads should be designed and implemented in such a way that they can survive against wave action and
the erosion from it Various types of erosion protection measures are practiced by LGED, which fits under
various site conditions and these can be implemented depending upon the site condition of the roads
2.2.7.4 Pavement drains
Road gets substantial damage from penetrating of water into its bituminous layer Such impact can be
minimized/avoided by providing road surface of appropriate shape (avoiding localized depressed surface which
can be possible to achieve by proper compact of the subsurface soils/materials) as well as putting side drains
and cross-fall drains on the batter slope at suitable intervals and locations Only three roads have been
identified that have the key issue from draining requirement of rainwater through side drains and cross-fall
drains on batter slopes
Fig.2.22:Roads requiring side drain and cross-fall on batter

slopes as key issue
| roads requinng side drains
8% and cross-fall on batter
.r--i slopes as key issue
92%
2.2.8 Induced Impacts from Road Improvement

Improvement of the existing roads is aimed at certain changes in the socio-economic condition of the rural poor,
by providing better road accessibility for marketing of goods, better commercial and service facilities by linking
them with the roads All are desired with an intention to reduce the poverty of the rural poor through ensuring
competitive prices of their goods in the local, district and divisional markets. Once these are ensured, there
might occur some changes in the locality, which are the secondary or induced impacts from the road
improvement.
Such induced changes broadly occur in land ownership, landuse pattern, and consequently on landscape For
example, due to better accessibility to the Upazila, district and divisional towns, certainly the roadside
agricultural areas are likely to be converted into the residential areas and commercial use, which in turn will
result in increase in land value of the roadside areas leading to land ownership change These induced
changes can be treated as positive since they will help reduce the poverty of the rural poor
2.2.8.1 Road transportation
35 roads will have better road accessibility due to their improvement, which is a key issue for them 2 roads will
Fig.2.23:Roads having improved road accessibility to the

commercial and service facilities as key for development
[:/roads having improved road [fl

5% accessibility to the commercial
and service facilites
95%
23
G
-^ .
a= D Case Study Findings of Sample Sub-projects
Rural Traniport Improvement Project
have the positive impact in terms of better road accessibility, but this is not treated as key issue since the
comparative changes with respect to the present condition is not significant
It is very likely that development of some secondary and tertiary roads linking these roads with some remote
rural areas will occur due to the road improvement under RTIP, which will have the similar type of impacts as
those of RTIP roads An unplanned road development can be a disaster to the environment and therefore it is
suggested to take an integrated approach for overall development in the rural areas rather than undertaking
segregated development approach for development
2.2.8.2 Commercial and service facilities
Accessibility to improved commercial and service facilities from remote rural areas will occur through improved
road supports of RTIP Such facilities will ensure the competitive price of the goods and free flow of
commodities between the local markets and the markets at Upazilla, district and divisional towns It has been
identified that 35 roads will provide improved accessibility to these markets and other service facilities which are
key for the reduction of poverty of the rural poor The rest 2 roads will also provide improved accessibility to
these facilities, but this is not treated as key for overall development in their areas since the improved situation
through implementation of these roads is not significant compared to the existing situation
Fig.2.24: Roads having key role for poverty reduction by

providing improved accessibility to the commercial and service
facilities
Q roads having key role by
50/ providing improved accessibiity to
the commercial and service
95%
2.2.8.3 Impact on landuse
Changes in roadside landuse will occur from the induced demand for roadside human settlement and
commercial values, which will likely convert the agricultural lands into the same use 15 roads will have such
changes within few years after their improvement, because of their location advantages, since these roads will
provide better road accessibility to their respective district/divisional towns and capital city Dhaka and since for
the same reason the roadside areas have already comparatively high demand for such changes An integrated
and planned approach for the roadside landuse can optimize the benefits from such changes while the reverse
can be a harmful to the environment affecting the overall benefits of such changes
Fig.2 25:Roads having change in roadside landuse

as key issue
Oroads hasing change InsE

roadside landuse as hey
59% 4 4% ssue
24
rj1460 G
Rural Transport ImprovemeFIt Project
2.2.8.4 Impact on land ownership
Change in land ownership will occur from selling of the roadside lands for use of human settlement and
commercial facilities A better accessibility to the commercial and service facilities will result in the increased
Fig.2.26.Roads having impact on landownership
as key issue
C1roads having impact on

landownership as key
d4~1 % _ Issue
59/ --
price of the roadside lands, which will encourage the marginal poor farmers to sell their roadside lands It has
been identified that 14 roads will have impact on land ownership as key issue.
Impact on landscape will occur from the change in roadside landuse, roadside avenue trees Such changes will
occur as a medium to long-term effect and consequently change in landscape will be a function of time It has
been identified that 21 roads will have major change in roadside landscape which are treated as key issue from
applying a set of criteria as discussed earlier
Fig.2.27: Roads having impact on landscape as one of

key induced issue
0 roads having impact on iandscape as

one of key induced issue
43%@>11iiii 57%.
2.3 RURAL ROAD TYPE-1 (RR1) IMPROVEMENT
2.3.1 Sources of Negative Impacts

It has been proposed that improvement of those RR1 Road will be done where no land acquisition will be
required and hence those roads would be selected which have already required crest width of 4 8 m and above
and which have the crest level above HFL (High Flood Level). Thus the proposed improvement would not
involve any land-loss
Improvement of a typical rural road would cause vegetation clearance for batter slope correction and shoulder
construction, which is expected to increase soil erosion during construction and subsequent effect on adjacent
environmental resources, especially waterbodies by increasing the turbidity of water. However large trees on
bafter slopes are not required to clear for slope correction and therefore they will be kept as it is
Like Feeder Road Improvement, rural road improvement would require a large quantity of bricks for use in the
construction works Since the bricks are made of agricultural soil and brickfields usually use firewood as fuel for
25
G, r-- IFG 1111=1 DCase Study Findings of Sample Sub-projects
Rural Transport Imptovement lProject
brick productiorE, typical impacts from such activities are the loss of agricultural topsoil, loss of trees that have
chain effects on the environment.
2.3.2 Identification of the Key Environmental Issues of the Rural Roads and
Recommendations for Their Mitigation
Four RRI roads were selected for case study: two from hilly region, one from Pleistocene region and one from
floodplain region, which can be considered to be representative of these four physiographic regions of the RTIP
area
A rural road that possesses high commercial importance and that has roadside built-up commercial and
residential areas needs side drains for smooth drainage of storm water as well as wastewater from road
adjacent households The benefits of the introduction of such drains are that it would not only eliminate the
drainage congestion/water stagnation on the road, but also would increase road durability by prohibiting the
penetration of water into the bituminous layer of the road
None of the road investigated has road adjacent wetlands (natural or artificial like ponds) and therefore
improvement of the selected sample roads would not cause any effect on wetlands directly However, any road
that contains road adjacent wetlands or that was constructed over wetlands requires a special treatment to
control/check soil erosion that is likely to occur from vegetation disturbance during construction One of the
good practices to control soil erosion is to avoid the disturbance of vegetation or to disturb it as minimum as
practically possible and once the construction work has been completed, do immediate re-vegetation and to
avoid rainy seasons for construction works
None of the investigated roads has crossed any channel that is used for boat communication, nor these roads
create any obstruction to the boat movement over floodplain and as such improvement of these roads will not
impact on boat communication. However, it is expected that many rural roads are lying on the floodplain and
during flood season, small boats ply over the flood plain. Improvement of these rural roads would require
keeping provision for boat crossing while constructing bridges over the channels used as water route
None of the investigated roads has roadside borrow-pits The reason is that the roads are lying on hilly regions
and uplands, which resulted in no embankment or very low-height embankment Since improvement of the rural
roads will not require widening, it is envisaged that major earthwork will not be required Despite this some
earthwork may be required for slope and shoulder correction. Attention is to be paid to avoid agricultural lands
for construction of borrow-pits-the soils shall be collected from unproductive agricultural lands and from the
existing borrow-pits so that these borrow-pits can be made resource in terms of their potential use for
pisciculture and some household uses such as bathing, washing
All of the investigated roads have local source of sands such as rives chars, riverbeds In Bangladesh a large
number of rivers and canals are spreaded over the country and most rural roads have potential source of sands
for use in road improvement. Dredging of sands from riverbeds and char-lands are considered to improve the
river navigability in many cases, while the same from localized human habitats may be environment damaging
While collecting sands this point must be kept in mind by all concerned
Both brick and stone aggregates are used in road construction in Bangladesh. All of the investigated roads
have local potential sources of bricks and brick aggregates, while roads in hilly regions (Sylhet) have only the
local stone sources. However, collection of stones from hillocks is environment damaging that clear the
vegetation coverage, increases soil erosion and destabilizes the hillocks. While improving the roads these
areas need special attention Except collection of stones and sands from riverbeds and charlands, the other
sources of these materials should strictly be prohibited
26
r__
- - D Case Study Findings ofSample Sub-projects
Rural Transpor-t Iniprovemeott Project
2.4 PERIODIC MAINTENANCE OF FEEDER ROADS
2.4.1 Context of the Impacts

Typical periodic maintenance work for all FRB Roads under RTIP wil include carriage-way treatment, shoulders
and slope corrections, widening and height raising to the limited sections to remove the bottlenecks of vehicle
passage (as and where required) and maintenance work of culverts/bridges. In general the road will be
rehabilitated to its original operating condition through this maintenance work In view of this type of
interventions it is very likely that environmental impacts will be very limited and insignificant
It is anticipated that probable impacts from implementation of FRB maintenance would occur from the following
areas/context
* Correction of shoulders and slopes

* Earthwork
* Bricks and aggregates
* Impacts of environment on road
* Induced impacts from road maintenance
The key environmental issues associated with the periodic maintenance of the sample feeder roads have been
presented in a table attached at the end of this chapter
2.4.2 Correction of Shoulders and Slopes

Correction of shoulders and slopes would involve the rehabilitation of shoulders and slopes to their original
condition that will essentially affect the roadside agricultural lands, ponds, vegetation and landscape that are
negative impacts Such measure would ensure slope stability/improvement of the roads as well as improve the
pertaining features, such as side drains that are positive impacts

The impact on agricultural lands from the correction of shoulders and slopes is very limited and insignificant It
has been found that out of 4 samples, two samples would have impact on agricultural land only and it is to the
minor scale/degree
2.4.2.2 Impact on roadside ponds
It is analyzed that out of 4 sample only 1 sample would have the impact on its roadside ponds due to slope
correction and it is also very limited scale, 'minor'
2.4.2.3 Impact on the Sloe stability
All roads would have significant improvement in their slope stability with respect to their present condition Two
roads would have significant/major improvement and the remaining 2 would have moderate improvement
2.4.2.4 Storm water drains
Out of the 4 roads, 1 road requires to provide side drain for removing stagnant water from the road The drain
would be provided while doing the maintenance work. This improvement impact has been assessed as
moderate
27
__ GD Case Study Findings of Sample Sub-projects
Impact on landscape will occur from the vegetation clearance from the shoulders and slopes of the road
embankments. Out of 4 roads, 2 roads would have this impact to a very 'minor' scale/degree
2.4.3 Earthwork
A very limited amount of earthwork would be required in the periodic maintenance work and in most cases that
will be limited to the corrections of slopes and shoulders The type of earthwork necessary for the maintenance
work would involve loss of topsoil of agricultural lands, which will evolve associated secondary impacts such as
erosion and siltation (through uncovered vegetation), water pollution (through increased turbidity) and dust
nuisance during construction mainly.
2.4.3.1 Loss of topsoil
Three roads out of 4 samples would have this impact but to a very limited scale/degree, 'minor' The impact is
minor because the earthwork is very limited
Out of 4 roads only 2 roads would have this impact associated with earthwork The rest would have very
insignificant/no impact Of the rest two roads one would not require much earthwork and is located in the flood-
free high land and the other one is located in the areas not subjected to flood erosion
Water pollution associated with earthwork is the function of soil erodibility and the flooding characteristics of the
area. Loose soil exposed to annual flooding would be eroded much and subsequently water pollution would
occur in the nearby waterbodies through increased turbidity Out of 4 roads only 2 roads would have water
pollution of minor scale.
2.4.3.4 Dust nuisance
Dust nuisance would occur from earthwork during maintenance works All roads would have dust nuisance and
two of them would have moderate impact on surrounding environment and the remaining two would have minor
impact. The variation in the degree of impact is due to the site conditions/factors, amount of earthwork and the
recipients
2.4.4 Bricks and Aggregates
The impact on agricultural lands, topsoil, firewood and human health are associated with the use of bricks and
brick-aggregates in the maintenance work.
Impact on agricultural lands would occur from use of agricultural lands by brickfields that would produce bricks
for use in the road maintenance Only 1 road would have minor impact on agricultural lands
2.4.4.2 Impact on topsoil
Loss of topsoil is associated with the use of soils for brick production. Out of 4 roads three roads would have
minor impact associated with loss of topsoil.
2.4.4.3 Firewood
Impact on firewood is associated with the use of firewood as fuel for brick burning Three samples would have
the minor impact associated with this issue
28
-r^ G__ ==D Case Study F indings ofSample Sub-projects
2.4.4.4 Human health

Impacts on human health would occur in the brickfields and brick-breaking yards (for aggregate production) The
impact is directly proportional to the amount of bricks required in the maintenance works, which is also directly
proportional to the length of the road. A minor impact is expected from two roads (out of 4 samples) due to the
fact that limited amount of bricks will be required and the scrapping materials (as per construction
specifications) of the road would be used
2.4.5 Impacts of Environment on Road
Roads being on the floodplain are subjected to be influenced by the regional hydrology and river flooding
Erosion to embankment slope due to wave action and rain-cut is an important area that needs a special focus
for durability of the roads
2.4.5.1 Regional hydrology and flooding

Three samples out of 4 samples lie on the low-lying floodplain area and are subjected to the forces of annual-
river flooding River flooding has major influence on two roads and moderate influence on one road The
variation in the degree of impact is due to the variation in the flood severity of the area and corresponding flood-
proneness of the roads

Although the roads are influenced by the annual flooding in moderate to severe degrees, the corresponding
erosion and siltation is not significant due to the fact that the soils of the road embankment has high resistance
to erosion Only one road has moderate level of impact and one has minor level of impact
2.4.6 Induced Impacts from Road Maintenance

The periodic maintenance of the roads is intended to maintain good road transportation facilities Once this has
been achieved, the commercial and service facilities associated with this improvement would automatically be
strengthened and subsequently an impact on land ownership, landuse and landscape along the roadside would
occur.
2.4.6.1 Road transportation

Two roads would gain major achievement while the others two would do a moderate achievement The degree
of achievement is owing to the fact that their baseline environmental setting is quite different
2.4.6.2 Commercial and service facilities

Commercial and service facilities would improve with the same degree as with the road transportation
2.4.6.3 Land ownership

Impact on land ownership would occur to minor scale for three roads
2.4.6.4 Landuse
Impact on landuse would also occur to the minor scale for three roads
2.4.6.5 Landscape
Impact on roadside landscape would also occur to minor scale for only two roads.
29
!11 - 1 G Case Study Findings of Sample Sub-projects
2.4.7 Key Issues

Although the intended periodic maintenance of the sample roads would cause environmental impacts on
several environmental attributes/resources, the degree of impact is minor to the most attributes, which raises
only a very limited number of key issues Of the raised 4 key issues only impact of regional hydrology and
flooding on roads is negative in nature, which means the roads are to be maintained in such a way that they are
strong enough against river flooding. The others are positive in nature and are improvement in slope stability,
road transportation and commercial and service facilities, which are the intended/desired benefits of the
maintenance work
2.5 CONSTRUCTION OF MAJOR BRIDGES

2.5.1 Baseline Condition, and the Key Issues and Mitigation Measures Associated
with Major Bridge Construction
A major bridge for the RTIP is defined as a bridge that is 30 to 100m long Construction of a major bridge is
usually needed where the existing gap is relatively high over a defined /perennial channel In this context it is
expected that construction of such bridge would require a special attention, especially in regard to riverbank
protection work and slope protection work of the bridge approach road. Moreover since they are located over
defined/perennial channel, they are likely to disturb free movement of the river-plying boats
Construction/improvement of the approach road may affect the agricultural land, a key issue for a country of an
agrarian based economy, like Bangladesh Thus typically there are four major issues associated with major
bridge construction
* Riverbank stability
* Approach Road stability
* Navigation and Boat communication
* Agricultural land
2.5.2 key Issues Associated with Sample Major Bridges

Table 2 1 presents the summary of findings of sample major bridges along with key issues and
recommendations to address the key issues
Table 2.1: Summary of the key findings of the sample major bridges
Malor bridge Existing condition Key issue Recommended measure to
address the key issue
75m long bridge over Burn . Khas land available for the construction of bridge . No major . No recommendation for
River on Bottoli-Bitghar and approach road, agricultural lands key issue bank protection work
Road, nabinagor, . Stable river bank at the proposed site and riverbed * Conventional treatment of
Brahmanbaria getting silted up for last 10 years bridge abutment and
. A navigation clearance of 3 m recommended approach road suggested
40m long bridge over . Agricultural lands * Approach . Slope protection work for
Andhamoni River on . Riverbank isstable at the proposed location road needs the approach road is
Gobindapur-Atghar- . Approach road needs slope protection work slope recommended
ratgaon Road, . Riverbed at the proposed bridge location gets silted protection
Moulovibazar sadar, up by 3-4m over last 6years work
Moulovibazar . Adequate navigation clearance required for
mechanized and non-mechanized boats
30m long bridge over . Khas land available for bridge and approach road * Approach * Slope protection work of
Irrigation canal on Jonail- construction road gets approach road is
Dharabaria Road, . Stable riverbank at the proposed bridge location eroded recommended
baraigram,Nnatore * Approach road gets eroded from wave action of river from wave
flood water action of
. A navigation clearance of 15m above HFL is river flood
required water
45m long bndge at . Bridge site isagricultural land . No key . Only conventional
30
Eli' AL- __ Case Study Findings of Sample Sub-projects
Rural Transport Improvement Projcct
Major bndge Existing condition Key issue Recommended measure to

Ch 4+020km on Shaper * Stable bank issue construction of the bridge
bazar-Betka Road, . Approach road does not get eroded isenough
Sirajdikhan, Munshiganj * Adequate navigation clearance is required for
trawlers and boats
2.5.3 Riverbank stability at the proposed bridge locations

Bangladesh, being a young deltaic country, experiences a complex morphological behavior of its large number
of primary, secondary and tertiary rivers Erosion and siltation are the dominating features associated with
floods. The meandering rivers in general have the bank-shifting tendency with erosion/land degradation at one
bank and land accretion at the other bank On the other hand the braided rivers have numerous sandbars that
move through out their river courses year to year These are the dominating features for large and major rivers
of the country. However, for small rivers/channels that are located within the controlled flooding/flood protection
area, the pictures are quite different since the morphological behaviors of these channels/rivers are governed
by internal flooding rather than external-river flooding. Similarly the bridges located over these channels/rivers
have to experience relatively less forces than those located over the other rivers.
Proposed sites of all 4 major bridges have riverbank stability Out of the 4 rivers, 2 rivers have been getting
silted-up at the proposed locations of the respective bridges.
2.5.4 Stability of bridge approach road

Destability of a road occurs from erosion due to the road being exposed to forces associated with wave action
of floodwater, and the situation turns worse when the soils of the road embankment are not compacted and no
slope protection measures are taken In many cases erosion to approach road's batter slopes affects the
durability of the road and reduces the functionality of the road affecting the vehicle movement and speed near
the bridge site
Out of 4 approach roads for 4 sample bridges, 2 approach roads are directly exposed to the annual river
flooding and get eroded from associated wave actions These approach roads need slope-protection works for
their stability and road durability
In order to protect the approach road from erosion due to wave action of floodwater, any of the following slope
protection measures may be appropriate.
* Retaining wall
* CC block
* RCC palasetting
* Gunny bag rip-rap
* Plantation of special type of erosion protection grass along with erosion protection trees
However the final choice of the type and extent of protection measures required would depend on detailed site
investigation of the road. It is recommended to do a detailed site investigation in this respect
2.5.5 River navigation and boat communication

Boat communication in the rural areas sometimes become the only means of passengers and goods transports,
especially when the area gets extremely flooded and road transports becomes inoperable because of this
extreme flood. In some areas waterway transport is the only means of transportation of goods and
communication means because road establishment in the extreme low-lying and flood-prone areas becomes a
non-viable option. Moreover, waterway transport is a cheap mode of transport Thus it is a prime requirement
that waterway transport must be kept undisturbed
31
_ G De Case Study Findings of Sample Sub-projects
Rural Transport Improsement Project
All the 4 sample major bridges require adequate navigation clearance above high flood level to allow the boats
and trawlers pass under them since the rivers/canals over which the bridges would be constructed are used as
waterway. As assessed from the field observations and community consultations, a navigation clearance of at
least 1 to 2m would be required for these major bridges.
2.5.6 Agricultural lands

Construction/improvement of approach road towards the bridges over agricultural lands would affect the
agricultural lands and their productivity. Because of high height of the approach road near the bridges (the
height of the road embankment gradually increases towards the bridges), slope stabilization of the approach
roads require providing relatively flat slopes which means that it would take more agricultural lands for the
embankment bases Impacts on agricultural lands from construction related issues are also numerous Since
the bridge location is fixed, for approach road construction/improvement there is no alternative route to avoid
agricultural lands
Out of 4 major bridges, construction of 3 bridges would result in agricultural land loss for the improvement of
their approach roads
2.6 CONSTRUCTION OF SMALL STRUCTURES ON RURAL ROADS
2.6.1 Baseline Condition, and the Key Issues and Mitigation Measures Associated
with Construction of Sample Structures
Structures on rural roads include pipe culverts, box culverts and small bridges (<30m) Such structures would
be located at places to relieve local drainage congestion and water logging mainly and would be on low-lying
land, defined channel of limited width and as such the environmental issues associated with the construction of
these structures are very limited and localized Bridges over defined channels on rural roads, in some cases,
would require navigation clearance to allow uninterrupted boat communication among the villages and low-lying
agricultural fields, especially during monsoon, while for pipe/box culverts would not require such clearance
since they would be located on streams which are not used for boat communication Apart from the navigation
clearance, localized erosion near the structures and to the batter slopes of the approach roads is important
since due to flow constriction with the construction of the structures would result in high flow velocity of water
and since the approach roads are on the low-lying areas that get flooded during monsoon and receive soil
erosion from wave action of flood water Also the approach roads are located on the low-lying agricultural lands,
which means that there would be impact on roadside agricultural lands for improvement of these approach
roads Thus three issues can be considered as the key issues
* Navigation and Boat communication

* Approach Road stability
* Agricultural lands
2.6.2 Summary of key issues of small structures on selected Rural Roads
Table 2 2 presents the summary of findings of the construction of sample structures on rural roads
32
Table 2.2: Summary of the key issues of sample small structures on selected Rural Roads
Structures Base condition Key issue Recommended measure to

Construction Ch 3155m . to be constructed over a * approach road . Approach road needs
of 3 structures box culvert drainage canal subjected to soil slope protection work
at Ch 3155m, (5mxl 5mxl 5m) . approach road subjected to erosion from wave
3355m and soil erosion from wave action of flood water
3975m on action of flood water
Thakupara- . canal not used for boat
tamaibazar communication
Road of Ch 3355m * to be constructed over -Ditto- -Ditto-
Belkuchi Box culvert agricultural lands
Upazila, (9mxlmxlm) . approach road subjected to
Sirajganj soil erosion from wave
District action of flood water
. Boat communication
irrelevant
15 m long bridge . To be constructed over a * Approach road o Slope protection work of
defined channel needs slope the approach road
. Approach road subjected to protection work . Navigation clearance of
soil erosion from wave * Navigation clearance at least 1 m above HFL
action of flood water required recommended
a Channel used for boat
communication
<12m box culvert at a suitable * Structure to be located on . Approach road . Slope protection work of
location between Ch 450m and 600m low-lying land subjected to soil the approach road
on Mediasulai---Kanchanpur Road of * Both sides of the location of erosion from wave
Chapahar Union, Kalikoir Upazila, the structure contain action of flood water
Gazipur District wetland that are cultivated
for agriculture
. Approach road subjected to
soil erosion from wave
action of flood water
. Not used for boat
communication
3mx2 5mx2m box culvert at Ch * Structure to be located on * Approach road . Slope protection work of
1200m on the Lasker Chala- low-lying land subjected to soil the approach road
Rayerchala Road of Madhay para . Both sides of the location of erosion from wave
union of kaliakoir Upazila, Gazipur the structure contain action of flood water
District wetland that are cultivated
for agriculture
. Approach road subjected to
soil erosion from wave
action of flood water
. Not used for boat
communication
2.6.2.1 Navigation and boat communication

Boat communication in rural areas is an tmportant aspect of the rural transport and a part of rural culture in
Bangladesh This waterway transport is cheaper than the road transport. Sometimes, especially during
abnormally high flood when the rural roads get flooded, boat communication becomes the only means
of
transportation of goods and communication between the villages Any structure that is located on the defined
channel, which is used for boat communication, needs navigation clearance for uninterrupted boat
communication in the area.
Out of studied 5 structures on rural roads, only one structure is located over a defined channel that is used for
boat communication and for this structures a navigation clearance of at least lm above HFL is recommended
based upon the sizes of the boats using the channel. Of the others, one is located over a drainage canal, which
is not used for boat communication, and the remaining three are located on the low-lying lands.
33
f- iL-i W_= 80 Case Study Findings of Sample Sub-projects
2.6.2.2 Stability of the approach roads of the sample structures
Destability of a road occurs from erosion due to the road being exposed to forces associated with wave action
of floodwater; and the situation turns worse when the soils of the road embankment are not compacted and no
slope protection measures are taken. In many cases erosion to approach road's batter slopes affects the
durability of the road and reduces the functionality of the road affecting the vehicle movement and speed near
the bridge site
All of the approach roads for the sample structures due to being located on low-lying lands get soil erosion of
their batter slopes from wave action of annual floodwater
In order to protect the approach road from erosion due to wave action of floodwater, any of the following slope
protection measures may be appropriate based upon the site conditions, soil characteristics and economic
feasibility It is recommended to do a detailed site investigation in this respect.
* Retaining wall
* CC block
* RCC palasetting
* Gunny bag rip-rap
* Plantation of special type of erosion protection grass along with erosion protection trees.
2.6.2.3 Agricultural lands

Construction/improvement of approach road towards the structures over agricultural lands would affect
the
agricultural lands and their productivity Because of high height of the approach road near the structures
(the
height of the road embankment gradually increases towards the bridges), slope stabilization of the approach
roads require providing relatively flat slopes which means that it would take more agricultural lands for
the
embankment bases. Impacts on agricultural lands from construction related issues may be also there Since
the
structure location is fixed, for approach road construction/improvement there is no alternative route to
avoid
agricultural lands
All of the approach roads of the sample structures are located on the low-lying agricultural lands
2.7 GROWTH CENTER MARKET (GCM) IMPROVEMENT

2.7.1 Brief Overview of General Environment of GCMs
A Growth Center Market by definition is a market where the marketing facilities and activities expand with
time
in response to the demand for the locality the GCM lies on. Economic activities is the main focus of such
markets for the traders and as such when a GCM expands it encompasses the trading facilities mainly ignoring
the required environmental services which till date is a secondary issue to the rural people. On the other hand
due to increased economic activities and ever-increased visitors of the GCMs the need for the environmental
services gradually increases and in the absence of such facilities, the environmental condition of the GCMs
gradually deteriorates. This fact is especially true for those GCMs, which do not have any planned development
touch.
Broadly, drinking and sanitation water supply, sanitary latrines, solid waste management, slaughter waste
management and storm water drainage facilities are the basic environmental elements that all GCMs must
have Unfortunately, most undeveloped GCMs lack in these basic environmental elements
2.7.2 Some important and relevant issues relating to the development/improvement

of the case GCM
This sections briefs on some important and relevant issues other than sole environmental issue. These issues
are khas land availability and road connectivity, which determine the effectiveness of the development of
the
GCMs.
34
j-' D
G Case Study Findings of Sample Sub-projects
Rural Transport Improxenient Project
2.7.2.1 Khas land availability
Khas land availability is the prime requirement for the development/improvement of GCMs since construction of
trading and environmental amenities require available space Not only this, an over congested market has a
deteriorating environment worse than that of a under-congested market Also the required infrastructures and
the environmental amenities can be placed in a better way, which functions very well when there is no/limited
space limitation in a GCM Fig 3 1 shows the statistics of the GCMs that have the available khas land for market
improvement
Fig 3.1GCMs having available khas land for market

improvement/development
36/0 has khas land for markel

improvement
64%- ~
It can be seen from the above figure that only 36% of the sample case GCMs have available khas land for their
improvement/development, the rest do not have In the course of time, private people have established
shops/trading facilities on khas land ignoring the government law. Although the government has the right to
remove these shops, in practice it may be difficult to remove them because of socio-political environment and
the local power force However in the prevailing poor environmental condition, there is a growing demand for its
improvement. It does not require much space for environmental improvement compared to that required for
infrastructure (fish-shed, meat-shed, slaughter-shed, etc) construction There is a scope for environmental
improvement of these GCMs. This means that at least for the sake of environmental improvement these GCMs
should be undertaken for improvement under RTIP
2.7.2.2 Connectivity of the GCMs
Connectivity of a GCM determines the possibility of the intended trading volumes of the GCM after its desired
development/improvement Out of studied 12 sample GCMs, 7 GCMs have road connectivity, 3 have waterway
connectivity and the rest 2 have both roadway and waterway connectivity (Fig 3 2) In general, 10 GCMs have
good road connectivity, which means that they have high potentiality for increase in trading volumes after their
improvement/development On the other hand the GCMs that have water connectivity only have relatively low
potentiality to increase the trading volume. It is to worth-mention that under RTIP, LGED has decided to
improve those markets that have good road connectivity.
Fig 3 2 Distribution of GCMs inaccordance with their connectivity for

transporation of goods
13GCMs with road conneckvity

15%
011 A_
1~74Z.1 1z3
GCMs with waterway connectrvity
23%/1 %
2_6
ClGCMs with both waterway and road way
connecbvity
2.7.3 Existing Environmental Condition of the Sample GCMs

As mentioned earlier that typical environment of a GCM comprises of the issues relating to drinking and
sanitation water supply, sanitary latrine, storm water drainage, solid waste management and slaughter waste
35
^_ GC-- Me D=P Case Study Findings of Sample Sub-projects
management mainly and surface water pollution of the adjacent waterbodies Erosion to a GCM from river/canal
is also an important issue, which needs to carefully deal prior to doing improvement of the market.
2.7.3.1 Water supply for drinking and sanitation use

Most sample-markets lack in adequate water supply for drinking and sanitation use. Visitors of the markets
having no Tubewell of their own use, use water supply possessing to the near schoollmadrasa/mosque. Table
2.3 presents the overall situation of water supply in the sample GCMs.
Table 2 3.Summary of t e water su pply situation of the sample markets

Name of GCM Total Tis Depth of Arsenic Non- Unknown Fluonde Iron Others TW
Functional Non- aquer , Arsenic
funcional
1 Kaima GCM, Munshiganj 1 STW 0 .
- 1 X . _
2 Golam Barn GCM, 1 (Tara 4 (Tara 25m 5
Joypurhat (already pump) pump)
developed under RDP-1 1)
3 Consul GCM, Nawabganj 3 STW 0 35m 3 Small
gly iron
4 Chandabaha GCM, 0 0 - . I TW of
Gazipur madrasa
5 Matrai GCM, Joypurhat I STVv 0 20m .1
6 Munshibazar GCM, 0 0 2 TWs one
,Moulovibazar to Madrtas
and the
other to UP
7 Pathakatha GCM, 3 STWN 2 STVv 20m ---- --- ... Small
Naogaon __qty iron
8 Rajbanhat GCM, Chapai 2 STW 1 STW 35m ... --- Small
Nwabganj qty iron
9 Rajaniganj GCM, 0 0 isom Arsenic --- Free 1 TVN to
Sunamganj free mosque
10 Rupsha GCM, Chandpur 5 STW+1 0 35m STW, STWs DTW ...- STW ---
DTW 250m DTW contain arsenic contain
________________
____________ _ _arsenic free iron
11 Samaspara GCM, 1 STW 0 lom --- --- --- -. Iron-free --
Naogaon
12 SharoperGCM, Sylhet 3 STI 0 60m _ Iron-free
I
13 Upgram GCM, Sylhet 0 0 15-30m --- LitUe 1 STW to
iron an adiacent
It can be seen that 4 GCMs have no TWs for drinking and sanitation water supply; each of 4 GCMs has 1 TW
and the remaining each of 5 GCMs have 2-5 TWs It can also be seen from the same table that GCMs those
having TW use TW of the nearby mosque/madras/UP office
Fig.3.3: Distribution of GCMs in accordance with their

number of TWs
38% %|3D
31% GCMs having no TW|
MGCMs having one TW
0 GCMs having 2-5 TWs
31%
All GCMs have shallow groundwater aquifer 2 TWs of 2 GCMs are penetrated into deep aquifer to have
arsenic free water and they contain no arsenic as confirmed by test.
36
Majorities of the TWs do not contain arsenic as per information received from the community consultation in the
markets, although arsenic test has not been done on these TW waters. It is suggested that water quality test
has to be performed prior to installing TWs in the GCMs of RTIP.
Some TWs contain iron but this is not a great problem to the market users as per their opinions
Fluoride test has not been done on any of the tubewells.
As can be seen from the above table out 5 Tara pump 4 got out of use While conducting field visit to Perihat
GCM (Sultanganj-Perrirhat Road, Bogra-Sadar, Bogra) it was seen that out 3 Tara pump 2 got out of order. As
per community information, performance of Tara Pump is experiencing question since they are not user-friendly
and they can not be repaired or maintained, once they become non-functional, due to lack of local skilled
manpower Also compared to the STW these TWs are costly and maintenance cost is also high It is
recommended not to install Tara Pump in the GCMs
2.7.3.2 Sanitary latrines
Sanitary latrine in a GCM is a basic environmental service/element that all GCM must have at least one Table
2 4 presents the existing conditions of the sample GCMs regarding latrine.
Table 2 4 Summary of the sanitary latrine situation of the sample markets

Name of GCM No of latnnes Management
Functonal Non-functonal
I Kalma GCM, Munshigant 2 0 Market based market management committee takes care of the latnnes
2 Golam Ban GCM, Joypurhat 2 0 Market based market management committee handed over the latrines to two local
(already developed under RDP-1 1) sweepers who take care of lhe latrines and eam livelihood on the toll collected from
users as use and pay basis'
3 Consut GCM, Nawabganj 1 0 Market management committee takes care of the TW
4 Chandabaha GCM, Gazipur 0 0 People only in the emergency, use latrine belonging to the nearby mosque on request
5 Matrai GCM, Joypurhat 0 0 People only in the emergency, use latnne belonging to the nearby UP office on
request
6 Munshibazar GCM, 0 0 Although two latrines are there, one belonging to UP office and the other to mosque,
,Moulovibazar visitors are not allowed to use them
7 Pathakatha GCM, Naogaon 2 0 Two latnnes are functional and operated by the market management committee
8 Rajbanhat GCM, Chapai 0 2 latrines Management committee isnot so careful to take care after the latrines
Nwabganj about non-
funcbonal
9 Rajaniganj GCM, Sunamganj 0 0 People on request use Whe
latrines belonging to the nearby mosque and school in the
emergency
10 Rupsha GCM, Chandpur 1 0 MMC (Market Management Committee) takes care of Whe latrine
11Samaspara GCM, Naogaon 0 0 People on request use the latrines belonging to Whe
nearby mosque and school inthe
emergency
12 Sharoper GCM, Syihet 0 0 -Ditto-
13 Upgram GCM, Sylhet 0 0 -Ditto-
It can be seen from the above table that out of 13 markets, 5 markets have the functional latrines and the
remaining 8 do not have any latrine at all, which is an indicator of prevailed bad environmental condition of
these markets
Fig.3.4 Distribution of latrines in accordance iwth their functional

latrine facilities
1:3GCMs having no latnne facility

23%
rmGCms having only one functional latnne
15%
5 62% a GCMs having 2 funcbonal latnnes
37
,rIP 1 G *_ = Case Stidy Findings of Sample Sub-projects
Rural Transport lInprovement Project
It can be understood that only the influential people and the known market traders have the access to the
latrines belonging to nearby mosque/madrasa/Up office, and the general visitors do not have any access to
them A large number of visitors then have to take open defecation, which is an indicator of diseased
environment
It can be seen that from the above table that an active market based MMC, with their pro-active initiative and in
their own requirement/interest, can take care and keep their latrines functional.
It can also be seen from the above table that 'use and pay' basis use of latrine in a GCM (developed under
RDP-11) functions very well, which can be a successful model to replicate gradually in other markets Under
RTIP, this model can be replicated in some markets to see the results further, whether they have any
potentiality to the sustained functionality of the latrines in their design life The additional benefit of this model is
that it generates living means of rural poor.
It is suggested that the GCMs under RTIP should have a strong and active market based MMC, to be formed in
view of the current government instruction (see earlier chapter), can successfully operate the latrines and keep
them functional in their design-life.
2.7.3.3 Solid waste management

Solid waste management is an area of great concern in the prevailing environmental deterioration of the sample
GCMs. Typical solid waste of a GCM composes of bulk volume of organic wastes mainly from vegetable wastes
(over 95%), papers, polyethylene, small pieces of packaging woods, soil, etc. Due to bulk volume of organic
wastes in the waste stream, solid waste in a GCM decomposes easily and rapidly and possesses a potential
'health threat to the markets users when come in contact with the waste Table 2 5 is a brief on the waste
quantity and the current practice of solid waste dealing of the sample GCMs
Table 2 5 Summary of th solid waste gener tion amount and management system of the sample markets
Name of sample GCM Quantity of solid waste Existng practce of solid waste management
I Kalma GCM, Munshiganj Large quanbty Market based MMC appointed sweepers for cleaning of the markets Wastes are collected
on hat day and dumped into the nearby low-lying areas
2 Golam Ban GCM, Joypurhat 40kg on hat day and 10 -Ditto-
(already developed under RDP-1 1) kg on non-hat day
3 Consut GCM, Nawabganj Large quantity No effective solid waste management system On hat day sweepers collect wastes and
dumps into nearby low-lying areas for which they collect toll from sellers
4 Chandabaha GCM, Gazipur Large quantty No solid waste management system
5 Matrai GCM, Joypurhat 40 kg on hat day and 10 Sweepers appointed by leasee collect and dispose of wastes into the nearby low-lying
kg on non-hat day areas
6 Munshibazar GCM, 3 metric ton hat day Sweepers appointed by market based MMC collect wastes and dump them into the nearby
Moulovibazar low-lying areas
7 Pathakatha GCM, Naogaon On hat day 550 kg and Wastes are dumped into the nearby canal
on non-hat day 40 kg of
wastes
8 Rajbanhat GCM, Chapai Large quanbty Sweepers collect and dump wastes into the nearby low-lying areas once in a week
Nwabganj
9 Rajaniganj GCM, Sunamganj Large quantity Wastes remain scattered on GCM and ultimately disposed of into the nearby low-lying
areas
10 Rupsha GCM, Chandpur 2 metric ton on hat day Sweepers collect and dispose wastes into the nearby canal
and 550 kg on non-hat
day
11Samaspara GCM, Naogaon 150 kg on hat day and 10 Sweepers collect wastes and dispose them into the nearby Atrai River
kg on non-hat day
12 Sharoper GCM, Sylhet 500 kg on hat day and Sweepers collect wastes and dispose them into the nearby low-lying areas They collect tool
200 kg on non-hat day for itfrom the sellers
13 Upgram GCMsi,
Sylhet 500 kg on hat-day One sweeper appointed by the permanent shopkeepers, collect wastes and dispose them
into the adjacent Pian River
38
2- GC__ WM D31 Case Study Findings of Sample Sub-projects
Rural Transport Iniprovement Project
It can be seen from the above table that there is no technology involved in the solid waste management system
The current practice involves waste collection and dumping into the nearby low-lying areas including
waterbodies such as ponds/ditches, canal and river Informal sector sweepers are involved in the waste
management and the sellers on hat-day and permanent shopkeepers pay them informally, in the form of kinds
(vegetables, rice, and paddy) and some token money
Fig 3.5: Distribution of sample GCMs inaccordance with waste

generation quanity on hat day
15% El solidwaste quantity 10-1 50kg/hat

15%~ 7___~day
di _ 7% M;vsolidwaste quantity >150-550kg /hat
day
38 0 solidwaste quantity >550kg-3
0_
ton/hat day
Due to the dumping of wastes into the waterbodies, water becomes polluted, which possess a major health
threat to its users since rural people use this water for bathing, washing, etc.
It is advised to adapt a workable solid waste management system involving the poor in the resource recovery
from the unused/left organic wastes of the GCMs Various technologies can be adopted depending on their
suitability in the social, environmental and technological context of a GCM. Section 3.4 and 3 4 1 brief on it
2.7.3.4 Slaughter waste management

In rural areas, people buy meats of goats and cows from the rural markets Depending upon the demand of
meat of the buyers, both goats and cows are slaughtered in the rural markets. Slaughter waste is a potential
threat to the health of the people who come in contact with it. Therefore, this waste needs special attention
when dealing with and disposing of it Table 2 6 presents the picture of slaughter wastes of the sample GCMs.
Table 2 6: Slaughter was te quantity and exis ing practice of their management
Name of sample GCM Quanbty of slaughter Existng practice of solid waste management
wastes in terms of
number of cows and
goats
1 Kalma GCM, Munshiganj 10 cows and 8 goats on Slaughtenng is done at the bank of a nearby canals where and wastes are disposed of into
hat day the canal direcUy
2 Golam Ban GCM, Joypurhat 4-5 cows and 8-10 goats Slaughtering is done in the open area near the hat Bloods are put into earth and other
(already developed under RDP-1 1) on hat day wastes are disposed of inthe low-lying area
3 Consut GCM, Nawabganj 20 cows and goats on --Ditto-
hat day and 10 on non-
hat day
4 Chandabaha GCM, Gazipur None None
5 Matrai GCM, Joypurhat 8-10 cows and goats Slaughtenng is done in the open spaces near the hat and wastes are disposed of Into the
low-lying area
6 Munshibazar GCM, 10-15 cows on hat day -Ditto-
,Moulovibazar and 2-3 on non-hat day
7 Pathakatha GCM, Naogaon 12 cows and 20 goats on Slaughtering is done in the open spaces near the hat and wastes are disposed of into the
hat-day low-lying area including canal
8 Rajbanhat GCM, Chapai 8-10 cows and goats on Slaughtering is done in the open spaces near the hat and wastes are disposed of into the
Nwabganj hat day low-1ying area
9 Rajaniganj GCM, Sunamganj None None
10 Rupsha GCM, Chandpur 10 cows on hat day Slaughtenng is done in the open spaces near the hat and wastes are disposed of into the
low-tying area including nearby canal
11Samaspara GCM, Naogaon 3 cows on hat day and 5 Slaughter wastes are used fish-feed inthe ponds
goats on non-hat day
12 Sharoper GCM, Sylhet 3-4 cows on hat day and Slaughtenng is done in the open spaces near the hat and wastes are disposed of into the
1-2 cows on non-hat day lowying area
13 Upgram GCM, Sylhet 10-12 cows on hat day Slaughtenng isdone at the bank of adjacent Pian Rrver and wastes are directly disposed of
and 2-3 cows on non-hat into the rrver
day
39
6A G =_ 11:31
It is found from the above table that substantial number of cows and goats are slaughtered on both
hat day and
non-hat day and the current practice of slaughter wastes dealing is not acceptable
Fig.3.6: Distribution of GCMs in accordance with the slaughter waste

generation quantity in terms of slaughterd cows and goats
18% Cquantity of cows and goats, 1-5
* quantiiy of cows and goats, >5-10

27%
Oquantity of cows and goats, >10-20
The wastes not only pollute the soil but also pollute valuable surface water of the water bodies,
such as pond,
canal and river This is particularly of great environmental concern since rural people use this water
for bathing
and washing In general, the field response regarding disease occurrence from waste contact
is not
appreciating' many people do not know that slaughter waste is a potential threat to health.
In the prevailing low awareness regarding slaughter wastes among the rural people, it would not
be wise to go
on for adaptation of sophisticated treatment unit for slaughter wastes This is because that such
treatment unit
will not simply work unless awareness is grown among the people and there is a high risk in the
failure of such
treatment unit The current practice of slaughter waste management can be reversed by a slight up-gradation
of
the existing management That is, first an awareness campaigning focusing on the demerits
of the current
practice has to be raised among the people. Burying the wastes in the ground may be a suitable option which
people will feel comfort to practice and which will require no additional cost and much labors Moreover
if this is
practiced in the agricultural lands, it may result in the healthy soil by increasing the organic content
of soil In
fact rural people in Bangladesh are already aware of the benefits of the use of cow-dung in their
agricultural
lands
2.7.3.5 Storm water drainage
Storm water drainage in a GCM is a function of rainfall intensity and duration, the topography of the
adjacent
areas and the market itself (that determines the natural gradients), nearby receiving waterbodies
and the soil
characteristics (that determines the runoff amount) In an undeveloped market usually storm water
drainage
problem is not severe since runoff generation is not high and since its natural drainage lines and surrounding
low-lying areas allow the generated runoff to drain out ultimately. However, once the market is developed,
the
runoff amount increases substantially and rapidly because of paved surface and often the natural drainage
line
is disturbed by the infrastructure development This is one of the main reasons why a developed market
has
more storm water drainage problem than before development.
Table 2 7 presents the existing storm water drainage situation and corresponding drainage problem
of the
markets It is noted that out of 13 GCMs, one GCM (Golam Bari GCM, Joypurhat) is already developed
under
Fig.3.7. Distribution of GCMs in accordance with their drainge
congestion and waterlogging problem
a GCMs free from drainge and

46% waterlogging problem
54% M GCMs gettng drainage

congesbon nad waterlogging
problem
40
-r^e __ DCase Study Findings of Sample Sub-projects
RDP-11 which has severe drainage congestion and waterlogging. In contrast, out of remaining undeveloped 12
GCMs, 6 GCMs are free from drainage congestion and waterlogging.
Table 2 7: Slaughter waste quantity and existing practice of their management

Name of sample GCM Exisfing situabon of storm water drainage
1Kalma GCM, Munshiganj One drain in the GCM with outlet to the nearby canal which gets filled-in by soils and does not work Drainage congestion
occurs
2 Golam Ban GCM, Joypurhat Although drains have been provided inthe market they do not work due to want of suitable outlets
(already developed under RDP-1 1)
3 Consut GCM, Nawabgani There is no storm water drainage system in the market It receives drainage congesbon during heavy rainfall
4 Chandabaha GCM, Gazipur Although the market has no drainage system, it does get any significant drainage congesbon or waterlogging
5 Matrat GCM, Joypurhat Kucha drains are in the market with outlets into a nearby canal No significant drainage congesbon or water logging
occurs inthe market
6 Munshibazar GCM, Drainage congesbon and waterlogging occur in the market during heavy rainfall mainly due to want of suitable drainage
,Moulovibazar system and unplanned shops and structures
7 Pathakatha GCM, Naogaon Significant drainage congeston and waterdogging occur in the market dunng heavy rainfall which sometime prolong for up
to 6 days when back flow of water from the canal occurs through drainage outlet falling into the nearby canal
8 RaJbarihat GCM, Chapai Due to want of internal drainage system, the market gets drainage congestion and water logging in some depressed
Nwabganj areas but the problem isnot severe
9 Rajaniganj GCM, Sunamganj Dunng heavy raifall the market gets drainage congestion and waterlogging for few hours as it has no storm water
drainage system
10 Rupsha GCM, Chandpur The market gets acute drainage congesbon and waterlogging during heavy rainfall, which sometimes occasions prolong
for up to 3 days
11Samaspara GCM, Naogaon Although the market has drains, they are not functional due to being filled in by sands and solid wastes and drainage
congesbon occurs dunng heavy rainfall However this can not prolong since the soil is sandy and water gets ultimately
discharged into the nearby nver and ponds
12Sharoper GCM, Sylhet Although the market has no drainage system, it does not have any drainage congesbon or waterlogging
13Upgram GCM, Sylhet Due to sandy soil, adjacent Plan River and low-lying areas, the market does not have any significant drainage congesbon
although ithas no drainage system
It is recommended that while doing planning and design of a GCM, solution to the drainage and waterlogging
problem should be integrated with it. In other words the planning should integrate the natural drainage
gradients, and the existing outlets (instead of one outlet, multiple outlets are always preferable because in the
later case water can not get accumulated). Experiences show that deep drains require frequent cleaning and
maintenance because they get filled-in by sand and solid waste accumulation and once a certain section is
disturbed the whole drainage system does not function As such it is suggested to always avoid deep drains in
GCMs. Experience also show that drains-cum-internal road functions as walking as well as storm water
drainage path. Moreover, sands and solid wastes can not be accumulated on such internal road, for which no
cleaning is required. Also it eliminates the cost associated with the construction of deep drains
2.7.3.6 Drainage of tubewell water/sullage drains

Drainage of tubewell water is an important issue in GCMs as due to lack of such drainage, polluted water gets
accumulated at the base of tubewell that reaches groundwater going around the TW, pollutes it and this water
again comes out through the tubewell by pumping. Table 2.8 presents the existing drainage condition of this
water of the sample GCMs
Table 2 8 Existing drain ge condition of the tubewell water of sample GCMs

Name of sample GCM Exisbng drainage condibon of tubewell water ,
1Kalma GCM, Munshiganj Although drain around the tubewell isthere, it isnot funcbonal due to want of cleaning
2 Golam Barr GCM, Joypurhat Due to ineffectve oudlet, the drain around the tubewell isnot functional and consequenty water gets accumulated around
(already developed under RDP-1 1) the tubewell
3 Consut GCM, Nawabgani Three tubewells with pucca base and drains are there and water can not get accumulated around these TWs
4 Chandabaha GCM, Gazipur There isno TW belonging to the GCM
5 Matrai GCM, Joypurhat Due to want of drain water gets accumulated around the only TW of the GCM
6 Munshibazar GCM, No TW for use of GCM Two TWs, one belonging to the nearby Madrasa and the other to UP office, have no pucca base
,Moulovibazar and drains and as such water gets accumulated around these TINs
7Pathakatha GCM, Naogaon Water gets accumulated around the three funchonal TWs of the GCMs due to want of pucca base and drains
8 Ralbarnhat GCM, Chapai Two functonal TWS are there, around which water gels accumulated due to want of pucca base and drains
Nwabganj
9 RajaniganJ GCM, Sunamganj Water remains stagnant around the TW belonging to the mosque due to want of pucca base and drain The GCM has no
TW of its own
10Rupsha GCM, Chandpur 5 functional TWs, but none has pucca base and drains and consequently water gets accumulated around them
11Samaspara GCM, Naogaon Water can not get drained out due to want of drain and pucca base of the TW
12 Sharoper GCM, Sylhet TW can not get accumulated around the TW as itislocated at the bank of the Sunai River
41
,.i IL_ - IE=- L Case Study Findings of Sample Sub-projects
Name of sample GCM Exishng drainage condibon of tubewell water

13 Upgram GCM, Sylhet Water can not get drained out from the TW due to want pucca base and drain
It can be seen from the above table that all the TWs of the GCMs have drainage problem of their water The
existing drainage condition of TW water is not acceptable and there is a high potentiality of groundwater
contamination from this water. Recommendation is made to provide pucca base around the TW and drain with
suitable outlet to overcome this problem In this regard, it is suggested to install TW at such a location as to
ensure that water can be drained out to nearby receiving waterbodies/low-lying areas easily
2.7.3.7 Erosion of the sample GCMs
Erosion to a GCM is an important area of great concern as the GCM subjected to river erosion has the potential
risk of being disappeared in course of time unless protection measure is taken In Bangladesh many GCMs
were started their operation at the bank of rivers/canal taking the advantages of the waterway transport when
road transport was not in existence. Table 2 9 presents the potential risk associated with erosion of the
riverbanks the GCMs are located at
Table 2 9: Existing potential risk of the sample GCMs associated with erosion of river/canal bank
Name of sample GCM Existng potental risk of the sample GCMs assoaated with erosion of nver/canal bank
1 Kalma GCM, Munshiganj The GCM isfree from erosion of the canal it islocated at Erosion from locai rainfall isalso absent
2 Golam Ban GCM, Joypurhat The Upazila isa flood free area The GCM is not located at any bank of the river/canai and does not have any erosion
(already developed under RDP-1 1) either from river flood or from local rainfall The soil isalso clayey having good resistance to any kind of erosion
3 Consut GCM, Nawabgant The GCM islocated at a location 100m away from the Pagla river meandering in nature, but the nver isstable inthe area
4 Chandabaha GGM, Gazipur The GCM islocated at the bank of Bangshi river that has the bank erosion dunng flood at the GCM side
5 Matrai GCM, Joypurhat The Upazila isa flood free area The GCM isnot located at any bank of the river/canal and does not have any erosion
either from river flood or from local rainfall The soil isalso clayey having good resistance to any kind of erosion
6 Manbazar GCM, The soil s clayey-silt and the GCM Isnot located at any river/canal bank m is free from erosion of any nature
,Moulovibazar_ _
7PaShakarha GCM, Naogaon The GCM islocated wthinthe flood protecvon area of BWDeembankment along het bank of a nver The embankment
has CC blocks at the rnerside for protecbon of erosion
8 Rajbarihat GCM, Chapai The soil of the area Is clayey-silt and highly resistive to soil erosion The market Is not also located at any bank of
Nwabganj river/canal The GCM is free from erosion either from
i ver flood or local raivfall
9 Rajaniganj GCM, Sunamganj The GCM is located t the bank of the Kalna Rrver Although the river at the market locabon has a sharp turn, sbil the bank
Is relatively stable The GCM is not subjected to nverbank erosion
O Rupsha GCM, Chandpur The GCM Is located withinthe flood protecbon embankment of BWDB and free from nverbank erosion
11 Samaspara GCM, Naogaon The GCM gets eroded almost every year from the Atrai nrver,which Is a meandernna river and has bank instablity
12 Sharoper GCM, Sylhet The GCM is located at the bank of Sunan River, a meandering river, which has onginated from hill and has high bank
instability The GCM ISgettng eroded from nverbank erosiontee
of the river for last 314 years and has the potentiality of
bein dsperdIn
qqg " course of time
13 Upgram GCM. Sylhet The GCM IS located at the bank of Plan Rrver, a meandering river, which has originated from hill and has high bank
instability at the GCM locabon The GCM ISgethng eroded from the riverb)ank erosion of the rrver for last 15-20 years and
has the potenbality of being disappeared incourse of tme
It can be seen from the above table that out 13 GCMs, 2 GCMs are located in the flood-free high land and the
remaining 11 are located in the flood-prone areas of which 2 are located within the flood protection
embankment constructed by BWDB. Of these 11 GCMs, 6 GCMs are located at the bank of river of which 4
GCMs are subjected to severe riverbank erosion
Fig.3.8:Distribution of sample GCMs in accordance with

their potetial risk associated with riverbank erosion.
OGCMs subjected to the

_ L
-- L '"'-- -; asevere nverbank erosion
E .GCMsfree from riverbank
erosion
42
.._ G8 D Case Study Findings of Sample Sub-projects
In view of the persistent risk of the 4 GCMs associated with riverbank erosion, it Is suggested to do riverbank
protection work at the GCM locations as priority work prior to the undertaking improvement/development of
these GCMs.

Pollution of surface water associated with waste management of the sample GCMs occurs from improper
dumping of solid wastes and slaughter wastes into the surface water of the nearby streams/ponds Due to high
groundwater level of the sites of all sample GCMs, it is likely that groundwater might have been polluted with
this improper solid waste and slaughter waste dealing Latrines of the GCMs may be another potential source of
the groundwater pollution Table 2.10 presents the water pollution scenario from solid waste and slaughter
waste dumping in the nearby waterbodies of the sample GCMs
Table 2 10. Existing water pollution of the sample GCMs associated with improper management of solid wastes
and slaughter wastes
Name of sample GCM ExDstng water polluton of the sample GCOMassociated wth Improper management of solid wastes and slaughter
wastes
1Kalma GCM, Munshigani The surface water of nearby canal gets polluted from solid waste and slaughter waste dumping into it
2 Golam Ban GCM, Joypurhat Water pollubon occurs inthe nearby ponds due to dumping of solid waste and slaughter wastes, which is used as fish-
(already developed under RDP-1 1) feed
3 Consut GCM, Nawabganj Two ponds within the GCM get polluted from solid waste as well as slaughter waste dumping
4 Chandabaha GCM, Gazipur Water of Bangshi river gets polluted from solid waste dumping from the GCM
5Matrai GCM, Joypurhat Water pollution occurs inthe nearby ponds due to dumping of wastes into it
6 Munshibazar GCM, Water pollution in the nearby pond occurs from dumping of wastes into it
Moulovibazar
7 Pathakatha GCM, Naogaon Water pollution occurs in the nearby canal, due to dumping of solid wastes and slaughter wastes of solid wastes from the
market
8 RaJbarihat GCM, Chapai Water pollution in anearby large pond occurs from dumping of wastes into it
Nwabganj
9 Ralaniganj GCM, Sunamganj Water pollution occurs inthe nearby canal and river due to waste dumping into them
10Rupsha GCM, Chandpur Although the Romar Canal islocated 150m away from the market, it receives water pollution from dumping of wastes into
it
11Samaspara GCM, Naogaon Water pollubon occurs inthe nearby Atrai nver from dumping of solid wastes and slaughter wastes into it
12 Sharoper GCM, Syihet Water of adjacent Sunai River gets polluted from dumping of solid wastes and slaughter wastes into it
13Upgram GCM, Sylhet Water of adjacent Pina River gets polluted from dumping of solid wastes and slaughter wastes into it
It can be seen from the above the above table that all the GCMs have their nearby waterbodies polluted by the
waste dumping.
Fig.3.9: Distribution of GCMS in accordance with surface water

pollution in their adjacent ponds/canals/rivers.
CQGCMs having water polluton

36% 3
*5- in their nearby/adjacent ponds
slGCMs having water polluton
in their nearby/adtacent canals
E GCMs having water pollution
29% in their nearby/adjacent rivers
Water pollution in stagnant water (ponds) is of great concern because this water has a very limited waste
assimilation capacity, compared to the waste assimilation capacity of flowing waterbodies like river There is a
seasonal vanation of waste generation rate and waste assimilation capacity of waterbodies (both flowing and
stagnant water) In the flood season the rivers and canals have high waste assimilation capacity and as such
pollution load does not become so much, while the reverse occurs in the dry season People in rural areas are
43
-r^e, G Case
== DStudy F indings of Sample Sub-projects
habituated with bathing and washing in the open waterbodies If this water becomes polluted there is a high risk
of disease spreading from this contaminated water.
It is suggested to adapt the best waste management practice in the GCMs to stop the water pollution of
the
adjacent/nearby waterbodies. As long as solid wastes and slaughter wastes are recycled, people will
not
dispose these wastes into the adjacent/nearby waterbodies and water will not be polluted Due to high organic
and nitrogen content of these wastes there is a huge potentiality of use of these waste as bio-fertilizer in
the
agricultural lands. This is particularly important in a country like Bangladesh where the organic content of soils
reaches below the critical level, 1.5% against the critical level of 3%.
2.7.4 Technological Options of the Environmental Elements of GCMs

Various technological options lie on for different environmental elements as presented in Table 2 11 For
one
environmental element of a GCM, several technologies may fit, however the final selection of a technology
depends on a number of broad factors such as, the characteristics of the area the technology has been
designed for, technology availability, its operation and maintenance cost and skill-ness required, the required
frequency of maintenance, the availability of skilled manpower to run and operate the technology in the area,
and socio-economic culture of the people. In general a a best technology meets up the following criteria
(1) it
must be cost effective; (2) the frequency of its maintenance is minimal; (3) operating and maintenance cost
is
minimal; (3) skilled manpower to run and operate the technology must be available in the locality, (4) the
technology itself may be income generative, wherever possible No technology independently meets these best
selection criteria and therefore a comparative integrated analysis of the governing factors of the selected
technologies for a particular environmental element is required prior to the final selection of a technology from
them
Table 2 11- Technological options of environmental elements of the GCMs

Items Technological Options Ments DE-MERITS Managementlinstitutional
Arrangement for Sustainability
of the facilibes
Solid waste Simple dumping inio low-lying areas None Surface and -Sweepers to be appointed for
manageme groundwater pollution collecton and disposal of wastes
nt -Market users to pay him and
monitor their acities
Separate wastes into organic and Environment-friendly, income -Air pollution from -Provide training for the people to
inorganic and do barrel compostng' generating and poverty buming of the inorganic perform the works
for organic wastes and bum the reducing portion of the wastes -RTIP in association with Waste
inorganic portion Concem (NGO, inroducer of
-Some training needed barrel composting) can provide
on how to do this necessary training
-Market users to monitor the
workers of their acbvibes
Producton of bio-ferbilizer using organic --Ditto- -Ditto- -Ditto-
wastes Separate wastes into organic
and organic Burn the inorganic portion
of wastes and use the organic porton of
wastes for bio-ferblizer production
through the followng procedures two
holes to be prepared Once one hole is
filled in, that should be covered with soil
and the next one has to be started for
use in the same way Once this one is
filled in, the earlier has to be emptied for
use and so on Usually size of a hole is
made in such a way that it can hold
wastes for at least 2 months
Water Low-cost shallow tubewells for the Cheaper, easily operabon and Risk of arsenic -Market users should take care
Supply/Tub shallow aquifer, subject to the condibon maintenance repairable contaminabon of TWs and do the necessary
that aquder is not contaminated by O&M
e wells arsenic
44
,r. G_ _ D Case Study Findings of Sample Sub-projects
Items Technological Options Merits DE-MERrrS ManagementltnsUtutional

Arrangement for Sustalnability
of the facilities
Deep TWs for the areas having very low Safe dnnking water (free from Installabon cost high, -Market users should take care
water table, use subject to the condibon arsenic) maintenance work also of TWs and do minor
that aquifer is free from arsenic costly maintenance
contaminabon -Maintenance work requinng
much money should be done by
LGED/UP
Latrines Twin-pit latrines Cheaper, can be implemented Risk of groundwater -Market users should look after
easily, performance good contaminabon the cleaning and maintenance
-Gtve the charge of O&M to
some poor for eaming livelihood
on use and pay' (from users)
Latrine wth Soak pit Economic, durable Does not work in high -Ditto-
water table
Latnne with septic tank Performance good, requires Costly -Dilto-
penodic cleaning of septic
tank
Drains Deep drains Requires less space for their Blockage to drain -One sweeper to perform the
construchon occurs, requires cleaning operabon at least once
frequent cleaning after heavy rainfall
comparatively costlier -Market users to pay him and
monitor his activibes
Internal road-cum-drainage Depressed road used also for None -Depending upon the situation
drainage storm water Wastes one sweeper can be appointed
and sands cannot be for looking after and doing
deposited on road Requires cleaning of the road
occasionally litte cleaning
Tree At open spaces near the sheds Shed-tree, keeps the sheds Roots of large trees -LGED/UP to plant the trees
Plantation cool and gentle breezed close to the dunng market improvement
structures/sheds may -Market users should take care
cause damage to of and look after the trees
foundation
At open spaces between on the open Shed-tree, keeps the yards None -Ditto-
sales yard cool and consequently
provide comforts for the
__________________________________
sellers
Around the GCM Good, do betterment to None -Ditto-
environment, have resource
values (fruits, bmber,
firewood), erosion protection
2.7.5 Proposed barrel composting for solid waste management in GCMs of RTIP
Barrel composting for solid waste management can be the best option of the solid waste management in GCMs
of RTIP Barrel composting ts a composting technique involving aerobic digestion of organic wastes and
therefore is almost free from bad smell It is income generative and solves the solid waste management
problem at the source level It recognizes the potentiality of resource recovery from bulk volume of organic
wastes and provides opportunities for income for the poor who are interested in such income generative
activities.
Waste Concern, a research based NGO In Dhaka, has successfully implemented the barrel composting
technique in two slums of Mirpur, Dhaka. This composting method is based on Sri Lankan model, which is
being successfully implemented in Colombo
LGED has a plan to replicate this model in their growth centers and has incorporated this model in their growth
Center Planning Guidelines
As per Waste Concern's model barrel composting technique involves the following steps:
A 200 litter of barrel, which is made perforated enough to allow airflow in the barrel The barrel with a lid is
placed on a raised base with concrete ring. Wastes are separated into organic and inorganic, and organic
45
. D Case Study Findings ofSample Sub-projects
Rural Transport Improvenient Project
portion of wastes is dumped into this perforated barrel and the inorganic portion of wastes is kept in a separate
pot for ultimate disposal. In a barrel, under aerobic condition, which is maintained by the natural flow of air, the
organic waste decomposes into compost in three months It has been found that this compost has a good
quality (nitrogen 1 3%, Phosphorous 0 62%, Potassium 0.8%, pH 7.5).
Due to bulk volume of organic wastes generated in a typical growth center several barrels may be required in a
GCM Poor people can be given charge of waste collection, sorting and compost making using this technology
Initial support for the establishment of barrels may be given from the project. Cost of a typical barrel along with
civil works is around Tk.1800 A total of 20 barrels over their expected lifetime (5 years) can earn about
1,12,000 Tk.
Once the compost is produced, the marketing of this compost has to be ensured. In the rural areas there is a
high demand for compost for use in agricultural lands Alternatively a strategy can be fixed to ensure the
marketing of these compost involving large compost-dealers of the country.
2.7.6 Guidelines for Estimate of Environmental Services and Their Location

Suitability
Guidelines/pnnciples as shown in Table 2 12 have been recommended to follow in the 'Manual for Growth
Center Planning' prepared by LGED and hence these have been followed in the preparation of the planning
map for estimate of the environmental utilities and their location suitability as shown in the attached map of
individual sample GCMs (Appendix volume)
Table 2.12 Guidelines for the estimate of environmental utilities requirement and identification of their
location suitability
Item Desigh.standards . . Location suitability
Water supply * must be at least one Tube well . within 50m from any point of the market
(TW) for a GCM * distance between a TW and a sanitary latrine
* must be one for 1500 target must be more than 15m
visitors
Sanitary . must be at least one for a GCM . must be within 100m from any point of the
latrines * must be at least one for use by market
women if they visit the market . Safe distance between a sanitary latrine and
. must be at least one per 1000 its nearest TW must be more than 15m
target visitors
Solid waste . 1 dustbin per 1000 persons. . Dustbin if constructed for a GCM must be
management * Barrel composting is the new within 25 m from any point of the market
technology suggested for the
GCMs
Storm water As per site requirements . Drain layout must take the advantage of the
drainage natural slope of the ground
Slaughter * At least one for a GCM where . Face of the shed towards north so as to allow
shed slaughtering is done the slaughtering of animals towards westward
(required from religious consideration)
2.7.6 Operation and Maintenance Aspects of GCMs
Government has recently issued a circulation in Bangla (July 2003) regarding Growth Center leasing,
responsibilities of the concerned authority in line of the leasing procedure, leasing activities, operation and
maintenance activities of GCMs All GCMS will have to operate in the line of these issued principles The
translated English copy of this published circulation has been attached as Annexure-1 of this report
The following figure shows the power structure of the Upazila in respect of the market management, operation
and maintenance and the team formation of the management committee at Upazila and individual market
levels
46
URe G SE DStudy Findings of Sample Sub-projects
Case
* It is seen that from the structural context of the market management units both at the Upazila level and the
market levels, the units are strong enough, in practice these units remain non-functioning because of the
following reasons:
Up,%vqiazilli N1 kirai'A-
eve
-r
'tcis t lete &onit
vihnt
. -
;e -, U-3Z
' U CNunerosupn
- - '
wi fa rhe NIiA at Man39r-ment Committee at mne

-,
-rnU3a.}
markCet
' -
.-
.
-
sTOii Ismah
Writ Upabzla Managemient Comimil1ee attr,e Upaziia
Market rManagement Committe'eat President' ;.Upz Ntrbahi Offic*r(UNO) p1-

the Upazula ev.el I entb&t'2 ; a -,-'
,'Meffib6r43r eChaiiIsr&of'alI Uni6iri'Pirishads--"
The committee will nieet together atleast once ina m i b %Th6 erespecn
Nens
at
APhee bose
!oko,,it
(hp-managernent lo fl. a 1 ________ _____sdi__c________ -_______
.M a0lGCMs i,thin rst upaita-.o .> *
ifi*trna,rnnc&dues otw;>; i MthfibbT4 r uOnehb e7rniefrr fofUaD
.:. . Dicussk;and approve thiFsdveslopmenir anda mtenancd t C
-- ptan.preparedDy,tle marhetrmanagemenit cxmmiUee atlsae
i_e .,d.S 'idistrct' ..
4
Ensure rejuta meunq of al rtrel 'ro-ran,gemeni

. comrmnees al te markei ieve , i i,-'';: ,- b.
o keep a-ciose l0oi at ilrtPresponibiiities 01the mart! .'As;istant C&fmisti6ner,(Land)rMsK4t
WMember'O!d
b[ased marked managemnent "cmmitee *|
-- 9 2 StiSecretary 5wt'-c-tt-JW5ifr
, >~,._*t . -
.,:iTorrmloWnDLct
D6 respecbve dsUn regularla. ofits.
actwrtr: ol the rm 3ari management comrriittse and Upaz1a'
," rker
liintKeg-grabn comrrmiuee and peormn 'actvitries in
accordance r, n uaLeaie - .u- .-3; _rdj
* ,Ensure vou rove sor, i apprrived rales
Keep a do;ioe.looti3ltr,e 5ecCe idno di.cipines of. tre
1-.
Marhkdt Maiiariement Committee at the Market Leiji 74 --PreWe't 'Eiected;president from Ufepein
I ~~~~r6'shopkeepers,,of~the?,respecUve
* Preparaton and subnii,sr.n cf tre annual developmeril pl3n ; rke p ,}
, ,'the GCM: rn; aemv-c i aIlr.raitd taru'MPmber phr.dq inlo'nef&;ted,.me ter'-bgfrerth&e'eTman6nt
r ' lespecive
GuM i lS-25ti td Uhe lea.,e saluCiel
-'--;;, -, .. , shopk&ep'r?6fthes'e'f-peatie marke--. x '
Superision-.and montionng of Ihe activiiesol0-me tuoll Member - , LIP mnibe-'ftthejrespe tnve,wardb
e
,"Colieclorsa - C stcti' KC ' -
Prohibit
attic -- f-mneoolionince':s
ensure
s ofthe approved -'ratd
runrS fla bem olived
-[hai.,.-bers 'Hh
tadr
.led-- K,-repci i
wd~~.tk4L t ;te
ts
-'; lduty evmplea fronsn tu ccil[ectlon .enei d0nA',epele'cted, Smednbet.*f(on2he?;

* Keep the marl'e dcean andithave a dcse obervaonilo's to e
,neaithottsemetuer'--'' I Member ''mt LGEDe
*''.'The coMmmittee mustrmeethtveihr ahl1easi once.-'in a montlh _____.~..
to discus" toe cierason l ll cn, r aintenace and emberes
e1*
de9eMpn
uf wisromiee-,naI,businessmen
WhO have been
; reardeotheenrlret C
ortumiete aotile U a ,the;rnakettemipo6rty
doing business fot!.
I ~~&Idd stt3rontiv 7W>-tY
-Q.~~~
Ensure the trainng facli,rles lui tmele,rale leabderj O, s -l ef '.m i
.~~~~~~~~~~~r 4t%vr . -Jikt&a .we . J :~P,_v;t lC

11
;A---. ,,
-- r- ,: .. ,,i,;,,,Memnber smtels5ftimthedprnn,
f' eO'5ete'd
etaide,rs-
rf,.
E -i tri,..s' otbUjnie'frm'e'
Fig.2.7.1 Upazila Organogram in Respect of the Operation and Management of GCMs
4
___ G Case Study Findings of Sample Sub-projects
* The committee members do not know their exact roles and responsibilities regarding market operation and
management This happens due to the fact that the papers are not distributed among them and they also
do not ask it from the UNO office.
* Although the administrative powers are given to these units, they remain inactive because the financial
power ultimately remains on the UNO
* In most cases the committee do not meet together to discuss the problems of the market, because of
laziness and because they are not financially gained from such meeting
* Due to poor/lack of environmental awareness/education among the market users/managers, many

environmental problems in the market are simply ignored or they are underscored in the operation and
maintenance.
* The leasee does not care for the cleaning of the markets and maintaining the environmental utilities of good
condition, because he is not punished for it although the punishment clause is in the leasing contract
The following principles may work well for ensuring good operation and maintenance of the markets.
* The responsibility of the cleaning and maintaining good environment in the market must be given to the
market users, particularly the permanent shop-keepers who are the sufferer of the environmental problems
of the market regularly and who feel the importance of the requirement of improving the situation The
allocated 5% of the lease value from the leasee can be expended in this respect, releasing the Leasee from
his responsibilities of cleaning the market
* For solid waste management, income-generating options may work well. When the wastes will be treated
as resource, people will not waste them, rather will collect them for resource generation.
* For maintaining hygienic condition and functional quality of a latrine, the latrine can be given to some poor
who will clean and keep it in operating condition on 'use and pay' basis
* For maintaining functional drains, deep drains must be avoided as they are used as line garbage pits in the
absence of proper cleaning operation. Instead, drain-cum-internal road (depressed road without any side
drain and with maintained appropriate longitudinal and lateral slope) must be constructed LGED has
implemented this type of structure in some GCMs in Faridpur under RESP (Rural Employment Sector
Program) and have experienced good results
It is always better to go on implementing the suggested measures in the markets on pilot basis to see the
results and then go on for replication of the results, if really found suitable in the social, cultural and
geographical context of the market to be brought under intervention
It is important to note that several solutions/options regarding a particular environmental problem of a market
may be considered and found suitable Under such a situation some markets may be considered for
intervention with these options and monitoring results during operations of these markets can be analyzed in an
integrated way so as to reach the most suitable option that is economically feasible, technologically sound and
easily operable, locally manageable, culturally and politically acceptable, etc. It may be that a particular single
option may not meet up all of the above requirements and hence a trade-off analysis among the considered
options may be required
48
IL_ C- QE=- D:0 Case Study Findings of Sample Sub-projects
Rural Transport Improvement l'roject
Table 2.13 Environmental Issues, their Impacts during Operation and Maintenance (O&M), O&M issues and recommendation for their
improvement
Environmental Likely market condtions Impacts Operabon &Management Issues Recommendabon for improvement
Issues dunng after development if
O&M measures are not taken'*
Storm water and The drains do not function + Health impacts of the I Deep drains attract garbage/solid waste to be placed on it, which is a (i) Instead of deep drains internal road-cum-drains
sludge drainage due to lack of cleaning market users design and planning issue wit appropriate consideration for drain outlets
operation * Reduces the effective 1i Drains are often constructed without consideration for outlets must be designed during planning and design
market area during iII Due to lack of monitonng and supervision off the market from stage of the markets
drainage congestion supervisory authority most leasee do not want to spend money for (it) Banik Samittee must be made more active with
cleaning of the market a free access to the decision-making teams
Iv Banik Samittee (Trade Union composing the permanent shop-keepers) (MMC at Upazila and market levels)for the
who are the worst suffers and manage many environmental problems markets
informally with their own initiatives do not have any access to the (Ill) A 5% of the lease money (as suggested in the recent
decision making relating to O&M of the market govemment circular) from the leasee can be used to meet
v Both the market management committee at the Upazila level and market up the remuneration of a sweeper appointed in the
level are found ineffective and no-functional intrue sense cleaning operation of the market under the supervision of
the Banik Samittee
Solid waste Solid wastes are not * Health nsk of the market I No established solid waste management system found in the markets (i) An effective solid waste management system involving
management collected and treated users through disease Simply construction of dustbins isnot an effective solution--in absence income-generabon (compostng) under the direct
properly-solid waste not contamination from solid of the routine cleanng of the dustbins they themselves become the great supervision of the Banik Samittee can be placed in the
considered as waste nuisance and health hazardous to the market users This is a design, market with the actve involvement of some poor who will
nuisance/trouble * Affect the Aesthetic and planning issue, which should be solved dunng the design and earn money and operate the system
something quality of the market planing stage of the markets (ii) Some expenses of the operabng system can be met up
severely 1i Items (III),(iv)&(v)of the boxl of this column are applicable from the 5% of the lease value from the Leasee of the
market.
Drinking water Lack of maintenance often * Health nsk of the users of I No water quality test is performed pnor to the installation of the tube (i) The Banik Samittee must be given some responsibilities
supply lead to the nun-functional the tube wells wells and dunng O&M of the markets from the concemed authonty to look after this issue with
tube wells Lack of test of it In absence of proper monitonng and supervision mechanisms and lack minor repairmen/maintenance works done by them with
water quality including of distribution of the rolesiresponsibilities to the informal root level their own cost/from the concemed authonty
arsenic put users at health market management committee (Banik Samittee), once a tube well (II) LGED/UP must conform the water quality standards set by
nsks becomes out of order, no body takes any inibative to make itfunctonal the government as well as do the water quality testing
II Items (Il), (Iv)&(v)of the boxl of this column are applicable especially arsenic once in a year in dry penod
Cleaning of Sanitary latrines are not * Severe health IV Sanitary latrines are often under and poor design that leads to the (i) Sanitary latnne of one sample market from each divisional
sanitary iatrines cleaned and maintained implications if latnnes are frequent/early filling of the septic tank region of the project area can be run with the mechanism of
property often leading to closed and people are v Users are often careless in using the latnnes property-they do not flush Use and Pay Basis Under this mechanism one/two (as
the non-functionality of the bound to open out the excreta due to lack adequate flushing water and flushing system appropnate) persons can be given responsibilites of
latrines becoming defecation, nsk of making the latnnes unsuitable for use by others In absence of proper maintaining the latnne in good and useable condibon with
nuisance to the market surface water monitonng and supervision, once latnne becomes non-functional, no beanng of all relevant expenses for O&M (in addition to a
users contaminabon (surface body takes any care for making them functional portion of the money from the 5% of the lease value) and
water widely used in the VI Items (ii), (iv)&(v)of the boxl of this column are applicable charge a nominal amount from the users If the research
rural areas for various results are found replicable, the other markets can be
purposes) brought gradually under the same mechanism
Based on the consultant s personal experience gained through extensive field investigation and consultation with the local stakeholders during a Growth Center Study conducted by ISP of RESP dunng 1998, of the improved markets under
different prolects including RRMIMP-II
49
___-- 1 G Case Study Findings of Sample Sub-projects
2.8 CONSTRUCTION OF GHAT/JETTY AT RIVERBANK
2.8.1 Baseline Condition and the Key Issues Associated with Ghat Improvement
Table 2 13 presents the baseline condition, key issues and the recommended suggestions to get rid of the key
issues/problems for the sample ghat improvement sub-projects
Table 2.13: Summ ry of the key findings of the sample GCMs

Name of the Ghat Baseline condition Key issue Recommendation
Zamsha ghat, Kaliganga * Stable riverbank . Approach * Ghat along with approach road
River, Singair, a Round the year river navigability road needs improvement
Manikganj . 520 mechanized and non-mechanized boats and needs * Khas land to be made available
cargo on hat-day of nearest GCM improvem
* 560Gm2 land, no khas land ent
* No TW, latrine, solid waste management system, * Khas land
rainwater drainage facilities and rain-shed availability
* Kucha connecting road with the nearest GCM
Bangal ghat, Bangali * Unstable bank and bank erosion at the ghat * Bank * Detailed engineering
River, Sarfkandi, Bogra location instability investigation to define the type
* 8 months river navigability * Approach and extent of riverbank
* 90 mechanized and non-mechanized boats on hat- road protection work required prior
day improvem to the implementation of the
* available khas land for ghat improvement ent sub-project
. No TW , latrine, solid waste management system, * Approach road needs
rainwater drainage facilities and rain-shed improvement
* WBM road connectivity with anearby road
Chandgram ghat, * Stable river bank, siltation of the river at ghat * Siltation * Detailed engineering
Barlekha, Moulovibazar location of the investigation to identity the
. Round the year river navigability river at possibility of loosing river
* On hat-day 8000 kg paddy, 1000 kg other the ghat navigability at the ghat location
agricultural products, 200 kg cement, 50,000 kg location and the amount of dredging if
sands and 20 cows required
* 180 m2 available khas land
. No TW, latrine and rain-shed
* Ghat adjacent to aGCM
Kolakopa ghat, * Unstable bank . Unstable * Detailed engineering

Sitaluxmia River, a Round the year river navigability river bank investigation to define the type
Nwabganl, Dhaka * 338 mechanized and non-mechanized boats and and extent of riverbank
cargo protection work required prior
* 4 acre available khas land to the implementation of the
* No TW , latrine, solid waste management system, sub-project
rainwater drainage facilities and rain-shed
* BC and HBB road connectivity
Toknayan ghat, * Unstable bank * Unstable --Ditto-
Shitaxmia River, * Round the year river navigability bank
kapasia, Gazipur . 270 number of mechanized, non-mechanized boats
and cargo on hat day
* 300 m2 available khas land
. No TW , latrine, solid waste management system,
rainwater drainage facilities and rain-shed
. Adjacent to aGCM developed under RDP-1 1
Azmirganj ghat, * Stable bank * 183 m * Construction of 183 m long
Azmirganj, Hobiganj . Round the year river navigability long approach road Is
* 600 number of mechanized and non-mechanized approach recommended
boats road to
. 3000 m2 available khas land develop
. 7 residential hotels and 18 tubewells, but no public
latrine, solid waste management system, rainwater
drainage facilities and rain-shed
* 183 m long approach road needs to develop to
50
,r-- e
G IDCase
Study Findings of Sample Sub-projects
Name of the Ghat Baseline condition Key issue Recommendation

connect the ghat with a 1 km long road towards
Azmirganj Upazila H/O
It can be seen from the above table that all ghats lack in basic environmental services like water supply and
sanitary latrines, solid waste management, rainwater drainage facilities and rain-shed. Moreover some of the
ghats are located at the unstable bank, which means that ghat improvement should address this problem in
addition to the construction of infrastructure.
2.8.2 Aspects of the Ghat Improvement

The selected ghats of the RTIP are in operating condition, however they lack in the required facilities to facilitate
the loading and unloading of the passengers and goods The main objectives of the ghat improvement are to
provide the required facilities along with some other measures to protect the provided facilities, to develop the
approach/connecting road for smooth transportation of the goods, and to provide some basic environmental
services like water supply, sanitary latrines, drainage facility, solid waste management The following are the
key aspects associated with a ghat improvement
* River bank stability

* Navigability of the river
* Traffic volume
* Land availability
* Environmental service facilities
* Road connectivity
2.8.2.1 Riverbank stability

Out of 6 ghat sample 3 ghats are located at the unstable riverbank, which means that measures are to be taken
to protect the constructed facilities for these 3 ghats
Fig.2.1: Distribution of sample ghats in

accordance with their riverbank stability
oGhat at the instable

riverbank
Eghat at the bank
sublected to siltation
oGhat at the stable
bank
Bank instability occurs from the local scouring and bank erosion that tends the bank to move towards the land
and is a function of morphological behavior of the river as well as flood flow The rivers with bank instability at
the ghat locations are meandering in nature, that means at one bank they tend scouring while at the other bank
they tend to get silted up It is experienced in Bangladesh that in many cases protection against local
scouring/erosion does not work well since the reasons behind such scouring/erosion lie on others Therefore it
is highly recommended that a detailed engineering investigation be made to define the type and extent of bank
protection measures required for each ghat subjected to bank instability, before going for the final
implementation of the proposed facilities
51
,w W__G Case Study Findings of Sample Sub-projects
. .:Z:._.I.-w-:._-_.::~;
.:. .......
Rural Transport lmprovemeni Project
2.8.2.2 Navigability of the river
Despite a significant seasonal variation in water levels of the rivers, except one river all the rivers containing the
sample ghats have boat navigation throughout a year This indicates the effectiveness of the ghat improvement
2.8.2.3 Traffic volume

Seasonal variation of the waterway traffics as well as variation with respect to hat-day and non-hat day of the
GCMs the sample ghats serve is there. The variations originate from the seasonal variation of the agricultural
crop productions as well opportunities of trading in the local markets There is also a significant difference in the
traffic volumes of the sample GCMs as shown in Fig.2.2
Fig.2.2: Distribution of sample ghats in

accordance with waterway traffic volume
Elrnechanized and non-

nrchanized boats
90-200
-- 5 nmchanized and non-
@-q_. --
; rasl
mechanized
boats>200-400
_r nmechanized and non-
mrechanized boats
>400-600
2.8.2.4 Khas land availability
Khas land availability is a pre-condition for ghat improvement Except one ghat all sample ghats have available
khas land for their improvement. These ghats have khas land available in the range of 180-5600m2, which are
assessed as enough for the construction of the ghat facilities under the RTIP
2.8.2.5 Environmental service facilities
Environmental service facilities get less importance compared to the importance of the development The
sample ghats lack in the basic environmental services like water supply and sanitary latrine, solid waste
management, storm water drainage
2.8.2.6 Road connectivity
Road connectivity of a GCM is a determinant that indicates the potentiality of the marketing of the transported
goods via ghat. Except one ghat all sample ghats have road connectivity, but the condition of the connecting
road is not good This means that improvement of the connecting road should get equal importance as that of
ghat improvement
52
a-- W__IFE. mzw ~~~~~~~~~~~Case
Stuidy Findings of Sample Sub-projects
Table Al Environmental settings of the 1Si year roads (L=length oftiheRoad, WaAverage width of the road, s= batterslope of the road embankment,RL= Reduce level ofthe road, HFLa High Flood Level)
U, 0 0~~~~~~~~~~~~~c.
0 C a,~~~~~~c
01
E cx
co 'M~~~~~~~~~~~~~~~~~~~~~~~~. C
e
r-
.2a 11 - -E :3-
0c
z 2 m
cra, mu ' < F 0 a, )C C0 ~0
Birgram_Khama- L=6 88km, High flat land, Flood free, drainage congestion 7 roadside None None No forest Irregular roadside Clayey soil, Korotoa Bncklields
Majyrahat, Bogra W=6 8m,h=lm, 56Wm through between Ch 1+180-1+280 ponds and area, 3000 borrow areas, Roadside River 3km 3km far
Sadar, Bogra s=l 15, RL=17m, agricultural lands one long number some already low- far from the from the
HFLal 6m drainage roadside converted into productive road road
canal trees ponds agncultural
lands
Dhupcnanchia- L=13 15km, High flat land, Flood free, drainage congestion 15 roadside None None No forest Irregular roadside Red cdayey River 1 km Three
Tindighi-Namuja, W=7 21m,h=l 2m, over 90% of road between Ch 12+800-13+126 ponds area, 5200 borrow areas, soil, roadside far from the roadside
Bogra s=1 1, RL=16 65m, through number potentiality to non- road bnck-Fields
HFL=1 5 30m agncultural lands roadside convert into ponds agncultural
__________________________________ ________________ ~~~~~~~trees lands_ _ _ _ _ _ _
Sanakandi- L=13 35km, On protected Protected Floodplain of mighty 28 roadside Rain-cut of Ghat adjacent to No forest Roadside non- Silty-sand Chartands Bnckftelds
Chandanbasia, W=3 93-7 21m,h=1- low-lying Jamuna and Bangali Rivers, ponds and the road at the groyrne
shortlYarea, a agncultural lands soil, roadside and lkm far
Sanakandi, Bogra 3m, s=l 1-1 3,below floodplain, Roadside drainage congestion at few marshy some CDnnected With large non-/low- nverbeds of from the
HFL malonty through locations wetlands at locations the road number of productive Jamuna and road
agro-lands few locations roadside agncultural Bangali
___________________ ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~trees
lands IRivers
Sultanganj- L=9 15km, W=7m, Low-lying flat Low-lying floodplain of the Korotoa 10 roadside Rain-cut of Boat No forest Irregular roadside Silty-sand Riverbed of Br:ckfields
Perirhat, Bogra h=l 2-1 5m, sal 15, land, 6 5 km nver and free from annual nver- ponds the roads at communication area, 4500 borrow areas; from Korotoa nver 15km far
Sadar, Bogra RL= 17 62m, through agro- flooding, severe roadside drainage some over Korotoa, roadside some already roadside close to the from the
HFL=17 02 m lands congestion dunng heavy rainfall at locations proposedfor a trecovtdinofs- brnlas rodod
few locations pridgec
frmopr reonvetds it h arn ad adra
Dhaka Ancha L=8 5km, Low-lying flat Low-lying flood land, drainage 5 roadside Sandy soil, Boat No forest Irregular roadside Sandy soil Riverbed/Ch One
Highway- Wa6m,h=2 85m, land, 2km congestion and watertogging at some ponds rain-cut of communication area, 900 borrow areas, from ariands of brtckfields
Kalatipara GCM, s=l 125, throu.gh agro- roadside locations the road over the water roadside roadside Padma nver, 50 m far
Savar, Dhaka RLalO 2m, HFL=1O lands course trees barren lands at Ancha from the
m _ _ _ _ _ _ _ _road
Dhaka Aricha L=4 5km, W=5 2- Low-lying flat Low-lying flood lands, road gels Drainage Silly-sand, Boat No forest Long roadside Roadside Riverbed/Ch One
R&H- 6 5m,h=2 5m, land, 3km damaged due to annual flood canal along road receives communication area, 400 regular shaped barren lands artands of bncktield
Mavar,hakana s=1l 3m2, lands aro strthem f dult
ae actsion over the water roadside borrow-pits has the Padma river, 30 m far
Savar, Dhakalands
RL=10
3m, walero
stretches o~~~~~flood of course, no trees potentiality of being at Ancha from the
HFL=1Om the road fodwtr water course into drainage canal road
crossed by the
road
Kaliganj-Jamalpur L=3 65km, High flat land, Flood free land, waterlogging No wetlands Silt-clayey None No forest No borrow-areas, Roadside River bed 1 One brick-
Road, Kaliganj, WaS 45mn,h= I 75m, majonty of the between Ch 0-+850-1+250 due to soil, slight area, 4000 source is the non- km far from field 1 km
Gazipur s=l 1, RL=7 85m, road through depressed area erosion to roadside roadside high productive the road tar from the
________________ HFL=7 25m agricultural lands _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ the road _ _ _ _ _ _ __ tress lands high lands __ _ _ _ _ _ road
Kapasia- L=l4 3km, W=l 82- Flat topoqraphy, Some parts get annually flooded, no Three Silty-sand, Boats plying No forest Regular sae Roadside Riverbedsf A nu:mbe
53
1L_ e-- NE5 0=0- ~~~~~~~~~~~Case
a ~~~~~~~a
a) .0
UCy
.0
co
.0
C
~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~C
0 a" (/2~
~~~~~~~CDa0
00)
a) 2 ~~~C:)2.0.0am) 0 -co)
2.0(a.0.0
a) CD a) ~~~~~~~~~~~~~~)
a O -0 C )fC
CD
cg m~~ C_
a)
-m
La)
m2 C>
2 0
.00 it) 'a2
co 8 rn z
LU -0r8. m. C2 CD2 cnco
(/() 0
Monohordi, 3 67m,h=1 5m, partly on drainage congestion, no waterlogging natural rain-cut
Kapasia, Gazipur to over theflooded area, 7200 borrow-pits having non- char landsof
s=1 15, RL=8 5m, floodplain, wetlands the road area dunng roadside potenbality of being productive some 05 km bnckfields
HFL=8 75 m majority of the supporting monsoon tress into fish-pond lands far from the 1 km far
road through fishenes
agro-lands road from the
__ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _
Balirteck- L=3 01 1km, Floodplain flat Annually flooded area, no drainage 2 large
_ _ _ _ _ _ _ _ _road
Silty-clayey None No forest Irregular shaped Ditto Riverbeds Brick-field
Honrampur Road, W=2 75m,h=3m, land, agncultural congestion, no watedogging ponds soil, rain-cut area, 2000 borrow areas and 3 km from
Manikganj Sadar, s=1 125, lands
Manikganj roadside sandbars the road
RL=9 24mn,
tress 1km far from
HFL=8 40m
Ghior-Jabra, L=8 4km, I _ __ _ __I_ _ _ _ _ I__the road
Low-lying flat Annually flooded area, majority is 15 roadside- None None No forest
_ _ _ _ _
Ghior, Manikganj WU3 96m,h=0 95m, Regular shaped Ditto Taraghat Some
land roadside agncultural lands ponds area,
s= 11,Rlbelow HFL borrow areas, can and Aricha bnck-fields
roadside be converted into ghat 10km 5 km far
tress fish-ponds and 20 km from the
respectively road
far from the
Munshibazar- LnlO 25km, Very depressed Annually river flooded, drainage road
Haor, beels Erosion Barrier to boat No forest Irregular roadside Ditto Very good Bnck-fields
Mokamba7ar, W=3 05m,h=0 8- flat land congesbon and watedtogging between such asChara, caused by movement
Rajnagor, 15m, s=1 1-1 area, 140 borrow areas quality of are10 km
15,5 cultivated for Ch 35-5 5km Burbur. Bara,wave action between Ch roadside
Moulovibazar km under HFL covered by water course farfrom the
paddy dunng dry Doelua Hingua o flood 5 56-5 90km tress
season l>esRivers hait damages sands from road
Burijhjn, water and Ch 6 45- crops nverbeds
Msnia 7 5km
Betka-Tongiban, L=3 85km, Very low-lying flat Annually river flooded, 15went under 16 roadside Silt-clayey No disruption in No forest Regular shaped Ditto Sandbars of Bnck-field
Munshiganj W=5 5m,h=4m, land used for water dunng 1988 flood, receives ponds and soil, receives boat area, Large roadside borrow Meghna 5km far
s=1 15, RL=6 5m, agriculture duning drainage congestion one long no significant communicaflon roadside pits at some River 15km from the
HFL=7m dry season (161 m)canal erosion trees locaflons far from the road
Lauhajang- road__ _ _ _ _ _
L=2 2km, Low-lying flatAnnually flooded
by the
Padma River,2 roadside Erosion Small boats
Goalimandra Hat, W=4 46m,h=l 8m, ply No forestLong roadside Ditto Sandbars 4 bnck-
land, one side road went 06 m under water dunng ponds occurs at over the area, 1000 borrow-pit in the
Munshiganj s=1 1, RL=6 4m, long canal and 1988 flood No drainage congesbon and fields along
limited floodplain roadside form of canal nverbeds of the Dhaka-
HFL=7 6m the other side and watertogging sections dunlng monsoon tress
human settlement Meghna Mawa
during heavy River 4km Highway
rainfall far from the
Sreenagor- L=8 723km, Low-lying road
flat Low-lying floodplain annually river- Low-lying Sandy soil, Small boats ply No forest Regular shaped
Tantar, W=5 05m,h=l Sm, lands flooded No drainage congestion and Ditto Riverbeds Bnck-fields
flooded rain-cut over the flooded area, No roadside borrow and
Sreenagor, s=1 1, entirely went waterlogging 15 km far
areas harbor land roadside pits covered by sandbars
Munshiganj under water during from the
aquatic birds trees water hyacinth some 10 km
1988 flood road
and fishenes farfrom the
____________________________
~~~~~~~~road
54
IL---1E=87 Case Study F-indings of Sample Sub-projects
co ~~~~co 0o w w
0 0) 00 0 a 0
4)a co~ ~ ~~~~o c
Kaliganj,
Rant WE24,= ,
E 0~~~F
7k thrug dnn 1988 and 199 flod Coh77 ol o ba are,16)ra oee yadi h
7+85la0km ran-cut by tera re ao ie
Chatpkra- L=3953km, Low-lyingt flatd Freed from

annig alnd,er flooding
l du
to 1 5 t Hkm
eFirst hlayysol,yeNavdigationn No forest Somdie iorregla Ditto Riverbeds Bfour d
(Kaognjobn, Rai s=6 14,= n through drainage conesio and fod a98 va7st eosion to moa reurdf
Noadevar,
Noan re10,000 6 areas covered by sandbr bnck thed
si1Rod bve agricultural lands wriate oggngesinatural80- 8k te ro ad-n the bomndgeove roadside
Naogaon water hyacinth 0ha5kmd ofa (Oh 10,1
wetlands/850stretchest
in thebeed trees fromr thver1 , 3
beel ~the ~beel~area ~ ~ ~ ~ ~ ~ ~ ~ ~ ~~~~~~heroad
KaChant GO- L=km,3
53 m,hm Low-lying flat Annufomally
nver
a flooded,no
dranae Nones 5k Er siontol
Cae avOOm ofn h No forest Some irregular Ditto Riverbeds Nou
Mohandepar R&H 7RLm, h=2m, land, agnuetra9% lc wmatermoegin
pongestionan al goshongg heminroa u ceroadnterofaces area,
RKgnjobn, shapedderoadside and roadside
landsthonglo-yng teroadida
e cneto ad a vst rsinto wave equthdboat l6l8oads borraowvareas b sandbars of bnckfields
Mohadevpur, agrihometerlandsondg aeogn aua floododswaterer
h od h
Naogan Riverhsomefr (h ,
welands strtchehightelandstres1fkm tar 1 , 35
beel the beel area ~~~~~~~~romath
Kantchan C L=158km, Wmhm Low-lying flat Annually river flooded, no drainage 19n rodi E rSadysilnto None ofte No forest
Anandabaara,&H s=6RLm,sHFL=, Some irregular Ditto Rierhnbners No
land, Low-ulyingl congestion and nwatertogging pondsthesoil Ran-ut oditrae area, 550 shaped roadside
Runagaonj L=, lagncuonltura-lainds somn2dk roadside
h oasd tofh roade thot roadsid borrow-pitas
Narayanganj Fr58 andas roadsidee fadars
f omfh brickfields
omuncaon d tress rotadahy
homesteads o lo aerRvrsm
Tadhobdi-Khana 95km, Low-lying flat Annually niver flooded, 4o8kminwen 69 roadside Sandy-silt None
Anandabangdi No forest Some irregular Ditto 20ghkm favr 6Nmo a
W=635m,h=l 1m, land, 35kmyin uondertoadn water
uig 98foodin o ponds soil, Rain-cut area, 27500 saeroadsideborwfom te f0km
romdsthe
Sonargon, s=1 1,2m 68m, agcuthrughdaiaeaogeto anddstof the road
Naraynganj HFL=7 im roadside aoreawpis faroad th broakied
agncdtroaladsi wtedggn treessra
Mahobpur-Khanara L=5958km, Rowllingupland Annuall river floodoccur inlw-lyng On wodietlandOayeysoil, None No forest Roadie borrowlaDitto 20 km tar Nor fa
Balaboo, Shibpur, W=3 6- area loom tar erosion to area, 1800 areas having from the roadside
Narshingdi 57rm,h=0 8m, from the bridge roadside potentiality of being road bnckfield,
s~'l 15, RL=l0m, road, road approach at trees into fish-ponds bnckfield
HFL=693m isolates 2000 Oh 4 8km located
acres fish l1km tar
habitats from the
Chowgram- Lz7 69km, Low-lying flat Annually nver-water flooded No
~~~~~~~~~~~~~~~
Majority of Clayey silt 5-6 km of the No forest Continuos large Roadside Riverbeds/O Brick-Fields
Kaliganij GO, W=5 8m,h=2m, land used for drainage congestion and roadside soil Erosion road interfaces
Singra, Natore area, 2200 size roadside non- har lands of 10-15 km
s=l 05-1 1, agnculture watedogging areas remain to road from boat roadside borrow areas productive the Padma far from the
RL=12 6mn, inundated for wave action communication tress lands and Bagali. road
55
MW^L. at, G_ U D vase muoy i iriaings o0Sample Sub-projects
Ej s ; : -.-9 :-:~~~.:: ..... ....
0 c~~~~~~~~~~~~~~~~~~C>C
CD a ~~~~~~CM 0
aC
0
In
(D M p~~~~~~C
a)= 0 co E. a)o0
z 2 CDS
i; co =0 w0 wE z ga 8 > in M. C .. totoU.
HFL=12 3m 6 months of flood Rivers

during water
monsoon,
also 19
roadside
_________________ ~~~~~ponds
DorappurR&H- L=7 36km, High flat-land Flood free high land No drainage 13 roadside Clayey soil None No forest Some irregular Ditto Riverbed/ Bnckfield is
Luxmipur, Natore W=5 6m,h=1-1 5m, Roadside congestion and watertogging ponds No erosion/ area, a shaped roadside Chartands of located 3-5
Sadar, Natore s=10 5-1 1, Road agncultural lands rain-cut substantial borrow areas Padma, km far from
level isabove HFL amount of some 40- the road
roadside 50km far
trees from the
road
Gurudashpur- L=6 75km, W=5 8- Flat floodplain Free from external nver flooding 35 roadside Erosion to None No forest Some irregular Ditto Nandakuza Roadside
Dharabansha, 7 5m,h=1-2m, Roadside ponds, Drainage congestion and ponds and batter slope area, 4050 roadside borrow River some 4 bnckfield
Gurudashpur, s=1 0 5-1 1, homesteads, waterlogging at some roadside areas one large at the pond roadside areas covered with km far from 05km far
Natore RL=12 Sm, canals beel locations tress water hyacinth the road from the
HFL=12 3m __road
Bongpur- L-7 3km, Flat high land Flooded from local rainfall as well as 4 natural and None None No forest None High land in Charlands Bnckfields
Dobarmorh, W=6 5m,h=1 9m, mainly 473km from over bank spillage of the nver 14 roadside area, many the area and nverbed located at
Gomostapur, s=1 175, 1 km goes through ponds roadside of 6km far
Nawabganl water agricultural lands trees Mohananda from the
River road
*(Mokkompur)
some 6 km
. far from the
road
Kansarghat- L=8 56km, Flat land 200m Low-lying floodplain flooded annually None Clayey-silt Navigation No forest None Roadside Riverbeds Bnckfield
Khaserhat, W=5 9m,h=1 2m, through Road went under water dunng 1998 soil No clearance required area, 856 non- and located at
Shibganj, s=1 1, RL=22 83m, agncultural lands flood Drainage congestion and erosion/ rain- for a large bridge roadside productive Chardands of 70m far
Nawabganj HFL=24 09m and the rest waterlogging in the low-lying areas cut already
construction under
from trees agncultural Mohananda from the
through mango around the homesteads other prolect at lands and Padma road
gardens Ch 0,270 Rivers some
15 and 18
km far from
the road
Dubila-Sreekola- L=10 27km, Low-lying flat Flood free due to BWDB 18 roadside Silty-clayey Navigation No forest Some irregular Ditto Riverbed Bnckfields
Ataikula, Pabna W=6 31m,h=1 57m land Roadside embankment No drainage ponds A soil No clearance area, borrow roadside and in other
Sadar, Pabna s=1 1, RL=10 43m, land use includes congestion and waterlogging substantial erosion and required for a 1360roadsi areas covered with Chartands of Upazilla
HFL=9 51m agricultural lands, part of the siltation bridge at Ch de trees water hyacinth and the Padma
homesteads, road qoes 3 20km have the River 65km
56
__ - __ __
~~~~~~~~~~~~~~Ca-se
Rural Transport imnprovement Project
C 0~~~~~~~~~c
a) ~ t>~,0 ~
a- - CU CZ
o _ E o~~~~~~C..c
co
z2 i~~~~~~~~~~~~~~~~~~~~~~S~c
2 'c co
ponds, through
waterbodies, etc potentiality of being far from the
recognized into fish-ponds road
wetlands
Santhia 24 mile- L=10 84km, Low-lying flat Regional hydrology governed by 36 ponds Clayey to A navigahon No forest Some roadside Roadside
Azhar-Afsar Road W=4 5m,h=l 9m, land Agncultural water levels of the surrounding flyers, Sandbars of No
and imgation silt-clayey clearance of area, 1875 borrow areas with non-
s=1 1, RL=1046m, lands and drainage congestion and the Jamuna roadside
canals soil No 25m isrequired roadside potentiality ofbeing productive
HFL 1O0 m homesteads watertogging between Ch 6-7 3km some 15 km bnckfield
erosion/ rain- for a bndge at trees into fish-ponds lands far from the
cut Ch 35km
Anulia- L=9 5km, High flat land Flood free high land Drainage _______ road_ _ _ _ _ _
25 roadside Clayey soil None No forest None Ditto
Mohongant, Wr6 3m,h=1 6m, Roadside congestion and watertogging occurs Riverbed Brickfields
ponds No erosion/ area, many
Durgapur, s=i 1,no part of the landuse includes at some locations, especially near the and are located
Rajshahi siltation roadside Sandbars of
road is inundated homesteads, residential areas at 10 km
dunng high flood educational trees the Padma far from the
institutes, ponds planted River some road
and agncultural recently 40km far
lands, etc from the
Arani-glimpur L=1 5km, W=5 7m, Low-lying flat River flood free Drainage congestion I_______road
Roadside No rain-cut, none No forest No roadside ditto
ferry Ghat, h=l 73m, s=1 125. land 13 km of at ch 320 dunng heavy rainfall Riverbed Bnckfields
canal no erosion area, 450 borrow-areas
Bagha, Rajshahi RL=16 85m, the road goes and are located
between Oh and siltation roadside
HFL-16 82m through the 0+24-0+350 sandbars of at 10 km
agricultural lands trees the Padma far from the
River, 15 km rodd
far from the
Jholmolia hat- L=16 5km, W=4 8m, *High flat lad Flood free high land No rain-cut and road
none No rain-cut, None No forest Roadside borrow- ditto
Mollapara hat , h=lm, s=almost Majority of drainage congeshon and Sands from Bncktields
Puthia, Ralshahi no erosion area, 4000 pits in the form of nverbed/
vertical, RL=15 Sm, roadside areas is watertogging along the road are loGated
and siltation roadside potential multi- sandbars
H-FL=14m agncultural lands at 2 km far
trees purpose ponds 20km far from the
Others
residential areas, from the road
educational road
_______
______ ______ institutes
Rajbari-Kakonhat, L= 13 39km, Rolling upland Flood free high land Drainage
_ _ _ _ _ _ _ _ _ _
500 long Silt-clayey none No forest A very few number Ditto
Godagan, W=4 86m, h=0 7m, Mostly congestion occurs near the roadside roadside Riverbeds Bnckfields
Ralshahi soil Free area, 6500 of roadside borrow and
s= almost vertical, agricultural lands, human settlement areas canal are located
RL=28 02m, from rain-cut roadside areas sandbars
human settlement and erosion at 10 km
HFL=22 8m at trees located at far from the
scattered &siltation
locations 15km far road
from the
Boalia R&H- L=6 43km, Wr5 5m, Low-lying active Annually river flooded low-lying land
______________
~~~~~~~~~~~~~~~road
8 roadside Rain-cut No Road disrupts in No forest Some irregular Ditto
Solonga GC, h=1 5m, s=1 125, flood plain Drainage congestion at few parts of Dhangora Roadside
Ullapara, ponds erosion and boat area,' 1300 roadside borrow-
RL=l2m,I Mostly roadsideI the road River located bnck-fields
siltation communication roadside pits covered by at 15 km far on
C,-7
r "n_ G_ NEE D>
Casc Study IFindings of Samplc Sub-projects
Rllral Transport Improvement Prolect
O~~~~~~~~~~~~~~a co C) W11~~~~~~~~~~~Cco._
~~~~~~2-
--a a -. >' 00e ~00f
a, 2 ~ E
C
m
,a
cu
zs.m 0~~~~~~~~~~~~~~~~C
0
c -
0
8 ~~~~~~~~~~~~~~~~~~~~D0 E D 0
d
- ~
0 co
Sirajganj HFL=11 5m agricultural lands
at Ch 300m trees water hyacinth from the floodplain
road 150 m far
trom the
Horinathpur- L=6 41km, W=5 5m, Low-lying flat Low-lying floodplain, but free from road
13 roadside Silty-sand Road disrupts in No forest Some regular
Dhekuna, h=1 35m, s=1 1 25, land Roadside external river flooding of near by Ditto Sandbars Bnck-fields
ponds soil boat area, 3600 shaped roadside
Kazipur, Siralganj RL=14 2m, agncultural lands Jamuna due to BWDB embankment and nverbed are located
Extensive communication roadside borrow pits with
HFL=13 m and homesteads Drainage congestion at Ch 3 3- of nearby at far
rain-cut at at a bridge trees potentiality of being
3 86km Jamuna
some location at into fish-ponds River
Sealcola locations ch 3 33km
R&H- L=3 25km, W=5m, Low-lying flat River flood-free due to BWDB 4 roadside No erosion none No forest Some regular
8ohuli hat, h=l 6m, s=1 1 25 land 1 25km embankment Drainage congestion ditto Riverbeds Brickfeilds
ponds and and siltation area, 400 shaped borrow
Sirajganj, through between ch 1 8-3 0km and are located
one large roadside areas covered with
Sirajganj agncultural lands sandbars of on
wetlands homestead water hyacinth
and the Jamuna and roadside of
trees Pangashi Sirajganj-
remaining
through Rivers Bogra R&H
homestead
areas
Atgram-Zokiganj, L=12 05km, Low-lying flat The area is annually river-flooded
Atgram, Sylhet 26 roadside Clayey-silt none No forest Some irregular
W=5 66m, h=1 5m, haor area area No drainage congestion and Ditto Riverbeds of Bnck-fields
ponds soil No rain- area, 600 roadside borrow-
s=1 1, RL=15 78m, waterlogging Kushiara are iocated
cut , erosion roadside areas
HFL=15 48m River 5km at 5km far
and siltation homestead far from the the road
Kumargaon- L=7 8km, W=6 Om, trees road
Low-lying flat Flooding occurs occasionally from 5 roadside Silty-sand,
Badghaghat- h=m, Large cargoes No forest Some irregular Ditto Bholaganj
s=1 1, haor area over bank spillage of Surma river ponds Roadside
Shiberbazar, rain-cut over Surma area, 214 shaped roadside
RL=12 73m, some15 km brickfield
Sylhet Sadar, HFL=13 73m river at roadside borrow pits far from the some
Sylhet Badhghat A trees road lOOm far
bridge with from the
sufficient
road with
navigation access
clearance is road
under
construction by
RHD
58
r_1 I _!7F D__ &___111[>
Case Study FCinding Report nI year -RB Roads
{5 I,., J, ...
: ,-., . .
RuLral T'ranspor Improvement Project
Rural l rtnsport Improvenment Project
TableA2: Executive Summa of environmental impacts from lstyear FRB road improvement of RTIP
Co~~~~~~~ Co
C
Co CO
CO CO~~~~~~~~~~~~~~~~~~~~~~~~C)x
C
A~~~ '
Co 5 Co Co CoCE Z
o 9 C oC E
qniirr.-- EnvirConmental
height
nf landAttributes/Coresources
rasing
irnn;;rt~~~~~~. 1 Ancultura
iS_ g 1i32 g i E sl | s ! ? ? ? 3 | W | " " W u | 55 | |
< g ao C Z o n_ n C c a
| Vegetabon3E__S
BB~~~N M I l1353iI_+_1Zi!___1
~ ~ ~ ~ ~ ~~~C
Dust~ _O _o Cosac CoCo MS_ + n S a1 am +i Co Co
Landscape~
Dust
~ ~ ~~~R ~ '
nuisance WM
i [ r. .6 6 - E
Agncultural
landso
kV~7 OZZ ,
5 Co
Bricks &aggregateso
|~ ~~ ~ ~~~C
Rehabalitattonofstructures~~~C
Hua =C;>
helt
Co C - C n
aC
o
={
o
o
o
7.L
o C
_m__m_
CoZ
on-V.4
CoC
o
75
C
NaturalctDrainageo-AM
F
+o @ _o -rso Co _S _o)_o -4 _ Z 7t5'__
on _ 5
Rod
idnig ndo Agricultural lands _i
M WI Co - = C C _C _C < C _ C_
=
==__ibillb
heicSghtreaisin |
Impactsonof -RoadsidondgMsRegionalandhydrolognyi
environment
Floodocontron and drainCo
S N1SX
OW 3X!=M
-NaturewoalX7Lwetl=a_n_stfsh
Erosion
siltaCo
flooding
haias __=
ad Co 1CO - S - Co
o a n Co o C
75
Commercial
and nserviceC
~iircprovemntim1r- nvrometa-Atrbuesreouce
O CfaciliC
_ -_
Co o CeCo oJC
Roandsidpe~
Pons
Induced tmpacsStorom
roataemen
drains n1n-<X11i
1p,1,1
J1-r
-- , J ~~~Landscape 1a et|t,l
1|l 60| |.,_,-,|1|
='' -I
_'t$:f>a^ ~ ~ ~ roio andlsiltaeimpctn
i 1 "ri PsltlVe Im Wat e pluI o
N
B.,-ricksAggegaties Tompa
il
Cait Stnid' for samiiple Periodic Maintenance of FRB Roads
Rural Transport Improvernent Project
Rural Transpor nimprovencrint Pioject
Table A3 Summary of environmental impacts and key issues of the sample sub-projects
Environmental Impacts Key Issueslimprovement
attributesiresources
(b ra ;4c
~~~~~~~~
CU *~~W
-
co
* cu l _
;CUC
*USg X'*W
EiM
sC
g ~~~~~~~=5
12E
MM
s12 opes Natural ~ M~~~CU
wetlandslfi Uq2
E~~~~~E
Project dCcO A
Activities ~
Correction of
O... O - I.CCO L m OCcf Iz ~ O
Agricultural land
shoulders and Roadside Ponds
slopes Natural wetiands/fish
habitats _ _ _____
Fisheries
Forest
Vegetabon
Slope stability of 2.3C , C,3 3... 2b- ' <,
embankment * .2< *,2 i\, d. - -
Natural Drainage
Storm water drains i2 . -.
Irngabon canals
Navigation and boat
communication
Landscape
Earth work Loss of topsoil _ ___ _ _ _
Erosion and siltation | i
Water pollution i
Dust nuisance i_
Bricks and Agncultural lands _ I
aggregates To soil ____.__ _ _ __
I Fl~~~~rewood
l H~~~~~uman
health
I I B~~oat
communicabon
Impacts of Flood control and dramage i
environment Regional hydrology and
on road flooding
I I ~~~Pavement
drains__
Induced Road transportation 3 :2 e r'2-' ;
3ep' - - | .t -
Impacts from 3
Commercial and service :- , -,2~% 2
road facilities 0 2 -
maintenance Land ownership i13-'.J 1 . .
I ~~~I
LaandsUcSape , :'.. s 1,r I
|Degree of impact | Nature of impact

Mapor 2 moderate I minor positive N5gative
|3 | 2 | 1.
MA IC--_. 11
Case Study Findings of Sample Sub-piojects
Rural Trainsport Improvement Project
CHAPTER 3: ENVIRONMENTAL SCREENING AND

CATEGORIZATION OF SAMPLE SUB-PROJECTS
3.1 INTRODUCTION
This chapter focuses on the environmental screening and categorization of the sample
sub-projects This has
been done through an application of a set of developed environmental screening criteria
to different types of
sub-projects. The overall purpose of a sub-project screening is to categorize
it into a pre-defined category
(Category High/Medium/Low, see the EMF) to determine the extent of environmental
study the sub-project
needs in order to avoid/minimize environmental damage it may result from its implementation
3.2 SCREENING PROCEDURE AND CATEGORIZATION OF SUB-PROJECTS

The proposed screening procedure/methodology involves application of a number of sequential
steps as below
Step1,Collection of information preliminary field investigation, and collection and analyses of secondary
information in order to gather relevant information (as per screening criteria, see EMF Report)
Step2, preparation of the screening information and sconng sheet preparation

of a screening information sheet
to obtain the score against the selected environmental parameter,
Step3, categorization of sub-project application of a certain pre-defined categorization

criteria to determine
the
level or extent of the environmental study the sub-project needs The following
conditions (Table 3 1)have been
applied to categorize a sub-project
Table 3.1: Sub-project categorization principles

Sub-project Category-High Category-Medium Category-Low
Type (1) (2) (3) (4)
Feeder Road If `l2 actions would exceed a If n/2 actions' exceed the score of 2 5, the sub-project is Sub-project not fulfilling
Improvement value of 3 or two or more category Medium' Additionally, if any two of the actions the conditions in
actions reach a score of 5, the reaches a score of more than 3, or aiy one action Columns 2&3 will fall
sub-project will be considered reaches a score of 5, the sub-project will be considered under Environmental
as Category Hlgh' as Category 'Medium' Category Low'
Rural Road Ditto Ditto Ditto
mlprovement
Periodic Maintenance Ditto Ditto Ditto
of Feeder Road
.
Construction of Major 2
If n/2 actions would exceed a If "/2 actions exceed the score of 25, the sub-project is Ditto
Bridge value of 3 or two or more category Medium Additionally, if any two of the actions
actions reach a score of 5, the reaches a score of more than 3, or any one action
sub-project will be considered reaches a score of 5, the sub-project will be considered
as Category High as Category Medium
Construction of Small Ditto Ditto Ditto
Structure on rural
Road .
Growth Center If n/2actions would exceed a If n/2actions3 exceed the score of 3 3, the sub-project is
Improvement Ditto
value of 4 the sub-project will category 2 Additionally, if any two of the actions reach a
be considered as Category 1 score of more than 4, the sub-project will be considered
as Category 2
To be rounded-off to the next whole number, e g, if n/ Is 3 5, it should be rounded-off to 4

2
62
,r-, - e Case Study Findings of Sample Sub-projects
Sub-project Category-High Category-Mediurn Category-Low

Type (1) *(2) '(3) (4)
Construction of River If "/2 actions would Ifnl2actions4 exceed the score of 3 3,the sub- Ditto
Ghat (etty) exceed a value of 4, the project iscategory 2 Additionally, if any two of the
sub-project will be actions reaches a score of more than 3,or any two
considered as Category actions reach a score of 5,the sub-protect will be
High considered as Category Medium
The above steps have been explained with an example as attached with this report (Annexxure-1)
3.3 SAMPLE SUB-PROJECTS CATEGORIZATION

Applying the above environmental screening criteria and categorization principles, all sample sub-projects have
been categorized The summary of the sample sub-projects categorization is shown in table 3 2 while sub-
project specific categorization is shown in Table 3 3 through Table 3.9.
Table 3.2: Summary of the Sample Sub-projects Categorization Findings

Environmental Feeder Road Rural Road Periodic Construction Construction Growth Construction
Category Improvement Improvement Maintenance of Major of Small Center of River Ghat
of Feeder Bridge Structure on Improvement (etty)
Road rural Road
Low 12 2 4 3 5 6 0
Medium 24 2 0 1 0 7 6
High 0 0 0 0 0 0 0
Total 36 4 4 4 5 13 6
Category Low: Sub-projects that are likely to have minimal or short -term 5 impacts on the environment and that
can easily be addressed through standardized mitigation measures Normally such sub-projects do not require
special studies other than filling in an Environmental Screening Format It is recommended to undertake an
environmental screening6 and to incorporate relevant provisions of the Environmental Codes of Practice (ECP)
in the designs and contract documents
Category Medium: Sub-projects that have some moderately significant environmental impacts, that are site-
specific in nature, and do not significantly affect human populations or alter environmentally important
resources such as wetlands, natural forests, prime agricultural area etc Few, if any, of the impacts are
irreversible and in most cases, mitigation measures can be easily designed and implemented For the sub-
projects under this category, a Limited Environmental Assessment (LEA) and associated Environmental
Management Plan (EMP) is recommended The recommendations of the sub-project specific EMP shall need to
be incorporated in the design and implementation plans of the sub-project
Category High: Sub-projects that have potentially significant adverse impacts that are sensitive, diverse, or
unprecedented, or that could affect an area broader than the sites subjected to physical works These sub-
projects may have potential to set off a chain of other environmental impacts Sub-projects under this category
will require a detailed EA or Environmental Impact Assessment including a sub-project specific EMP In
addition, the process and outputs of the EA shall be subjected tc an independent review and all the relevant
4 To be rounded-off to the next whole number, e g, if n/2 is 3 5, it should be rounded-off to 4
5 Potential impacts that could be considered to be limited to construction penod only
6Environmental Screening refers to a preliminary level of EA It does not require sophisticated or expatiate environmental
expertise and can be adequately completed by the Upazila /Assistant Engineers
63
s5-2 G-- DEM0: Case Study Findings of Sample Sub-projccts
Rural Transport Ilmprovciment Project
provisions of the EMP will need to be incorporated into the design and bidding and construction contract
documents
Table 3.3:Sub-project categorization scoring sheet for ISt year FRB road of RTIP
Acton/ContexlUparameter d)
3 Ea ad-n
B ga3D
-~~~ ~~ 0 ~ ~ ~ ~
C S a)~
o K- 2 _ 3 2 |
_ w
_ L c a) a) (U~~~~~~
8 Hco a 2;a
1
212L3 21 E 1 0
Name of Road ~0~~a
S .~~~~ 2~~~ ~~t~~a)~ OCL Z! ( d
a) O~~~~~ >. '0 . a- ) -
1 Birgram_KharnaMajira hat, BoNa 2 2 I 1 4 2 31

1 I _1 1 1 Low
2 Dhupchanchia- irndighi, Bogra 3 1 I 1- 4 1 1 1 1____ 1 I 1 1 Low
3 Sriakandi-Chandanbasia, Bogra 3 3 1 - 3 5 4 1 I 1 1 T2i Medium
Sultanan-Penrhat, B rra 2 1 1 3 4 1 1 4 1 2 1 2 4 Medium
5 Dhiaka Aricha highway-Kalatipara, Dhaka 2 3 2 4 2 2 3 2 1 2 1 2 4 Medium
6 Dhaka Aricha RHD-Mugrakanda, Dhaka 1 3 2 4 1 2 3 2 1 2 1 2 4 Medium
7 KappgaurJamaipur, Gazipur
16 Chatra-Mohdevbpur
(kenpon), Nacaaon 1 3
1 31 1
1 1
1 21 1
21 1
1 _11 2 2 1 Low
e
8 Kapasia-Monohordi, Gazipur 3 3 2 4 1 1 1 1- 2 1 12 4 Medium
9 Balirteck-Honrampur, Manikgan1 1 3 3 1 1 4 1 I 1 1 1 1 Low
10 Ghior-Jabra, Manikgan| 2 3 2 2 5 2 4 2 1 4 1 2 2 Medium
16 Munshibazar-Mokambazar, Mouiovibazar 3 33 2 2 1 3 1 2 1 |2 2 Low
12 Beiha-Tongibari, Munshiganj 1 3 2 1 5 4 3 1 1 1 1 1 Medium
13 Lauhaiang goali Mandra hai, Munshigani 1 3 2 3 3 3 3 1 1 _ 1 1 1 j 1 Medium
14 Sreenagar-Taantar, Munshigani 2 3 2 4 1 2 3 2 1 3 1 3 2 Low
15 Abadpukur hat-Kaligane hat, Naogaon 2 2 1 | 1 1 3 1 1 11 1 1 1 1 Low
16 Chatra-Mohadevbpur (konhobon), Naogaon 3 1 31 1 1 2 2 1 1 I 1 1 L
LOW
17 Kanchan GC -Chandpara RH, Naryangan 2 3 1 1 1 3 2 1 2 1 2 2 Low
18i Taltola-Anandabazar, Naraynganj 4 3 3 4 5 2 3 2 1 4 1 3 2 Medium
19 Madhobdi-iKharia, Narsingdi, 2 4 3 - 4 4 1 3 1 1 2 1 1 4 Medium
20 Shibpur-Jailara bazar-Balaboo, Narshingdi 3 3 3 - 1~ 1 3 2 1 3 1 2 (1 Low
21 Chowgram-Kaligiani GC, Natore 2 3 4__ 1 5 t4 3 1 1 1 1 I 1 Medium
22 Dorappur R&H-Luxmipur GC, Natore 2 3 1 1 5 4 1 1 1 1 1 1 1 Medium
23 Gurudaspur-oharabarisha, Natore 2 2 1 1 5 2 1 1 _4
1i 1-- Medium
24 Bongpur-Dobar Morh, Nawabgan S 2 2 2 1 3 2 4 1 1 1 1 1 1 Medium
25 Kansarghatr-Khaser hat, Nawabganj 2 3 3 1~ 1 3 4 1 1 1 1- 1 1 Low
26 Dubila-Sreekol Road-Ataikuia, Pabna 3 3 3 i 5 2 2 1~ 1 1- 1 1 I Medium
27 Santhia 24 mile-Azhar-afshar, Pabna 3 4 2 1 5 3 2 2 1 2 1- 2 - 1 Medium
28
29
30
Anulia-Mahanganj, Rajshahi
Arani-Gatimpur Gerry ghat, Raishahi
Jholmoiia hat-Moliapara hat, Ralshahi
2
1~ 3
4 5
3 1
1
1 1
[1
1 11 3
5 3
1 1
1
1
1
1
1
1 1
1
1
I 1
1 1 1
1 1
1
1!
K 1
I
Med[U
Low
Medium
31 Rajabari-Kakonhat Raishahi I3 5 1- 1 4 1 1 2 1____ 2 - 2[ 1 Low
331 Boaina RHpu-Solonga GCM,Siralgant 2 5 1 4 2 1 2 i 2 ___ 1- 1 Mediurn
332 Boalinathpur-Dhekora GCM,Sirajganj 12 5 4 42 1~ 2 3 2 11 1 1 Medium
I34 Seaicola R&H-Bohulihai, Siraigani 1 5 1 3 4 3 1 1 1 i 1 i 1 Medium
(35 Atgram-Zokiganj- Sylhet 3 4 1_ ]2 5 2 1 1 i ~1 Mediumn
36 Kumargaon-Badaghat-Shiber bazar, Syihet 2 5 1 J3 ,3 _2 1 1 1 ___ 11 1 1 Medium
64
3 3 CD
CD C
) CD (DO C C 3 CD D O C _
CO ) _
C- C' : -o Z C-" -Z _ Z:
_ _ Ponds
abuttmgthe road(no per km)_ __ _ _ Ponds
abubbng
bneroad(no per km) o
=~~~~oaD,
m
~~~~~~~~
CD z x
0~~ (0 0
P_~~~~~~~~~~~~~~~~~~~~~~~~~~~0C
Di CO-
oeW~C3D, (m)
CD CD
U)
~0CDCDn _
~~~~~~~~~~~~~~~~~~~~~~
5 0 _ _ __ ~~~00 2
0 5~~~~~~~~~~~~~~~~ 0)
(DO _O _ _ _ o~~~~~~~~~~~~~~~~~~
_D _;~33~C _
_____ ~~~~~Length
of road(km) C'Length ofmrad (km) 0
Widening of road formabon (toe-toe) Ca Widening of road formnabon (toe-toe) (in)

(in) CD-
_F . 0X _ _
_0 Cn
Road_length wtthin wef and
(beeVibaor/haor) stretch (%)of total
ng pn()
_Sdg
CAC-
pam
Road length within wetland (beetlbaor/hraor) stretch
(%)of total length) -
3
~~~~
_ _
___ __ -
_
ce/bemcaatnnso_
-~~~~~~~~~~~~~~~~~3CD
-reSbemcaatnbsr
_z' . _t ~~~
- _ ~~~~ _~ _n ~~~~~~~~Typeoftsail
_ betee bh roa h an-h
dmgae
prah o
CD~ _
c_ _ __ _ ___ __ Type of soil
Transoeo h d gae rermsoe
Ponds abutting the road (no per kin) =' Ponds abuttng the road (no per km) ;
No of cross drainage structures per C') " C C No ofcross drainage structures per km o
Physogrphicchaactnshc
ofthe N' C"a Physiographic charactensbcs of the area traversed -
area traversed by the road (Dby the road
E E ) r' E Sub rjetCaegoyB _
Proposed Bridge for CD3

Proposed Bndge for CD
Replacement/Construction o replacement/Construction CD
Bndge span (mn) CD Bndge span (in)

- ~~~~~~~Horizontal
curve at the CD Honzontat curve at the structurelbndge approaches
structurelbndge approaches (angle (angle between the road and the approach)
between the road and the approach) x 2
CD ~~~~~~~~~~~~~~~~~~~~~~~~~~
Rrver/stream charactensbcs ~ 'River?streamn charactenstics
Terrain slope of the adjoining area 'nTerrain slope of the adjoining area
- Height of the bndge approach * " Height of the bndge approach
- ~~~~~Soil
charactenshcs at bndge iI.7 2I Soil charactensbcs at bndae approaches
approaches EC , ,
CD CD 0 0 Sub-project Category
~'Sub-project Category
322
- G__
^ Q_ tCase Study Findings of Sample Sub-projects
Rural I ransport Improvement Project
Table 3.6: Sub-project categorization of sample major bridges
.0
-
- Co Co 00
:!0
: 0
ratgaon Ra s
2
w. 2 0
0)
N -&a g 0 -'3
0 U)'2
n C c C Co
_C Co O~~~~1 C tC
0 ..-.:co ~CO C
Co
Name of major bndge 1 2 4 5 6 7

75m long bridge over Burr River on Bottoli-Bitghar Road, 4 1 4 1 2 2 Medium
Nabinagor, Brahmanbaria
4Cm long bridge over Andhamoni River on Gobindapur-Atghar- 3 1 4 1 2 3 Low
ratgaon Road, Moulovibazar sadar, Moulovibazar
3Cm long bridge over Irrigation canal on Jonail-Dharabaria 2 E1
E e O 48 1. 2. 1.(D Low
Road, baraigram,NnatoreRoad o'Ca
Siraljdikhan, Munshiganjl Upaala,

n
45m long bridge at Ch 4+020km on Shaper bazar-Betka Road, 3 1 E 4
:,
E 1E (5 2E E
__________________Ch
2;~~~-5dns Low
5
Table 3.7: Sub-project categorization of sample structures on rural roads
co 8~~Co 0
600m10 In R
co 0)
CD c Co 2
C 5 - 0 W ) 4
Co - 0~~~~~~~~~
Co r -st -
U)
2 Co CD6
2 l) 3'
Name of large bndge 1 2 4 5 6 7

Construction of box culvert (5mx1 5mx1 5m) at Ch 3155m, on 1 1 1 1 2 2 Low
Thakupara-tamaibazar Road of Belkuchi Upazila, Sirajganj
District ~uvr
3mx2~~ tC~ ~20mo ~ ~ h~ akrCaa
~ ~~~~c o co2 o
Construction of box culvert (9mxlmxlm)) at Ch 3355m on 1 1 1 1 2 2 Low
Thakupara-tamarbazar Road of Belkuchi Upazila, Siralganj
District Ch 3355m
Construction oftiS m long bridge at Ch 3975m on Thakupara- 2 1 2 1 2 2 Low
tamaibazar Road of Belkuchi Upazila, Srrajganj District Ch
3355m__ __
<12m box culvert at a suitable location between Ch 45Cm and I 1 1 1 2 1 Low

60Cm on Mediasulai ---Kanchanpur Road of Chapahar Union,
Kalikoir Upazila, Gazipur District
3mx2 5mx2m box culvert at Ch 1200m on the Lasker Chala- 1 1 1 1 2 1 Low
Rayerchala Road of Madhay para union of kaliakoir Upazila,
Gazipur_District____________
66
MA , - -r_^ IFG ozio Case Study Findings of Sample SLib-piojects
Ruial lransport ImprovemcIent l'roject
Table 3.8: Sub-project categorization of sample GCMs

Action/Context/parameter
E
cu
o C0
a) a Co) co
~
- 'cu E
C0 co -
developed ueD1 _
cn o _=
0 .9--cu u 0~
.2) a5) CU Cu - m a)~
lu R3 2u cmL
~ Name
l.~ Mus=gn of GCMs KalmGCM
~ ~~~~~~~~~' 1
3 2 3
2 4
3 5 6 - 751)
5> 8 9 edu
135U2 3 ~~L)
3n 2 Cu.CC ~05Q
-'51) 51CD
Table~' c iE of
E >
4 Chandabaha
Gazipur GCM, 5-m
>-
~
3cu> 0 2 2a
Na > 32M 2C0) E 2:3
c) cu
- Lowo
gR cr 03
*5 E 65c3--o -c
MD(D
c/)u a,
J CO
Name of GCMs7 GC~ Noao5
~ ~ ~ ~
Pathakatha ~~~~ 1 F 22 3
2, 4 5co 62
3 7 8 9
Md
8GCM,
1. Kalma GCM, Ralbanhat
Chapal Nwabganj
MunShiganj 2
3 22 a) 2 3'a 3
3 2
2 3
5 53 Low
Medium
2 Golam Bari GCM, Joypurhat (already 2 2 2 - 3 2 3 5 Low
developed under RDP-1 1) GCM,
11 Samaspara
Naogaon 5 5 ~~~ ~~2 t3 Mdu
co
3 Consut GCM, Nawabganl 3 2 2 2 3 2 5 5 Medium
4 Chandabaha GCM, Gazipur 5 3 2 2 3 2 2 - Low
5 Matrai GCM, Joypurhat 2 2 2 3 13 2 3 2 Low
6 Munshibazar GCM, Moulovibazar 2 2 2 5 3 2 5 3 Medium
7 Pathakatha GCM, Naogaon 5 2 2 5 3 2 5 ___3 Medium
8 Ralbarihat GCM, Chapai Nwabganj 2 2 2 3 3 2 3 3 Low
[9 Rajaniganl GCM, Sunamganj 5 3 2 3 3 22 3 Low
10 Rupsha GCM, Chandpur j2 ~ 2 2 3f 2 2 3 Low
12, Sharoper GCM, Sylhet j5 5 2 3 3 2 2 2 Medium
13 Upgram GCM, Sylhet
4KoakDaaatSlalumiRler
wacal Dak 15(5
I2 5 1 25 -1 2 3 E 32 2 U5 31CU
3 5 Medium
ed
Table 3.9: Sub-project categorization of sample ghats
-D 2 E i=
Cu > >
C uD.
o co 0
o
M, So~~
~~~
~~~~~Cu ~ ~ ~ C
co CL 0 D O)CD
Name of ghatlJefty 1 2 3 4 5 6 7 _i~_diurri ___
1Zamsha ghat, Kaliganga River, Singair, Manikgan, 2 3 5 2 2 5 3 Mdu

2 Bangal ghat, Bangali River, Sarikandi, Bogra [2 5 3 2 2 5 3 Medium
3 Chandgram ghat, Barlekha, Moulovibazar 2 2 3 2 2 5 2 Medium
4 Kolakopa ghat, Sitaluxmia River, Nwabganj, Dhaka L2 5 5 2 2 ___5 3 Medium
5 Toknayan ghat, Shitaxmia River, kapasia, Gazipur 2 5 5 2 2 5 2 Medium
6 Azmirganj ghat, Azmirganj, Hobigani 2 3 5 2 2 5 5 Medium
67
,r. G=D Case Study Findings ol Sample SLib-projecis
Rural 1'ransport Impro%ement Project
Chapter 4: CONCLUSION AND RECOMMENDATION
4.1 INTRODUCTION
This chapter focuses on the key environmental issues relevant to the different types of sample sub-projects
The conclusions and recommendations made in this chapter have drawn from a detailed case study
analyses of individual sample sub-projects The purpose of this chapter is to improve the design
incorporating the environmental issues associated with the sub-projects, preserve the environment and/or
minimize the environmental damage from proposed improvemenUconstruction works, all to bring/optimize
the intended benefits from such improvement The overall objective is to guide the decision-makers,
planners and designers to incorporate the solutions suggested herein to the raised issues as to ensure the
preservation of environment or minimize the environmental damage from the proposed interventions
4.2 CONCLUSIONS AND RECOMMENDATIONS
4.2.1 1St Year Feeder Roads
Under RTIP, all FRB Road Improvement sub-projects fall under three physiographic regions, namely Flood
Plain Region, Pleistocene Region and Tertiary Hilly Region Under 1st year program of RTIP, 36 FRB roads
have been designed for implementation This section draws conclusions and recommendations from the
environmental analyses studies of these sub-projects
Categorisation of the FRB Road Improvement has been done applying selected screening criteria It has
been fond that out of 37 FRB Roads of 1st year works program 25 fall under Category-2, and the remaining
12 fall under category-3 This is because that most roads have typical problems, which are manageable
through some design modifications and following best construction practices, and mitigation/preventive
measures of the impacts are known and easily manageable, and also they do not have environmentally
sensitive features
All sub-projects under a particular region have almost typical environmental issues/problems in that
physiographical context Besides the physiographic impacts, the roads have some other impacts, which are
typical irrespective of geographical location of the project Those are mainly in the social, resettlement, and
road safety contexts, and have been dealt in dealt in separately under the Social Analyses and RAP for the
RTIP
The FRB Improvement sub-projects lying on the floodplain have a common problem, erosion to road
embankment at the pond/canals/river locations Road exposed to canals and rivers receive damage due to
wave action mainly during flood season At these locations, embankment slopes usually suffer erosion
problem, which due to presence of sandy soil and due to poor/lacking in vegetation coverage becomes very
severe As such most roads at these locations get damaged Feeder road improvement in terms of road
widening, height raising, slope corrections (as appropriate for individual case) would be done, which means
that widening of the road both sides equally from centerline will cause extension of the embankment toe into
these water bodies Besides the ecological values of these water bodies, they facilitate rain/floodwater
retention, are used for pisciculture, irrigation, bathing and washing Therefore, any part of their loss from
road improvement will have the subsequent effects on their vital uses Not only these, durability of the road
embankment is also associated with the road improvement at these locations Thus, the roads at these
locations need special treatment in terms of slope stabilization There are four propositions for the road
improvement, which can be worked out at these locations (1) simply do widening of the road towards the
water bodies in conventional way (2) Do widening of the road both sides equally with some slope cut-
off/earth retaining structures (3) Do widening the road to the opposite side of the water bodies and provide
slope protection measures by retaining structures (4) Do widening of the road to the opposite side of the
water bodies and provide slope protection measures by planting special type of erosion-protective native
grass Option (4) is preferable over others, because it is economical, allows road widening as well as saves
68
Q-v G Case
e D Study Findings of Sample Sub-projects
the water bodies from loss and ensures durability of the road However, this option is very likely not to work
for road embankment made of sandy soil and in such cases option (3) is the preferred one, although it is
costlier compared to others. In fact, this option is suggested for those locations of a road embankment
where other options will not work.
Except the above type of erosion some roads suffer from extensive rain-cuts. This type of erosion occurs for
the road embankments that are made of sandy soil, have poor/no vegetation coverage on batter slopes and
lack of proper compaction For these type of embankments, the mitigation measures suggested are (1) the
top layer of the embankment must be clayey covered (2) compaction must be adequate enough in
accordance with the specification (an improved specification could be suggested in this regard) (3) once the
construction has been completed, it must be covered with good vegetation immediately after completion and
certification of each km of the road improvement works. Besides the above suggestions, there must be
intermittent cross-fall drains over the slopes of the road embankment along with side drains
Some roads have inadequate number of drainage structures and some have drainage structures but at
inappropriate locations. Both types of the roads experience drainage congestion and water logging and in
some cases damage to embankment due to excessive pressure from water accumulation This aspect of the
road needs special attention
Some roads on the floodplain may experience direct impact due to typical river flood hydrology (wave action
and turbulent flow) specially road erosion, as they are exposed to the annual river flooding It may be
concluded that a good soil compaction along with good vegetation cover over batter slopes and earthen
shoulders is the best solution to the problem Although some roads are located on the floodplain, they are
not exposed to annual flooding and as such are free from such problems.
Some roads have a number of sharp curves. Some of these curves have some human settlement on their
turning point that results in problem relating to the sighting of the vehicles and are the potential source of
road safety concerns. The sharp curves at these locations must be smoothened as much as practically
possible, otherwise realignment should be preferred.
Most of the roads will require widening for its improvement Most of these roads have roadside adjacent
agricultural lands, which will be permanently lost by the road widening and/or height raising Providing steep
slopes, especially for clayey soil, can do minimization of agricultural lands Therefore, instead of following
one typical batter slope for every road, irrespective of the site condition, site-specific slopes should be
suggested for minimization of land loss A further detailed study is recommended to be undertaken by a
nationally accredited university/institute as to how to minimize embankment slopes for rural roads The study
findings will be helpful for the sub-project designs in the subsequent years
Brick-aggregates are used in the road construction of Bangladesh All bricks are made from the soils taken
from agricultural lands Huge quantity of aggregates will be used in the road construction and as such topsoil
loss of agricultural lands will also be a significant impact of the project Alternative aggregates should be
sought for road construction so that impacts on agricultural lands from road improvement/construction
become minimal Topsoil loss of agricultural lands from borrow materials of road embankment is another
important issue Existing borrow areas can be used for borrow material collection if soil quality specification
permits This will have the positive impact that these can be used as fishponds or drainage-cum-irrigation
canals Not only that, they can be used as flood retention areas and harbor open water fisheries This will
help reduce the poverty of rural people since a section of rural people can find jobs in pisciculture in these
fishponds
Four roads need to use alternative route (bypass) mainly to avoid the congested community/market areas as
to ensure smooth passage of vehicles and to minimize the displacement of roadside shops/houses The
alternative routes proposed under the 1 st year Feeder Road sub-projects would not involve significant
environmental concerns/issues since they do not affect any significant environmental resources However
this must be examined from social and economic analyses
69
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:Case Fiiidings of Sample Sub-projects
Rural Transport Impiovenient Project
4.2.2 Rural Road Type-1 Improvement
Improvement of the RR1 Road will involve no land requirement and hence impacts associated with land-loss
are none.
Improvement of a typical rural road would cause vegetation clearance for batter slope correction and
shoulder construction, which is expected to increase soil erosion during construction and subsequent effect
on adjacent environmental resources, especially waterbodies by increasing the turbidity of water However
large trees on batter slopes are not required to clear for slope correction and therefore they will be kept as it
is
Like Feeder Road Improvement, rural road improvement would require a large quantity of bricks for use in
the construction works Since the bricks are made of agricultural soil and brickfields usually use firewood as
fuel for brick production, typical impacts from such activities are the loss of agricultural topsoil, loss of trees
that have chain effects on the environment Use of alternative materials such as stones/rocks can be the
best solution to minimize/avoid these impacts
A rural road that possesses high commercial importance and that has roadside built-up commercial and
residential areas needs side drains for smooth drainage of storm water as well as wastewater from road
adjacent households The benefits of the introduction of such drains are that it would not only eliminate the
drainage congestion/water stagnation on the road, but also would increase road durability by prohibiting the
penetration of water into the bituminous layer of the road
Any road that contains road adjacent wetlands or that was constructed over wetlands requires a special
treatment to control/check soil erosion that is likely to occur from vegetation disturbance during construction
One of the good practices to control soil erosion is to avoid the disturbance of vegetation or to disturb it as
minimum as practically possible and once the construction work has been completed, do immediate re-
vegetation and to avoid rainy seasons for construction works
It is expected that many rural roads are lying on the floodplain and during flood season, small boats ply over
the flood plain Improvement of these rural roads would require keeping provision for boat crossing while
constructing bridges over the channels used as water route
The roads lying on hilly regions will not require earthwork, while roads on floodplain may require earthwork
for slope and shoulder correction, which is very insignificant However, attention is to be paid to avoid
agricultural lands for construction of borrow-pits-the soils shall be collected from unproductive agricultural
lands and from the existing borrow-pits so that these borrow-pits can be made resource in terms of their
potential use for pisciculture and some household uses such as bathing, washing
In Bangladesh a large number of rivers and canals are spreaded over the country and most rural roads have
potential source of sands for use in road improvement. Dredging of sands from riverbeds and char-lands are
considered to improve the river navigability in many cases, while the same from localized human habitats
may be environment damaging. While collecting sands this point must be kept in mind by all concerned
Both brick and stone aggregates are used in road construction in Bangladesh Collection of stones from
hillocks is environment damaging that clears the vegetation coverage, increases soil erosion and
destabilizes the hillocks, While improving the roads these areas need special attention Except collection of
stones and sands from riverbeds and charlands, the other sources of these materials should strictly be
prohibited
4.2.3 Periodic Maintenance of Feeder Roads
Typical periodic maintenance works for all FRB Road would include carriage-way treatment, shoulders and
slope corrections/rejuvenation, widening and height raising to the limited sections to remove the bottlenecks
of vehicle passage (as and where required) and maintenance work of culverts/bridges In general the road
70
,r__
G9=-- WM ECase Study Findings of Sample Sub-projects
will be rehabilitated to its original operating condition through this maintenance work In view of this type of
interventions it is very likely that environmental impacts will be very limited and insignificant
With the application of screening criteria and categorization procedure to the selected samples it has been
found that all the sample sub-projects fall under category-3, which means that they have no major
environmental impacts from their implementation and application of the Environmental Code of Practice
(ECP) would solve the environmental issues likely to occur during their periodic maintenance works
There are four major areas/contexts from where environmental impacts would arise due to implementation of
the periodic maintenance of the selected FRB Roads. They are corrections of shoulders and slopes,
earthwork, bricks and aggregates to be used in the work, impacts of environment on roads and induced
impacts from road maintenance. Of the identified impacts covered under these areas, it has been identified
that disturbance to the vegetation from corrections of slopes and shoulders, dust nuisance from earth work,
erosion associated with vegetation disturbance and earthwork have 'moderate' impact, for one sub-project
Dust nuisance can be controlled with the frequent watering on the earth surface Erosion can be controlled
by proper compaction of soil and planting of new vegetation on the earth surface soon after its vegetation is
cleared.
Although the environmental impacts from use of bricks and aggregates are relatively high in number, but
their degree of impact is minor It is suggested to use the scrap materials of the road as aggregates once
their quality meets the specifications of the construction materials Another option may be to use the
rock/stone aggregates as a substitute of the brick-aggregates This is particularly important in the fact that
bricks made of agricultural soil have diversified impact on agricultural land and also there is a high demand
for bricks from other construction sources (private constructions/buildings, road construction and
improvement)
Due to being located on the active flood plain of the country, majority of the roads experience flood damage
even during annual floods Such damage affects the durability of the road As such this is the area where
roads need a special attention, i e, the periodic maintenance of the FRB roads should be in such a way that
the roads can withstand the forces associated with design flood A good compaction of the road-soils,
extensive vegetation coverage on slopes and adequate number (with adequate opening) of cross-drainage
structures can minimize the damage associated with river/rainwater flooding.
Due to the fact that the sample roads have a high traffic volume at present, the intended periodic
maintenance of the roads to bring to their full operating condition would provide better road transports to
these large number of motorized traffics, would reduce the running cost of these vehicles, and would
promote commercial and service facilities These all integrally would help reduce the poverty of the rural
poor
4.2.4 Construction of Major Bridges
4 sample major bridges have been investigated in details as case. Although the samples appear minor in
number they are considered as representative of the 44 number of major bridges identified by LGED to be
constructed under RTIP, since the environmental issues/problems are typical irrespective of the
environmental setting they have
In general 4 issues are vitally important for major bridge construction They are (1) Riverbank stability (2)
Approach Road stability (3) Navigation and Boat communication and (4) Agricultural land Issue relating to
riverbank stability at the proposed bridge location is important because it determines whether construction of
the bridge requires major bank protection work and if requires it indicates required the type and extent of the
bank protection work Issue associated with approach road stability is a determinant that indicates whether
the approach road needs slope protection works and if requires, it shows the type and extent of slope
protection work Navigation and boat communication is an important issue that needs to address to avoid
communication disruption of waterway Agricultural land-loss from approach road construction/improvement
is also an important factor since agricultural land-loss is irrecoverable and irreversible issue and nationally of
grave concern
71
r:- - WMGe Case Study Findings of Sample Sub-projects
Proposed sites of all 4 major bridges have riverbank stability Out of the 4 rivers, 2 rivers have been getting
silted-up at the proposed locations of the respective bridges This means that construction of proposed
major bridges at the proposed sites would not require major riverbank protection work Conventional
construction of the bridges and their abutment is enough.
Out of 4 approach roads for 4 sample bridges, 2 approach roads are directly exposed to the annual river
flooding and get eroded from associated wave actions. These approach roads need slope-protection works
for their stability and road durability
In order to protect the approach road from erosion due to wave action of floodwater, any of the following
slope protection measures may be appropriate.
* Retaining wall
* CC block
* RCC palasetting
* Gunny bag rip-rap
However the final choice of the type and extent of protection measures required would depend on detailed
site investigation of the road It is recommended to do a detailed site investigation in this respect
All the 4 sample major bridges require adequate navigation clearance above high flood level to allow the
boats and trawlers pass under them since the rivers/canals over which the bridges would be constructed are
used as waterway As assessed from the field observations and community consultations, a navigation
clearance of at least 1 to 2m would be required for these major bridges
Out of 4 major bridges, construction of 3 bridges would result in agricultural land loss for the improvement of
their approach roads A mitigation measure to avoid the agricultural land-loss could be to adopt the slope
stabilization principles for providing steep batter slopes of the approach road Such principles may include
from low-cost grass/tree plantation on batter slopes to high cost earth retaining structure or use of the
special type of soil in the approach road embankment that would stabilize the embankment at steep slopes
A number of alternatives may be researched with an integrated evaluation on technical performance, cost-
effectiveness and durability
4.2.5 Construction of Small Structures on Rural Roads
5 sample structures have been investigated in details as case. Although the samples appear minor in
number they are considered as representative of the structures on rural roads identified by LGED to be
constructed under RTIP, since the environmental issues/problems are typical
In general 3 issues are vitally important associated with the construction of structures on rural roads They
are (1) Navigation and boat communication (2) Approach Road stability and (3) Agricultural land Navigation
and boat communication is an important issue that needs to address to avoid communication disruption of
waterway Agricultural land-loss from approach road construction/improvement is also an important factor
since agricultural land-loss is irrecoverable and irreversible issue and of national grave concern
Boat communication in rural areas is an important aspect of the rural transport and a part of rural culture in
Bangladesh This waterway transport is cheaper than the road transport Sometimes, especially during
abnormally high flood when the rural roads get flooded, boat communication becomes the only means of
transportation of goods and communication between the villages Any structure that is located on the
defined channel, which is used for boat communication, needs navigation clearance for uninterrupted boat
communication in the area
72
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G Case
go Study Findings ofSamnple Sub-projects
Rural 1'ransport Improvernent Project
Out of studied 5 structures on rural roads, only one structure is located over a defined channel
that is used
for boat communication and for this structures a navigation clearance of at least Im above
HFL is
recommended based upon the sizes of the boats using the channel. Of the others, one is located
over a
drainage canal, which is not used for boat communication, and the remaining three are located
on the low-
lying lands
Destability of a road occurs from erosion due to the road being exposed to forces associated with wave
action of floodwater, and the situation turns worse when the soils of the road embankment are not
compacted and no slope protection measures are taken In many cases erosion to approach road's batter
slopes affects the durability of the road and reduces the functionality of the road affecting the vehicle
movement and speed near the bridge site
All of the approach roads for the sample structures due to being located on low-lying lands get soil
erosion
of their batter slopes from wave action of annual floodwater.
In order to protect the approach road from erosion due to wave action of floodwater, any of the
following
slope protection measures may be appropriate based upon the site conditions, soil characteristics
and
economic feasibility It is recommended to do a detailed site investigation in this respect
* Retaining wall
* CC block
* RCC palasetting
* Gunny bag rip-rap
Construction/improvement of approach road towards the structures over agricultural lands would affect
the
agncultural lands and their productivity Because of high height of the approach road near the structures
(the
height of the road embankment gradually increases towards the bridges), slope stabilization of the
approach
roads require providing relatively flat slopes which means that it would take more agricultural lands
for the
embankment bases Impacts on agricultural lands from construction related issues may be also there
Since
the structure location is fixed, for approach road construction/improvement there is no alternative
route to
avoid agricultural lands
All of the approach roads of the sample structures are located on the low-lying agricultural
lands A
mitigation measure to avoid the agricultural land-loss could be to adopt the slope stabilization principles
for
providing steep batter slopes of the approach road. Such principles may include from low-cost grass/tree
plantation on batter slopes to high cost earth retaining structure or use of the special type of soil in
the
approach road embankment that would stabilize the embankment at steep slopes A number of alternatives
may be researched with an integrated evaluation on technical performance, cost-effectiveness and
durability
4.2.6 Growth Center Improvement
Two of 13 investigated markets have no road connectivity but waterway connectivity---it can be assumed
that even these markets are improved, they will not help reduce the poverty of the rural people
But these
two markets need substantial environmental improvement in the light of deteriorated environmental
condition
Majority of the studied GCMs (80 %) have the space constraints for the construction of the fish-shed,
meat-
shed, slaughter shed and multipurpose shed These markets are over congested with the
private
development over khas land Experience indicates that removal of these structures from khas land
will have
social and political conflicts It is understood that the more the market is over crowded, the
more the
environmental service facilities (toilets, water supply, solid waste management) are required
But the
environmental service facilities of those GCMs are very inadequate and extremely poor compared
to the
requirements There occurs a severe deterioration in environmental condition of these GCMs Thus
it is
73
si5 7 Case Study Findings of Sample Sub-pioiects
Rural l ransport lniprovenlcit Project
highly recommended that environmental improvement in the GCMs have to be ensured, irrespective of the
GCMs, be they over congested or not
The current practice of solid waste management and slaughter waste management that involves waste
collection and dumping into the nearby waterbodies (canals/ponds/rivers) should not be allowed, simply on
the ground that this pollutes the surface and groundwater. Rural people by their culture are adapted with the
use of surface water for bathing, washing and pisciculture. An improved and function-able solid waste
management system has to be introduced in the GCMs A large volume of organic wastes is generated
(more than 95% of the total wastes) in the GCMs, which can be processed into composts for use as bio-
fertilizer to the agricultural lands A 'barrel composting' technology for conversion of the solid wastes into
organic fertilizer has been recommended in the GCMs, since it is easily operable and does not need skilled
manpower and also it is income-generating and user-friendly.
Majority of the studied GCMs have no water supply/tubewells Some GCMs have tubewells, but it cannot be
confirmed whether they are arsenic contaminated or not, because simply test has not been done It is highly
recommended to do test on arsenic and flurried contents of the selected aquifer-water prior to the
commencement of installation of tubewells It is important to note that mostly shallow aquifers of the
Bangladesh have been contaminated by arsenic and because of low-cost, easy operation and maintenance,
most tubewells of GCMs are shallow tubewells Recently some GCMs have 'Tara Pump', but they are not
user-friendly and costly They require skilled manpower for their repairmen and repairing cost is also high In
the rural areas, such skilled manpower is not available As such 'Tara Pumps' in the GCMs have been found
non-functioning
Scarcity of sanitary latrines is also a common problem for majority of the GCMs Even the constructed
latrines do not function properly. This is due to the lack of O&M of the latrines There are some low-cost
latrines used in the rural areas They can be provided in the GCMs, but there is a potential risk of
groundwater contamination due to high groundwater table, especially during monsoon Installation of low-
cost sanitary latrines is still a subject of research whether they can be useful in the GCMs
Storm water drainage congestion and waterlogging is a common problem for majority of GCMs Most GCMs
lack in drains and suitable outlets In one GCM, drainage congestion and waterlogging occurs due to back
flow of water from the waterbodies the outlet falls Even the provided drains in the GCMs do not function,
because they receive garbage and sullage over the time, which are not cleaned and maintained Thus
instead of they become environment-friendly they become nuisances to the environment It has been
recommended to introduce internal road-cum-drains (where maximum possible) instead of deep roadside
drains within the market with outlets at suitable locations
Operation and maintenance is an area where the GCMs need a special focus Many environmental services
get deteriorated within few years of the installation due to lack of O&M It is recommended to involve the
market users (traders) in the decision and maintenance work for the services they use
4.2.7 Construction of Ghats
Typical ghat improvement sub-project includes intervention of the followings. (1) Construction of ghats (2)
Improvement / maintenance of approach roads (3) Construction of facilities for water supply and sanitation, solid waste
management, electricity, multi-purpose shelters. The type of proposed interventions indicates that limited environmental
Impacts may occur from the implementation of the sub-projects
With the application of screening criteria and categorization procedure to the selected samples it has been
found that all the sample sub-projects fall under category-2, which means that these sub-projects would
require Limited Environmental Analyses (LEA). The reasons of falling the samples under Category-B are
that the groundwater quality is unknown, 3 associated rivers have riverbank instability at the ghat locations,
one requiring approach road to be newly constructed, and 4 ghats have large boat traffic volume (>200)
As analyzed in chapter 2, it has been found that bank instability and approach road
improvement/construction are two issues that needs equal importance as with the ghat construction This is
important, since without bank protection measures the provided facilities in the sub-projects could not be
74
0r= G. rDCase Study Findings of Sample Sub-projects
Rural Transport improveement Project
saved from riverbank erosion, and since without a good connecting/approach road the trading of the
transported goods via the ghats would not be effectively possible All the sample ghats lacks in basic
environmental services which is also a key issue.
Out of 6 ghat sample 3 ghats are located at the unstable riverbank, which means that measures are to be
taken to protect the constructed facilities for these 3 ghats Bank instability occurs from the local scouring
and bank erosion that tends the bank to move towards the land and is a function of morphological behavior
of the river as well as flood flow The rivers with bank instability at the ghat locations are meandering in
nature, that means at one bank they tend scouring while at the other bank they tend to get silted up It is
experienced in Bangladesh that in many cases protection against local scouring/erosion does not work well
since the reasons behind such scouring/erosion lie on others Therefore it is highly recommended that a
detailed engineering investigation be made to define the type and extent of bank protection measures
required for each ghat subjected to bank instability, before going for the final implementation of the proposed
facilities
Road connectivity of a GCM is a determinant that indicates the potentiality of the marketing of the
transported goods via ghat. Except one ghat all sample ghats have road connectivity, but the condition of
the connecting road is not good This means that improvement of the connecting road should get equal
importance as that of ghat improvement
In Bangladesh till date generally environmental service facilities get less importance compared to the
importance of the development The sample ghats lack in the basic environmental services like water supply
and sanitary latrine, solid waste management, storm water drainage These services have to be designed in
accordance with the site condition of the ghats Maintenance and management of the environmental service
facilities is an important issue, which needs a special care It has been seen in the developed GCMs that
without effective maintenance and proper management of the provided environmental services they do not
become sustainable The same facilities are being intended to provide for the ghats, which means that there
is a potential risk of these services being unsustainable due to lack of proper maintenance and
management This aspect should be given due attention while proposing and designing such facilities
75
Annexure:
Existing Leasing Procedure and Institutional
Arrangement of Growth Centers
,6jI. l a_ e__ WE ECase Study for sample Growth Centie Mlarkets
Annexure:
EXISTING LEASING PROCEDURE AND INSTITUTIONAL ARRANGEMENT OF
GROWTH CENTERS
2.1 Introduction
This chapter briefs about the leasing procedure, management, and distribution of lease money of the
GCMs (the government hat-bazaar) among Union Parishad/Pourashava/City Corporation The chapter has
been written based on the information provided in the recent circular by the GOB (July 20, 2002) and can
be treated as the translation of the original Bangla
2.2 Leasing Authority of Government Hat-Bazar (Growth Center)
All GCMs will be leased out by the authority as below
(a) Upazila Nirbahi Officer (Executive Authority6 of a Upazila) will lease out all the GCMs under the
geographical jurisdiction of his Upazila.
(b) Respective Pourashava/City Corporation Authority will lease out all the GCMs under the geographical
jurisdiction of the same Pourashava/City Corporation
(c) Under every district one GCM will be allocated to the name of Freedom Fighters which will be leased
out by the respective District Commissioner (Chief Executive Authority of a District)
(d) Under each Union Parishad (UP) (where applicable) one GCM of the respective UP will be reserved to
it, which will be leased out in accordance with the followings
* Lease value of this GCM must be less than one Lac Taka in accordance with 1409 Bangla Sal
* Leasing out of this GCM must be completed alongwith the other GCMs of the Upazila by the
Upazila Nirbahi Officer (UNO)
* Respective UP Chairman will select this GCM in consultation with the UNO
* 50% of the lease value of this GCM will be given to the respective UP.
* This GCM will remain to the respective UP, although its lease value exceeds one Lac Taka later
on
2.3 Leasing Procedure
The leasing activities of all GCMs have to be started from the Magh Mas (Bangla Month, tentatively
January 15-February 15) in the preceding year the GCMs will be leased out for A calendar showing the
leasing activities of all GCMs must have to be sent to the Local Government Division UNO and
Pourashava Authority shall have to send a copy of the same to the DC
Leasing of the GCMs will be for one year, from Baishakh to Chaitra Bangla months (in accordance with
Bangla year) All leasing activities of a year have to be completed by Chaitra 20
2.4 Tendering Procedure
Sealed tenders shall be invited for leasing out GCMs 20% of the quoted lease value in a bid shall be
deposited along with the bid document in the form of Bank Draft, of which 15% will be adjusted with the
lease value and the remaining 5% will be kept with the authority to meet up the expenditure for cleaning
the market (in case the Leasee fails to do it) or the any damage to the GCM made (by the Leasee) The
unused money of it will be given back to the Leasee at the end of lease year
5
r^n_ M.ID Case Study or sample Growth Centre Markets
: ...r.:_-::.-.-: _-.:::...._.. Rural Transport Improvement Project
Earnings from selling of the schedule will be treated as the income of the respective Pourashava/City
Corporation/Upazila. In case of a Upazila, the money will be deposited to the account of Upazila
Development Fund
The bidder submitting 'the highest lease value shall be awarded of the GCM In case such lease value
become less than any highest lease value of the preceding three years, re-tendering will be done After the
second time, if the problem remain unsolved, re-tendering for the second time shall follow and so on
However, revenue collection will continue on simultaneously and a report has to be submitted to the Local
Government Division mentioning the reasons of not getting the appropriate lease value of the GCM(s)
2.5 Distribution Procedure of the lease value from the GCMs
a) UNO shall distribute the lease money of the GCMs in accordance with the following
guidelines/instructions
1 Expenditure associated with the leasing activity of a GCM shall be met up from the lease value
5% of the remaining part of the lease value shall be deposited to the '7-Land Revenue' in honor, in
the form of 'Treasury Chalan' within 7 working days after leasing out that GCM
2 20% of the lease value has to be deposited to the account '4- deposited from hat-bazaar lease'
under '7-Land Revenue' sector for meeting the salary of the Sachib (Secretary), Dafadar and
Mohalladars of UP, in the form of Treasury Chalan within 7 working days after leasing out the
GCM In both the cases, one copy of the submitted Chalans has to be submitted to the respective
DC
3 15% of the lease value of a GCM shall have to be used for the maintenance (both routine and
periodic) of the GCM through the Upazila Samannay Committee (Upazila Development
Cooperation Committee). In case of a GCM developed by Local Government Engineering
Department, a percentage of lease value up to 25% can be used for the maintenance of the
respective GCM in accordance with the contractual terms agreed between the government and the
donors
4 10% of the lease value of a GCM will be deposited to the Upazila Development account for the
development/maintenance of all the GCMs under the respective Upazila However, in case of a
GCM developed by LGED, the deposited amount to this sector will be reduced, i.e, the total
maintenance cost of the respective GCM will be limited to 25% The total deposited amount from
all GCMs under a Upazila shall be used for the development of undeveloped/underdeveloped
GCMs in accordance with the recommendations of the Upazila Hat-Bazaar Management
Committee and through the Upazila Development Cooperation Committee. This amount of money
shall be used for every GCM of the Upazila, on priority basis, for construction of required number
of sale-sheds, tube wells, sanitation facilities, latrines/urinals for public use Money allocated in
this sector can not be used for the developmenUmaintenance of the Upazila complex, or for
creation or increase of the facility for the officers Unused amount of money in this account shall be
used for the developmenUmaintenance of the GCMs in the next year If required, latrines' and
urinals will be maintained in their proper functional condition with the toll collection from their users
under the guidance/supervision of the Leasee
5 5% of the lease value of a GCM shall be given to the respective UP
6 The remaining 45% of the lease value shall be deposited to the account of Upazila Unnayan Tahbil
(Upazila Development Fund) This money will be distributed among all the Unions of the respective
Upazila in accordance with the proportion of population (40%), area (40%) and non-progression
(20%)
b) For City Corporation/Pourashava the income from a hat/GCM shall be distributed in accordance with the
followings'
___, G Case
=:= Study
D for sample Gro%%ih Centre NMarkets
Rural Transport improvement Project
1 A 5% of the lease value of a GCM (after meeting the expenditure associated with the leasing
activities of the GCM) shall be deposited to the account of 7-Land Revenue' in its honor within 7
working days after leasing out the GCM.
2 45% of the money shall have to be used for the development/maintenance of the respective GCM
3 The remaining 50% of the money shall be treated as its revenue income
2.6 Hat-Bazaar Management Committee
For supervision of all activities including day-today operation, toll collection, maintenance, and
development activities of a Hat-Bazaar, a Market Management Committee at the market level and for
supervision, monitoring and advice of the activities of this committee, another Market Management
Committee at the Upazila level shall have to be established UNO shall establish the market management
committee at the market level and DC shall establish the market management committee at the Upazila
level
2.6.1 Hat-Bazaar Management Committee at the Market Level
The committee will comprise the members as below
President Elected president from the permanent and temporary shopkeepers of the respective
market
Member One elected member from the permanent shopkeepers of the respective market
Member UP member of the respective ward the GCM is located at.
Member Female member of the ward of the respective ward
Member One selected/elected member from the female shopkeepers (if applicable)
Member Community organizer from local LGED office
Member One selected/elected small businessman from the small businessmen who have been
doing business in the market temporarily for at least last 6 months
Member One selected/elected member from local RickshawNan drivers
Member One selected member from the Bus/Truck Owners Association
Member One elected member from the permanent shop-owners of the respective market
It is noted that the leasee of the market can not be a member of this committee Shop-owners who have
been doing business in the market for last 6 months from the election date shall be treated as temporary
shop-owners.
2.6.2 Responsibilities of the Market Management Committee at the Market Level
The committee shall bear the following responsibilities
* Preparation and submission of the annual development plan of the GCM in the view of the budget
allocated for the respective GCM (15-25% of the lease value)
* Supervision and monitoring of the activities of the toll collectors
* Prohibit the toll collection in excess of the approved rate and also ensure that toll has not been
collected from the traders duly exempted from toll collection
* Keep the market clean and have a close observation to the health of the market users
-7
-^ G_ B Study for sample Growth Centre Markets
DCase
; :_...-.-: .:::...._... Rural Transport Impro%ement Project
* The committee must meet together at least once in a month to discuss the operation, toll
collection, maintenance and development issues of the GCM and recommend in this regard to the
Market Management Committee at the Upazila level
* Ensure the training facilities for the female traders
2.6.3 Market Management Committee at the Upazila Level
This committee will comprise as below
President Upazila Nirbahi Officer (UNO)

Member Upazila Engineer
Member Chairmen of all Union Parishads
Member One honorable person from the Upazila selected by the DC of the respective district
Member One government officer from Upazila selected by the DC of the respective district
Member Two representatives from the presidents of all markets within the respective Upazila
Member Assistant Commissioner (Land)
Secretary
2.6.4 Responsibilities of the Market Management Committee at Upazila Level
* The committee will meet together at least once in a month
* Keep a close look at the management, operation and maintenance activities of all GCMs within the
Upazila
* Discuss and approve the development and maintenance plan prepared by the market
management committee at the market level
* Ensure regular meeting of all market management committees at the market level
* To keep a close look at the responsibilities of the market based market management committee
* To inform DC of the respective district regularly of the activities of the market management
committee and Upazila Market Cooperation committee and perform activities in accordance with
his guidance/advice
* Ensure toll collection in approved rates
* Keep a close look at the peace and disciplines of the markets
* Prohibit land grabs from the market.
2.7 Institutional Improvement Recommendations
Under the recent government approved principles ( July 20, 2002) for leasing out the GCMs, and their
O&M, UP (Union Parishad) will take care of the markets that have lease value less than Tk 1 lac, one
particular market will be allocated for the freedom fighters Except the GCM allocated for freedom
fighters, whose leasing activities to be dealt with by District Commissioner, the other GCMs will be leased
out by the respective Upazilla Nirbahi Officer (Chief Executive Officer of the Upazilla) 15% of the lease
value of a GCM will be used for market operation and maintenance of the same GCM In case of the
GCMs developed under donor-funded projects, a 15 to 25% of lease value of the respective GCM can be
used for its O&M. Government under these new principles have instructed that the Leasee will deposit a
IL- ,r-- GF-E D1:11 Case Study for sample Growth Centie Markets
20% of the bidding money along with bid submission to the respective authority in the form of Bank draft, of
which 15% will be adjusted with the lease value of the GCM and 5% will be kept to the authority to refund it
at the end of the leasing year. If the Leasee does not perform the cleaning operation of the GCM or does
any damage to any property of GCM, cleaning operation or the recovery of the damage will be met up from
this 5%
Under the current practices, it is seen that the neither the Leasee nor the MMC does play nay role for
environmental services of the GCMs. As such, most GCMS suffered from the very bad environmental
conditions regarding storm water drainage, solid waste management, water supply and sanitary latrines
However, in most markets, the traders, basically the permanent shopkeepers are very active to maintain
the environmental condition up in the greater interest of the trading. Thus it can be assumed that it would
be very effective if the 5% of the lease value of the GCM is given to the market trade union for cleaning of
the market including drains and latrines, instead of giving the responsibility on the leasee, this would work
The trade union can appoint some sweepers for the cleaning operation of the market This will not only
improve the environmental condition of the market but will also create some employment opportunities for
local poor, which will help reduce the poverty The UP will need to monitor the activities of this trade union
Similarly, this trade union can be given a charge of the market operation and maintenance This will not
only ensure the users' participation in the O&M work, but will also develop the 'ownership' feelings that are
the key for the sustainability of the services.

Bangladesh Case Study

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LOCAL GOVERNMENT ENGINEERING DEPARTMENT

Rural Transport Improvement Project

Case Study for Sample Sub-projects

Rltral Transport Improvement Pt oject Case Study Findings of Sample Sub-projects

CHAPTERl: INTRODUCTION .................. 5

Rural Trais.port I nmprovemenit Project Case Study Findings of Sample Sub-piojects

2.3 Rural road type- (RR1)

2.7.3.1 Water supply for drinking and sanitation use . 36

4 24 Construction of Major Bridges ...... .... .. ......... . .......... 71

Rural Transport Improvement Project

1.2 PROJECT BACKGROUND

1.3 PROJECT OBJECTIVES AND SCOPE

Rural Transport Improvement Project

1.4 CONTEXT AND PURPOSE OF THE ENVIRONMENTAL ANALYSIS

The stated objectives of the Environmental Analysis are

a) To collect information on existing environmental conditions,

1.2 1.5 Project Description

1.5.1 Context of the project (Geographic, economic, social, and temporal)

Rural Transport Improvement Project

1.5.2 Description of the Components of the Project

1.3 1.6 APPROACH AND METHODOLOGY OF THE CASE STUDY

LegendM BAY OF BENGAL \

Ivtve/lCho] I(egionnI IhIeleu us8

-4. Aetpuev8 1'fit.. C.e>IItt..g Rds.|l\'

- S.o...oreBl. - tt ---- -- M. to tiltu- --

Figl.l. Project Area Map

Rural Transport Improvement Project

Rural 1Transport Improvement Project

Rural Transport Improvement Project

CHAPTER 2:CASE STUDY FINDINGS

2.2 1ST YEAR FEEDER ROADS

2.2.1 Sources of Impacts

* Road widening and/or height raising

2.2.2 Identification of the Key Environmental Issues of the Roads

* Potential to have major impacts

Rural Transport Improvement Project

2.2.3 Road Widening and/or Height Raising

2.2.3.1 Roadside Agricultural Land-loss

Fig 2.1. Road improvement interms of widening and /or

2 2 3.2 Impact on roadside ponds

Fig.2.2. Roads requiring pond-filing for their improvement

__ f O~~~~~~~~~~Roads reqwsrngpoiid-i,ii,0 ior

Rural Transport Improvement Project

2.2.3.3 Impact on natural wetlands/fish habitats

Fig 2.3: Roads identfying wetlands as key issue from their

16% ORoads idenifing

2.2.3.4 Impact on fisheries of roadside ponds

Fig 2.4 Roads identifying fish reduction from pond|

3Roads iedentifying fish

Rural Transport Improvement Project

2.2.3.5 Impact on forest

2.2.3.6 Impact on vegetation

Fig.2.5: Roads identifying vegetation clearence

2.2.3.7 Impact on slope stability of the embankment

Fig,2.6.Roads identifying slope destabilization at

Rural Transport Improvement Project

2.2.3.8 Impact on natural drainage

Fig.2.7: Roads identfying obstruction to natural drainage

2]roads iden*iying obstrucfon

2.2.3.9 Impact on irrigation canals

Fig.2.8: roads identifying affecting

Rural Transport lmprovement Project